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Kewajiban penyelenggaraan pelayanan publik (PSO) digunakan oleh banyak negara yang mengamanatkan kepada operator berupa standar pelayanan minimum, terutama untuk daerah terpencil dimana outputnya adalah meningkatnya nilai konektivitas antar daerah. Sebagai negara kepulauan mengharuskan Indonesia memiliki konektivitas yang memadai untuk meningkatkan kesejahteraan dan keseimbangan ekonomi. Program Tol Laut yang dirancang membuat konektivitas antar wilayah di Indonesia dengan pelayaran rutin dan terjadwal khususnya ke wilayah Indonesia Timur dan wilayah 3T (Tertinggal, terdepan, dan Terluar) diharapkan menjawab minimnya konektivitas. Evaluasi program tol laut terus menerus dilakukan pemerintah yang salah satunya adalah evaluasi pola operasi kapal. Penelitian ini bertujuan untuk membuat model evaluasi trayek kapal tol laut yang paling optimal dengan menggunakan metode optimalisasi armada kapal yang diskenariokan melalui pola jaringan transportasi Multiport dan Hub-Spoke. Jaringan kapal tol laut ke wilayah Maluku dan Papua bagian selatan yang optimal (minimum Required Freight Rate (RFR)) adalah pola operasi Hub-Spoke dengan pelabuhan pengumpul (hub port) di Saumlaki. Kebutuhan armada kapal untuk mendukung pola operasi hub-spoke ini adalah satu unit kapal berkapasitas 296 TEUs, tiga unit kapal berkapasitas 60 TEUs dan satu unit kapal berkapasitas 87 TEUs dengan potensi penghematan subsidi adalah sebesar 50% dibandingkan dengan nilai subsidi tahun 2018 sebesar 119,21 milyar rupiah menjadi 59,46 milyar rupiah.

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Program Tol Laut merupakan upaya mengurangi perbedaan harga Kawasan Barat dengan Kawasan Timur Indonesia dengan penjaminan ketersediaan bahan penting dengan pengoperasian kapal secara rutin dan terjadwal untuk mendistribusikan logistik ke daerah tertinggal, terpencil, terluar, dan perbatasan. Seiring berjalan, perlu dilakukan evaluasi dampak tol laut terhadap disparitas harga dengan menganalisis fungsi dari variabel transportasi laut. Disparitas Harga adalah pengaruh dari jarak, sehingga penambahan jarak menyebabkan perbedaan harga di tiap tiap daerah. Perbedaan harga antara Kota Surabaya dan Kota Kalabahi yang berjarak 733 Nm, dimana harga komoditas beras di kota Surabaya Rp. 9.442/Kg, sementara faktor jarak ditambah margin keuntungan, harga Beras di Kota Kalabahi Rp. 10.662/Kg, sementara di kota Rote sebesar Rp. 10.679, dan di kota Moa sebesar Rp. 10.689/Kg. Pelaksanaannya dilakukan dengan membandingkan harga kebutuhan pokok sebelum tol laut dan saat berjalannya Program, serta mengevaluasi rute. Dampak positif dalam penurunan harga kebutuhan pokok di daerah tujuan tol laut, dari hasil penelitian terjadi penurunan harga 11% sampai 20%. Rekomendasi kebijakan perubahan pola operasi menjadi multiport dengan memperhitungkan muatan naik dan turun dengan rute Surabaya-Kalabahi-Moa-Rote-Sabu-Surabaya dengan jarak 2.050 NM dan kecepatan 1,62 Knot sehingga biaya tiap voyage menjadi 1.344,80 Juta rupiah/Round Trip dan berdampak terhadap jumlah frekuensi dalam satu tahun menjadi 23 frekuensi/Tahun.

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Indonesia is a primary world cinnamon exporter, half of the world’s consumption is supplied by Indonesia. From every retail transaction, some 25% goes to the farmers. Farmers do not have so much benefit from the increasing export price. The rise of e-commerce seems to be a promising instrument. This e-commerce grows rapidly particularly in Indonesia. The improving internet connection speed and bandwidth results in a growth of internet users. The aim of the study is to investigate the viability of improving logistic system by using e-commerce for export. The case study is the cinnamon export from Padang to Baltimore, with annual demand of 21 ton. At present, the delivery of cinnamon from the farmer to end user takes in average 59 days with a shipment cost of IDR 113,000/kg (USD 7.94/kg). By using e-commerce, a small size delivery could be shorter, namely only nine days, with a shipment cost of IDR 299,300/kg (USD 21.04/kg). Considering the frequency of shipments, cash flow, and deteriorating quality and price for a long shipment, it is found out that e-commerce is very promising alternative for cinnamon export, where the total point-to-point shipment would cut by half. For large shipments by exporters, a substantial benefit is obtained from a shorter delivery time of 29 days, with the same unit shipment cost. It is obtained that marketplace scenario is the most optimum with total logistics cost and time for about IDR 113,000/kg (USD 7.94/kg) and 9 days respectively.

In order to support National Logistics System continuity there are at least three (3) main components that should synergize well, namely the sea side (sea transport), the land side (hinterland transport) and the part that connects between the two (port). Port performance will greatly affect the performance of the national logistics system as a whole. One of the indicator of a country's logistics performance evaluation is the ease of arranging shipments of goods at competitive prices (shipment). One of the components of logistics costs which become concern of many parties is the port costs, in order to support the national high logistics cost reduction, study related to the port tariff structure and its associated regulations is needed, especially a matter to formulate and determining policy related to pricing port services. The survey and analysis will be carried out in an attempt to identified the port tariff structure as basis to determining the port pricing model. Port tariff structure analysis include the Identification of port services and cost component (user and port operator point of view). Based on the analysis of transport logistics cost, the shipping cost contribute 48%, port cost 40% and hinterland cost 12%. The port cost on the container terminal, the stevedoring costs contribute 42%, followed by the cargodoring cost 58%. It takes further analysis for stevedoring tariff and tariff lift-on / lift-off container given a large contribution to the overall cost of loading and unloading at the port. Port pricing formulation problem associated with cost (competitiveness), performance (level of services) and value added (value added to the customer), so that the best approach for determinining port cost and tariff are: (1) the first best pricing approach is MC = MR = P, (2) the second best pricing approach is LRMC. We suggest that the pricing policy for ports where tariff formulation needs to consider the external factors (currency, rates, fuel price, minimum salary and etc) and differentiated based on the level of port service. Relevant quality level of port service factors are the time in port, and the punctuality of handling the vessel and its cargo. Port Tariff = f (Cost of Goods Manufactured (production unit cost), Margin, Level of Service (LS)) and Maximum Port Tariff = 1.25 % ofproduction unit cost .