IMPACT
OF ANCHORING MANAGEMENT POLICY RIAU ISLAND PROVINCE
IN INDONESIA
Zhuhendrik*, Fitri Kurnianingsih, Okparizan
Faculty of Social and Political Science, Universitas
Maritim Raja Ali Haji, Riau, Indonesia
e-mail:
[email protected]*
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Article
Information |
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ABSTRACT |
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Received:
December 12, 2022 Revised:
December 28, 2022 Approved:
January 15, 2023 Online: January
28, 2023 |
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The existence of waters in the Riau Island Province at the crossing of international shipping relations brings
Indonesia various opportunities for developing valuable environmental and
marine services. This research aims to make efforts and alternatives to the
optimization strategy of anchorage activities in the Riau Island Province to manage the
potential for environmental and marine services to increase local revenue in
the border region. The research method used descriptive qualitative by using
secondary data derived from documents, journals, books, websites and other
supporting data that focused on analyzing the anchorage development strategy
in the waters of the Riau Island Province. The data analysis technique used a
data source triangulation approach. The findings show that the impact which
occurs in the development of anchorage has three options for optimizing
strategies during the COVID-19 pandemic; firstly, maximizing ship guiding and
towing services in the Malacca Strait and Singapore Strait, secondly, ship
guiding and towing services at TUKS and TERSUS must be given the authority to
the Regional Owned Enterprises (BUMD), namely P.T. Pelabuhan Kepri; and
thirdly, the importance of controlling environmental impacts on anchorage activities
in the Riau Island Province. Afterwards, the
researcher also provides an alternative to implementing the Penta-helix
concept as a form of monitoring anchors in the waters of the Riau Island Province. |
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Keywords |
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Impact; Anchoring; Management;
Policy |
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INTRODUCTION
Sea transportation is essential in spurring increased growth
and equitable regional development. In this context, the anchor service is
essential because it is one of the primary international sea transportation
services with a high investment value and demand from shipping operators. In
addition, the utilization of marine waters in the Riau Island is beneficial to local revenue (Irvan, 2018). This is because Riau Island has a vast ocean and must be
managed by the potential of natural resources by applicable rules and
regulations. Therefore, anchoring activities in the waters of the Riau Islands
Province have a solid legal basis, referring to the Regulation of the Minister
of Transportation Number: PM 51 of 2015 concerning the Operation of Sea Ports
in Article 101 that certain areas in the waters outside the Port can function
as anchorage locations and can be managed by Port Business Entity. Furthermore,
the decree of the Minister of Transportation of the Republic of Indonesia
Number: 16/i/iuPELABUHAN/PMDN/2017, dated November 3, 2017, concerning the
granting of business permits to P.T. Pelabuhan Kepri as a Port Business Entity.
Thus, refer to the Provincial Zoning Plan for Coastal Zone
and Small Islands (PZPCZSI) and the Site of Location Review and Field
Verification, as well as the Technical Meeting of the Anchor Area in the waters
of Riau Strait and Tanjung Berakit, which were held on July 13 2020. However,
the PZPCZSI only can function as one part of the marine spatial planning
document as mandated by Law Number 32 of 2014 concerning Marine Affairs (Yurista & Wicaksono, 2017). Therefore, although the condition of the Anchor in the Riau Island has been announced in the Notice to Mariners (N.T.M.) or the
Indonesian Seafarers' News (ISN) and listed in the Indonesian Marine Map, the
anchoring activity will be carried out (technically) that is the tariff of the
type of non-tax state revenue applicable to the Ministry of Transportation.
This is intended to be formulated after the proposed revision
of Government Regulation No. 15/2016 is determined and the Riau Island Marketing Team immediately brings
customers. The B.U.P. will carry out the contracts to the guide, tugboats, and
oil booms with salvage equipment with case-by-case contracts related to AMDAL
documents completed on July 31, 2020. The responsible party for organizing the
anchorage is P.T. Pelabuhan Kepri, where the Riau Island Provincial Government determined a Governor's Decree regarding
the management of anchors in the waters of Riau Island Province. The areas included in the anchoring activity can be
seen in the following table:
Table 1. Areas affected by Anchor
|
City/Region |
Waters |
|
Batam |
Riau Strait Kabil Waters Area |
|
Batam |
Galang Rempang Island Waters Area |
|
Batam |
Nipah Island Waters Area |
|
Karimun |
Karimun Waters Area |
|
Bintan |
Tanjung Berakit Waters Area |
Source: PT. Pelabuhan Kepri, 2021
Thus, technology and marketing operations to manage anchorage
activities require involvement in optimization. The research aims to provide a
Penta - helix approach model. The Penta - helix concept has been widely
discussed and used as a framework in many studies related to innovation or
organizational innovation (Halibas et al., 2017); (Sudiana et al., 2020). Riau Island Province Government must provide full
service in public services. However, in the limitations during the current
pandemic with limited movement and number of human resources, the Riau Island government must be able to
collaborate with other parties. One of the solutions is the Penta - helix
model, which is a collaboration of 5 (Five Elements) elements of stakeholder
subjects: Academician, Business, Community, Government, and Media, commonly
abbreviated as ABCGM.
ABGCGM unites coordinates and is committed to developing
potential. As a form of optimization of an object to be developed for both the
present and the future (Duić, 2020). The exciting thing about this research is that the
researcher conducted a deep study to design a model for optimizing anchorage
activities by involving stakeholders as a form of transparency in future
management (Amrial et al., 2017). Cooperation or collaboration in the
Penta - helix concept has the characteristics of an agreed shared goal, trust,
and a strong relationship. The definition of an anchored ship is a condition
where the ship floats without exercising to move against the water and flow the
wind by the Anchor owned by the ship in the bow (Liu & Sycara, 1995)Ship anchoring is carried out in
certain areas at each Port or outside the port area, considering the sea level
and surro
unding conditions (Sasa & Incecik, 2012). Anchoring is carried out to wait for the time to enter the
Port, waiting for the completion of the file to enter or exit a port, to avoid
the accumulation of ships in the Port, and the ship may also be undergoing
repairs on the surface of the water (Eustice et al., 2007).
Optimization is a process of
implementing programs that have been planned to achieve the goals/targets of
optimally improving performance (Ruszczynski, 2011). Then, the definition of optimization is the process of
finding the best solution, not consistently the highest profit that can be
achieved (Forst & Hoffmann, 2010); (Pierre, 1986) The optimization goal is to maximize
profit, or not always the least cost that can be reduced if the goal is to
minimize costs (Rao, 2019). Although research about optimization in the context of
anchoring is rarely studied, several studies are explaining the service of
foreign ship arrival documents anchoring activities in sea waters to be checked
on the completeness of the documents. A foreign ship is anchoring in a
predetermined area, and if the results of the inspection of all crew members
are declared complete, the ship may enter a port that has to fulfil the ISPS
Code standard (Erliyana & Oktaviana, 2020). Afterwards, execute anchoring activities outside the Port to
avoid increasing port costs to optimize the maintenance of suitable deep cargo
pumps to facilitate loading and unloading activities (Suryadi et al., 2019). Focus on writing as a form of optimization of Riau Island anchorage activities with the
concept of a Penta - helix approach by involving interest actors to impact
local revenue in the marine sector.
METHODS
The research method is a literature review or study (Pautasso, 2013); (Zed, 2008)The literature study is meant to contain information from the
mass media relevant to research problems using secondary data in the form of
written texts about the ongoing phenomenon. Data collection techniques in
secondary data come from documents, journals, books, websites and other
supporting data that focus on case study analysis (Galvan & Galvan, 2017). Furthermore, data analysis uses triangulation techniques.
Triangulation is one approach taken by researchers to explore and perform
qualitative data processing techniques (Denzin, 2017)
The focus of
triangulation is only on the triangulation of data sources to explore the truth
of certain information by using various data sources such as documents,
archives, and interviews through mass media, with more than one subject which is
considered to have different points of view on the phenomenon study in the
order it can be depth analyzed (Creswell &
Poth, 2016). Thus, the
triangulation of data sources will focus on optimizing the strategy for
developing anchors in the Riau Island Province, where these activities or the level of efficiency
as the role of stakeholders is needed as representation. Representation is
ideal using the Penta-helix approach as the desired optimization is by existing
procedures and regulations.
RESULTS
A. Development
of Anchoring Activities Services in Riau Island Waters
Managing
Anchor will be an entry point for investors to know more about Indonesia and
its sincerity in providing services. The anchor service principle is a
temporary berth facility before the ship enters the Port (Manafi, 2021).
Various services have been implemented during this waiting time, summarising
the primary services at the Port later. As a result of the still more expensive
anchoring service tariff compared to neighbouring countries (tariffs in
Indonesia IDR 142 million, while in Singapore IDR 60 million), the efforts to
review costs, simplify and restructure costs have been carried out and approved
in coordination meetings. The financing aspects that will be restructured in
value are port services fees for ships and goods and navigation services,
including signing services, shipping telecommunication services, and
infrastructure facilities use services.
As
one of the anchorage areas, the Provincial Government of the Riau Island is appreciated for its
efforts in applying for the Anchor's concession in the waters of the Riau Island. The initiative of the Riau Island Province Government is the
basis for cooperation between the Indonesian Ministry of Transportation and the
Coordinating Ministry of Maritime Affairs and Investment of the Republic of
Indonesia, not only rearranging the waters for anchor harbours but also
rearranging the regulations and provisions that have been applied but still had
an obstacle in increasing the competitiveness of the Riau Island towards neighbouring
countries in providing anchor harbour services. The types of services provided
during the implementation of the anchoring service are contained in the revised
Government Regulation No. 15 of 2016 concerning types and tariffs for Non-Tax
State Revenue (PNBP) applicable to the Ministry of Transportation.
Deregulation
is a step to simplify government rules or policies with a specific purpose. In
this case, deregulation of the unit cost of anchor services is needed to
increase the competitiveness of anchor services in the Riau Island Province compared to
neighbouring countries. The approach to deregulation is carried out by
simplifying the types of services offered, tariff adjustments, and the addition
of articles. However, considering the big goals achieved, two options were
narrowed down the scenario of anchor deregulation in the Riau Island Province.
The first option is a proposal to prepare a new Government Regulation Plan
regarding Non-Tax State Revenue (PNBP) value relief which will become the
implementing rule of Law No. 9 of 2018. This process will take time as a new
regulation at the level of a Government Regulation. Then the second option is a
more moderate proposal and faster to be realized, considering only through this
change is the inclusion of several new Articles taking into certain conditions
that shipping operators can be given tariff reductions.
1.
Maximizing
Ship Guiding and Towing Services in the Straits of Malacca and Singapore
Straits
The
Malacca Strait and Singapore Strait, busy and congested international shipping
lanes, have many passing ships (Wahyulianto et al., 2019)It is
still high in the service of guiding and towing ships in the Malacca and
Singapore Straits. The inability to control ship scouting by Indonesian scouts,
especially in the Riau Island region,
has resulted in ships passing through the strait that is still vulnerable to
ship accidents. It is necessary to increase the capacity of pilotage
institutions by optimizing ship piloting. Because the Malacca and Singapore
Straits are crossed over by 25 per cent of world trade commodities and are
supported by a substantial hinterland. In case the service for anchoring
activities is good, then it has great potential to grow and develop rapidly in
public services for anchoring activities.
Furthermore,
the innovation in digital port services was developed by the Riau Island Province government by
involving Pelindo 1 in the form of the i-Marine and Port Operation Command
Center (Pelindo, 2021).
In real-time, the i-Marine system can help service users make mooring plans,
online meeting services, ship position information, online guiding and towing
services, ship air, pilot assignment dispatching, and tugboats. The POCC system
is a control centre that coordinates ship and terminal services and monitors
ship queues. The i-Marine and POCC systems significantly contribute to
supporting the port business, such as maximizing the accuracy of mooring
planning, improving operational performance, ensuring the achievement of one-day
billing, and accuracy in coordination and decision-making.
Afterwards,
strengthening information on ship activity schedules, loading and unloading,
and other port operational activities in real-time. Based on the explanation
above, there is necessary for high participation to create digitalization-based
service innovations and carry out technical control that refers to Standard
Operating Procedures (S.O.P). Thus, supervision in service innovation in
guiding and towing services in the waters of the Malacca and Singapore Strait
must have human resources quality in supervising anchorage activities in the
waters of the Riau Island Province
so that the optimization of anchoring has a good impact on the readiness of
stakeholders in boosting the economy marine sector.
2.
Ship
Guiding and Towing Services at TUKS and TERSUS if delegating to P.T.
Pelabuhan Kepri
The
level of port service reliability is primarily determined by the performance of
the port management operator at the predetermined anchor harbour's location.
Then, guidance serves to guide ships that will leave or enter the ports or
waters required to guide. Regulations related to this are regulated through the
Minister of Transportation Regulation No. 51 of 2015 concerning the Operation
of Seaports (Manafi, 2021).
The operation involves many parties as the preparation for implementation is
carried out as well as possible (Sasono,
2021). Likewise, at the time of the implementation,
it is controlled by coordination between related parties for the pilotage
services can dash safely and smoothly. The implementation of pilotage is the
authority of the Government which can be delegated to Port Business Entities
(P.B.E.) or Private Interest Terminal (P.I.T.), which is in collaboration with
P.T. Pelabuhan Kepri and Special Terminal (TERSUS) have to fulfil the
requirements and obtain a permit from the Minister (PM. No. 57 of 2015 Chapter
VI concerning the procedures for delegating the implementation of ship guiding
and towing).
The
decree of the Director-General of Sea Transportation No. UM.002/38/DJPL-2011
concerning standards for port operational service performance of the
Directorate General of Sea Transportation consists of waiting time, approach
time, sufficient time, work productivity, receiving/delivery of containers,
level of use of the wharf (B.O.R.), level of warehouse use (S.O.R.), level of
use of the stacking field (Y.O.R.) and the readiness for equipment operation. The
key performance indicators in port management are measurements of various
aspects of port operations. The key performance indicators for pilotage
services are based on local and international standards (ISO). The world's
major ports use the standards of zero accidents and zero waiting time for pilot
service as a measure of the success of their service, while in Indonesia, in
assessing the performance of pilotage services, still use approaching a time
(AT), waiting for time (W.T.) and zero accident (Lasse,
2012);
(Yudithia
& Mahadiansar, 2019) .
The
performance of the scout or the movement of the scout and the movement of the
tugboat is primarily determined by the demand of the berth. Currently, the
waters of the Riau Islands in the anchor activity in the demand of the ships
that leaned on have an increase in ship capacity/upsize vessels, thus affecting
the intensity/frequency of the movement of pilots and tugboats, which in turn
out affects the waiting time and approaching time. This is important to note
because it can affect the smoothness and speed of services provided in
anchoring activities in the waters of Riau Island. To ensure that the
operational management of anchors runs well, in an auction, there is no winner
for one reason or another, and the Government can carry out concessions through
the assignment mechanism.
The
existence of opportunities, challenges, and problems in the development trend
of port management makes the selected Port Authority required to continue to
improve the performance and functions in providing services that are
appropriate to the expectations of stakeholders, the businesspeople in port
service users and the Community. Therefore, the Port Authority manages the
Regional Government and will determine the anchoring service by establishing a
Regional Owned Enterprise. However, the Regional Government did not have
sufficient financing capacity to carry out the operation of Anchor. Therefore,
then the appointment of Anchoring Service Management Operators will be carried
out by the Port Business Entity (P.B.E.) based on the concession line; the
determination will be determined through the Auction Mechanism.
The
alternative management of KSP BMN/BMD is carried out to reduce the burden on
the state budget in financing port operations and maintenance. The two
alternative forms of the assignment are the Government's efforts to accelerate
the development, preparation, and operation of anchor services in the regions.
Through these two alternatives, the Government no longer must incur operational
costs, maintenance, and infrastructure improvements but can receive fixed
Non-Tax State Revenue (PNBP) through contributions and profit-sharing. The
assignment scheme will still benefit all parties because it uses a
profit-sharing scheme between the Harbormaster and the Port Authority (KSOP)
with the Port Business Entity (P.B.E.), namely P.T. Pelabuhan Kepri will be
assigned later. With these various existing schemes, it is hoped that there
will no longer be any obstacles in determining the Port Manager and can
immediately develop competitive anchor services for the regional development
through the creation of a maritime economy can be accelerated.
Port
management mechanisms are the authority of the Regional Government, with the
approval of the Minister of Transportation. In this case, the Regional
Government may propose a Utilization Cooperation (K.S.P.) scheme to manage the
Port as a regional asset. The submission of K.S.P. by the Regional Government
through the prospective Port Business Entity (P.B.E.) to the Ministry of
Transportation must be planned carefully because the Port is a very high-value
investment at a particular time. Because the Port is an investment with value
depending on the potential and development opportunities. Therefore, the
investment value can change and be very different depending on the point of
view of the assessment of certain parties.
The difference in point of
view often becomes an obstacle in establishing a port management cooperation
agreement. In this case, the Central Government, as the building part, will
always judge based on the potential value that can be received by the Port,
while investors want to invest at the lowest possible cost. Therefore,
assessing the K.S.P. meeting point is often challenging to realize. Thus, the
success of a K.S.P. agreement must be determined from the point of view of
regional development, community welfare and improvement of the investment
climate for all parties.
3.
The
Importance of Controlling Environmental Impacts in Anchoring Activities in the
Riau Island Province.
One
of the most accessible impacts that can be seen because of unpreparedness in
managing port services is the impact on the aquatic environment, which is
increasingly polluted by oil, residue, and garbage from anchored ships (Manafi, 2021).
Unfortunately, this continues to happen to one of them because shipping
operators have not complied with regulations for handling oil spills and ship
waste, though this has been regulated in the Regulation of the Minister of
Transportation No. 58 of 2013 concerning the prevention of pollution in waters
and ports. In addition, the Riau Island Province Government has
established a Regional Regulation in the context of Combating Oil Spills at Sea
to support the control of pollution due to sea transportation.
Water
pollution in the anchorage area, especially from foreign ships, will be very
worrying considering that international-flagged ships have the potential to
carry hazardous and toxic waste (B3), which is harmful to the preservation of
aquatic ecosystems in the waters of the Riau Island Province (Sumardi, 1995).
B3 is waste generated from a production process, both industrial and other
business activities. Where people live, there is usually found or produced
waste, water waste, or other activities that are not managed properly will have
an impact on the creatures and the surrounding environment because of their
excellent nature and concentration, directly or indirectly can damage the
environment and the health of living things around it (Ukas & Arman, 2019).
Small
things like ballast water disposal are very likely to carry pollutant loads and
invasive marine species that can interfere with the existence of endemic biota.
Therefore, the efforts to control water pollution in the territorial waters of
the Riau Island Province that every port control holder must prepare are
realized through the provision of reception facilities. A reception Facility
(R.F.) is a facility for reducing, storing, collecting, transporting,
utilizing, processing and landfilling waste at the Port originating from ship
operations or port support activities.
According
to the mandate of Government Regulation No. 21 of 2010 concerning Protection of
the Maritime Environment and Regulation of the Minister of Transportation No.
58 of 2013 concerning Control of Pollution in Waters and Ports, especially the
Regulation of the Minister of Transportation of the Republic of Indonesia of
2014 concerning Prevention of Maritime Environmental Pollution, it has been
stated that every Port must have a storage facility (whether fixed, floating,
or moving) capable of receiving marine pollutant waste/garbage originating from
ships and adequate for the intended storage purpose. As a form of port service,
the Reception Facility can also be a new source of income for local
governments, whose value is quite significant.
B.
Development of Retribution Potential for Anchoring Activities
The
anchorage management must provide benefits in the form of revenue sharing for
the region. This is stated in the Riau Island
Province Government 550/2021 concerning the
Implementation Plan for Levy Retribute. In this case, the Riau Island Province has the authority
in the 12 nautical miles, a manifestation of Article 18A of the 1945
Constitution. Thus, the Non-Tax State Revenue (PNBP) of the Ministry of
Transportation applicable in certain areas in the waters designated as ports in
the Riau Island
Province has been revised with the Minister of Finance Regulation No.
165/P.M.K.02/2020, The P.M.K. reduces the value of Non-Tax State Revenue (PNBP)
of the Ministry of Transportation by an average of 50% from the previous levy
to get a competitive price and provide space for regional revenues.
The
Riau Island Province
Government has followed this up by issuing Riau Island Governor Regulation No. 64 of
2020 concerning the Guidelines for the Implementation of Port Service
Retribution applicable in certain areas in waters designated as ports in the
Riau Island Province.
The regulation regulates the number of local government levies for ship
docking/parking services in waters 12 nautical miles from the coastline
designated as anchorage areas; hence that it becomes a contribution to the
regional income of the Riau Island Province for financing
development and government services which are the responsibility of the
Government of Riau Island Province. The additional Original Local Government
Revenue (P.A.D.) from 3 anchorage areas determined by the Central Government,
12 miles from the shoreline in the Nipah Island waters zone, the Tanjungbalai
Karimun waters zone, and the Galang Island waters zone (Astuti,
2021)
Currently,
the management of the three anchor points is also included in the Regional
Regulation (Perda) for the Riau Island Regional Retribution as one
of the targets and retribution in the region for 2021. In the future, there
will be 17 points in the Riau Island waters. Afterwards, the Riau Island Province Government estimates
that it can reap local revenue of around IDR 700 million per day from anchoring
services in Galang Waters, or 200 billion in a year, and currently, the P.A.D.
of the Riau Island Province
reaches 1.2 trillion. (Naim, 2021).
Based on this explanation, if later added 200 billion means the P.A.D. will
contribute 15 to 20 per cent of the Local Government Budget (APBD) (Sianturi, 2021).
Therefore, the anchoring location in the Riau Island can run well, with the
support of legal certainty at the regional and central levels and the provision
of good services. The docking space in Singapore and Johor is already minimal.
Then, the Riau Island Province
will take advantage of this situation.
The Riau Island Provincial
Government has also prepared a regional retribution determination letter (SKRD)
or a memorandum of regional levy bills in the form of lay-up anchorage services
(Herdian,
2021); (Kusnadi,
2021). Based on this explanation, the attention of
the Riau Island Province Government to develop the potential
for retribution anchorage activities aims to obtain large P.A.D. so that P.A.D.
can be maximized; hence it can be used for welfare and development due to the
COVID-19 pandemic. However, it will need supervision from various stakeholders
with a Penta - helix approach for the elements of the Development of
Retribution Potential for Anchoring Activities in Riau Island can be
adequately fulfilled.
C. Implementation of the Penta -
helix Concept as a Form of Anchoring Supervision in Kepuluan Riau
Concretely,
several sectors in the pen concept - helix supervision model have their
respective roles and tasks in synergy. Their respective roles and duties can be
seen as follows.
1) The
Penta - Helix model acts as an organized c. First, academics, through the
knowledge power, present knowledge that makes life faster, cheaper, and more
valuable. Such as identifying the potential and certifying products and human resource
skills that support the increase in the potential of the Anchor. Academics, in
this case, are sources of knowledge with the concepts and latest theories
relevant to the conditions of anchor development in the waters of the Riau
Islands; hence academic studies from economic and legal aspects can be
prioritized for the creation of effective anchorage optimization in
implementation.
2) Second,
the private sector in the Penta - Helix model acts as an enabler. The private
sector is an entity that carries out business processes to create added value
and maintain sustainable growth. The private sector can act as an enabler to
provide technology and capital infrastructure. The change to the digital era
can help the development of potential at new anchor points in the future to be
more effective, efficient, and productive.
3) Third,
the Community in the Penta - Helix model acts as an accelerator. In this case,
the Community is people with the same interest and are relevant to the
development of potential and the forms of supervision that will be developed
for anchoring activities in the waters of the Riau Islands. Act as an
intermediary or become a connector between stakeholders with rights and
obligations to assist the Community in the whole process and facilitate the
adoption of a better economic process. In addition, the Community has a role as
an accelerator. In this case, the Community is people with the same interests
and relevant to the Government's programs. Furthermore, the Community also
promotes involvement in creating jobs to improve the welfare of the people
involved in anchoring activities in the Riau Island Province.
4) Fourth,
government elements have the political power to formulate a policy through
decisions. The Government must act as a regulator and controller with
regulations and responsibilities in developing what has been planned. In this
case, it involves all activities such as planning, implementation, monitoring,
control, promotion, financial allocation, licensing, programs, legislation,
development and knowledge, public innovation policy, support for innovation
networks and public-private partnerships. The Government also has a role in
coordinating stakeholders who contribute to the development of village
potential.
Last,
the mass media as a press forum and mass communication tool are considered
important in realizing public information disclosure. Currently, media is a
door to learning to know various events. Media is also considered a mirror of
various social events and the world. The media must be able to act as an
expander and act as an amplification of the process, output, and impact of the
program to expand awareness and accelerate the distribution of information. The
media plays a role in supporting publications in the promotion and making brand
image anchors to encourage Original Local Government Revenue (P.A.D.) in the
Riau Island
Province.
CONCLUSION
An ancho is a form of utilization of potential environmental and marine services in the form of port services. So far, the potential for anchors' services has not been managed optimally, thus creating so many dark ports that give a negative impression of shipping services, especially in the border areas of the Riau Island Province. The importance of the Penta - Helix approach aims to focus on the issue and take decisive action in leading joint coordination between all stakeholders for a common goal. In the end, anchor governance efforts have come to light, starting with restructuring the service fee structure to become more competitive. However, there is a long road to service improvement which will be proven by the presence of international ships in Indonesia, as well as increasing the Competitiveness Ranking, which is still the task ahead.
Hence,
coordinating between Ministries/Agencies and Local Governments will still be
the hard work that must be prepared, including Standard Operating Procedures
(S.O.P.) to support port operations and procedures. Furthermore, regulations
related to areas, financing, and administrative authorities between the central
and regional governments and the S.O.P. on procedures for inspecting ships in
the anchorage area. Furthermore, if necessary, revise the Ministry Regulation
on Non-Tax State Revenue (PNBP) at the Ministry of Transportation through
P.M.K. by strengthening law enforcement and encouraging the provision of the
incentive for Law Enforcement Officials at Sea.
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