EXECUTIVE SUMMARY FOREIGN DIPLOMACY AND THE DEVELOPMENT OF INDONESIA MARITIME CONNECTIVITY. Researhers:

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1 EXECUTIVE SUMMARY FOREIGN DIPLOMACY AND THE DEVELOPMENT OF INDONESIA MARITIME CONNECTIVITY 2018 Researhers: Humphrey Wangke, Lisbet, Adirini Pujayanti, dan Rizki Roza RESEARCH CENTER EXPERTISE BODY OF THE HOUSE OF REPRESENTATIVES OF THE INDONESIA REPUBLIC JAKARTA

2 Indonesia's vision to be global maritime axis (PMD) is actualized through marine-oriented development policies. The Ministry of Foreign Affairs seeks to integrate National Maritime policies with foreign policy through maritime diplomacy. Whilst, the maritime diplomacy is carried out through the dimensions of sovereignty, security and welfare by fostering bilateral, regional and global cooperation for national interests. One of the important supports of Indonesia's policy as the global s maritime axis is diplomacy capacity to bring national interests to international forums so that they are understood, and adhere to by other states and relevant parties. For this reason, the Indonesian Ministry of Foreign Affairs has taken a number of steps including the establishment of a forum for cooperation, and active involvement in various maritime, regional and multilateral forums related to maritime affairs. However, this goal requires hard work from various ministries/institutions, local governments, private sector and Indonesian public. There are still many obstacles faced within the country that need to be addressed in order to support and strengthen Indonesia's maritime axis diplomacy. Agreement on this viewpoint is needed in the governance, coordination, synergy of various internal actors to realize this ideal. In addition, this step is an important part of diplomatic strategies in dealing with the complexity of inter-nation relationship to achieve Indonesia's goal as the global maritime axis. By managing the maritime axis as part of foreign policies, the development of sea tolls becomes an instrument of economic development in the eastern Indonesia which has greater potential than the western part but has not been managed properly. 1 Whilst from a geostrategic perspective, the construction of sea tolls can be interpreted as an advantage to advance Indonesia's international political economy. This measure is coupled with the modernization of military capacity, which intended to pursue national interests regarding territorial integrity and security of resources through the dissemination of contending ships. Global maritime axis that is declared by President Joko Widodo recognized Indonesia's geopolitical position as an archipelago and prioritized maritime zones as an instrument for Indonesia's foreign and defense policy. Jokowi's foreign policy 1 Interview with I Nyoman, Head of Trade Agency of Sulawesi Province, Makasaar, 18 April See also, Rosmeli dan Nurhayati, Studi Komparatif Ketimpangan Wilayah Antara Kawasan Barat Indonesia dengan Kawasan Timur Indonesia, Mankeu, Vol.3 No.1, 2014:

3 emphasizes on the principle of Indonesia s solid regional maritime, not only in terms of power but also in diplomacy. The platform of President Joko Widodo acknowledged the importance of maritime diplomacy in resolving maritime territorial disputes with neighboring countries, the need to protect Indonesia's maritime territories, and to reduce pressures between major powers in the region. It also emphasizes the importance of Indo Pacific zone for the implementation of Indonesia's foreign policy. Therefore, this research focuses on how foreign diplomacy is carried out in developing Indonesia as global maritime axis by improving inter-island and intercountry connectivity. This issue is thought-provoking to be reviewed because in building maritime power, Indonesia cannot ignore the role of diplomacy, especially in exploiting the Indo-Pacific economic potential, including threats to the sea. The threats are not only in form of illegal fishing but also many others, such as the destruction of marine ecosystems, the use of the sea as a drug smuggling routes, human trafficking, immigrants and illegal passersby and conflicts over resources. The development of maritime diplomacy capabilities must go hand in hand with the development of supremacy at the sea. Until now, the measure to implement these ideals has been carried out but has not provided substantial results as expected. With such research focus, there are several research questions that will be analyzed, among others: 1. What are Indonesia's diplomacies in realizing the ideals of being the global maritime axis nation? 2. How is Indonesia utilizing maritime axis development to gain economic and strategic benefit in the competition for the interests of major powers in Indo- Pacific region? 3. What are the chances of Indonesia in improving connectivity with ASEAN countries? 4. What are the government's efforts to ensure the security of international transport? In this study, the perception of global maritime axis refers to the concept or idea that aspires the development of Indonesia as sovereignty power between the Pacific Ocean and the Indian Ocean. This doctrine emphasizes the geographical, geostrategic and geo-economic aspects of Indonesia that are influenced by and influencing the dynamics of the Indian and Pacific Oceans. To facilitate the implementation of the 2

4 doctrine, the concept of maritime axis establishes five pillars, namely maritime culture, natural marine resource management, maritime connectivity, maritime diplomacy, and maritime defense. The third and fourth pillars are the priorities of this study because they are not only related to the expansion of sea lanes, ports development, and ships building but also because they are crucial for diplomatic or maritime defense activities, and intensification of economic growth. 2 To facilitate the analysis of these problems, our research uses a qualitative approach involving informants from national and local government agencies. The national government agencies being involved are: Ministry of Foreign Affairs and Bappenas. Whilst the local government agencies are: Bappeda, Trade and Industry Agency, Pelindo, Port Authority and Transportation Agency. Primary and secondary data were collected through interviews supported by observation, as well as literature and documents studies. The research resources determined by purposive sampling technique. South Sulawesi province was chosen as the research site because since 2015 the Indonesian government has started the development of Makassar New Port megaproject, which is part of the consolidation of President Joko Widodo's sea toll program that is synergizing 12 provinces in Eastern Indonesia. Interviews and observations in the province took place on April 16-22, The second province being selected was West Papua because in Sorong District the Seget International Port was being built. The Seget International Port will complement and support two other ports that are already operating in the region. In total there will be 3 ports to be built in Sorong that are managed by various authorities, namely Arar port under the Ministry of Transportation, Sorong City post that is managed by Pelindo IV, and Seget Port that is administered by Pelindo II. In addition to the port, Special Economic Zones will also be built in Seget area. Interviews and observations in West Papua province were conducted from May 7, to May 16, From the research in both provinces, it was found that Pelindo IV Makassar as one of the stakeholders who plays an important role in Indonesian marine transportation, has a Direct call program that has made its maiden voyage on December 5, The program is working on the route: Makassar-Jakarta-Bintulu-Manila(N)-Batangas- 2 Natalie Shambie, Jokowi s Global Maritime Axis : Smooth Sailing or Rocky Seas Ahead? Security Challenges, Vol. 11, No. 2 (2015), pp

5 Xianmen-Tokyo-Yokohama-Nagoya-Osaka-Busan-Hongkong-Shekou-Manila(N)- Manila(S)-Cebu-Makassar. The Direct call reduces the time needed for export from eastern Indonesia (ie Makassar) to China, which usually took 24 days, now only 16 days; from eastern Indonesia (ie Makassar) to Japan, from 28 days to 18 days; and eastern Indonesia (ie Makassar) to Korea, from 26 days to 17 days. In addition, the program also lowers the cost per container up to + USD 200. Thus, it could open up opportunities for East Indonesia's trade to the global market and transform national connectivity to develop the eastern part of Indonesia. 3 The main export destination country of South Sulawesi Province products in March 2018 is Japan with total export value amounting to million USD or percent of the total export value of the Province. Whereas, the second major export destination is China with a value of million USD or percent of the total export. The third export destination country is the United States, that has export value amounting to 5.61 million USD or 6.10 percent of the total export. Followed by Philippines as the fourth export destination country that has export worth of $ 4.97 million USD or 5.41 percent of the total export value of South Sulawesi Province. 4 Based on this number, we found that the value of exports of South Sulawesi Province products to ASEAN countries is consisting of a small amount, only to the Philippines and the value of exports is still limited, 5.41 percent, as compared to the value of exports to other destination countries. In addition, this figure also indicates that the Philippines (ASEAN) is not the main export destination for South Sulawesi Province products. This is because the products of South Sulawesi are less desirable in the Philippines. Whereas in West Papua, the Industry and Trade Agency of West Papua Province has tried not only to provide opportunities for regional export and import development but also to open investment prospects in the Province. In addition, various efforts that need to be done by West Papua Provincial Government in order to prepare Manokwari Port to have international competitiveness are including: 5 3 Written reply of Pelindo IV Makasar, Makassar, April 19, 2018 in Makassar. 4 Perkembangan Ekspor dan Impor Bulan Maret 2018 Provinsi Sulawesi Selatan, Berita Resmi Statistik No. 17/04/73/Th. XII, 16 April 2018, Badan Pusat Statistik Provinsi Sulawesi Selatan, page 1 5 Written reply from the Industry and Trade Agency of West Papua Province, on May 9, 2018 in Manokwari 4

6 1) Expand the port area to a wide range of environmental interests and provide international standard and all-inclusive port facilities to achieve productivity targets for loading and unloading of goods that meet national and international standards. 2) West Papua Provincial Government needs to have an active role in building a fairly wide road infrastructure and stacking field depot outside Manokwari Port so as to anticipate the limited stacking field and warehousing of goods coming from and to the Manokwari Port. 3) The Master Plan of Manokwari Port is currently still in process, so that the sinergy between the Regional Government and the National Government is very much needed to ensure the completeness and suitability of Manokwari city spatial plan in the aspect of Manokwari Port development. However, the Disperindag's efforts cannot run optimally because of numerous obstacles, such as the number of international shipping in Manokwari (only one international shipping is currently available, namely the TUKS of Conch cement factory in Maruni). Up to now, international shipping is not available at the Manokwari public port. Another obstacle found in Manokwari Port is the lack of development and improvement of infrastructure and other logistics facilities. One of the steps to overcome this issue is to prepare a supporting area for port logistics or Special Economic Zones (SEZs) that is integrated with the port. 6 Another obstacle to be solved by the West Papua Provincial Government is the issue of foreign ship services in Manokwari. Up to this day, the shipping service from and to foreign countries is temporarily carried out at the special terminal of PT. SDIC Papua Cement Indonesia. The shipping frequency is still quite low in terms of the volume of incoming and outgoing ships to and from abroad that carry out loading and unloading activities of cement and raw materials (clinker) originating from Manokwari. Although the frequency is quite small, the process runs smoothly and well-arranged. In addition, other obstacle faced by the West Papua Provincial Government is the potential of the international shipping service industry in Manokwari that is now dreadfully minimum. This is due to the lack of Provincial Government s involvement in opening up opportunities for domestic sea freight shipping companies or other companies engaged 6 Written reply from the Industry and Trade Agency of West Papua Province, on May 9, 2018 in Manokwari. 5

7 in transportation services to participate in the international shipping service industry in forms of ships as transportation facilities. The shipping companies are required to have ships with international standards to be able to engage in overseas transportation service sector which at the end will encourage the growth of the international shipping industry in Manokwari. Besides Disperindag, the efforts should also performed by other stakeholders such as PT Pelindo IV as the port manager by providing facilities to companies requesting to enter or operate in Manokwari, particularly for direct export activities from Manokwari Port. 7 Nevertheless, the study results show that the development of the maritime axis as the core of domestic and foreign policy needs support from the regional government and other stakeholders. The sea toll that is designed to provide marine transportation that connects the main ports in a more effective and efficient way need a long time to develop. Direct or international expansion of export services prepared by Pelindo IV using the direct call model, ie direct container services from domestic ports to destination ports in foreign countries has not provided maximum results as expected. The direct call model basically aims to accelerate the circulation of goods throughout the archipelago, especially to remote areas in eastern Indonesia. Such shipping system is carried out so that the movement of people and goods will be easier, and the services at every seaport are improved. Through this mechanism, the role of the provincial and district governments is substantial because they have to encourage the community, company or businessmen in their area to be involved in this direct export activity. 8 Thus, there are actually affiliations in industrial advancement in the region as a result of the sea tolls development. Such approach will provide significant economic benefits for Eastern Indonesia, especially in encouraging the employment of skilled labor, maritime technology application, as well as in increasing Indonesia's export commodities. The partnership between the national government, regional government, entrepreneurs and local communities is compulsory given the poor coordination of inter-governmental agencies in the time being. The idea to develop sea toll is part of the effort to achieve the first Nawacita, which is to strengthen Indonesia's identity as a maritime country, and the third Nawacita, that is to develop Indonesia from the periphery by strengthening regions and 7 Written reply from the Industry and Trade Agency of West Papua Province, on May 9, 2018 in Manokwari. 8 Nixson Saiba, Kabib Perekonomian dan sumber daya alam, Bappeda, Provinsi Papua Barat, 6

8 villages in the framework of a unitary nation. The development of sea port infrastructure is made not only to meet logistics needs in the country but also to serve and facilitate trade access between the countries located in the South Pacific and the countries of East Asia region. The development of sea tolls is expected to be effective because the administration of President Joko Widodo is commanding the integration of Indonesian marine transport with international trade so that the connectivity between domestic and foreign countries will be broader. Therefore, the direct call model demands creativity of entrepreneurs and local governments to play a role in the improvement of export commodities given the ever-increasing competition in finding buyers. Marine transportation serves an significant role in connecting one region to another so that it can stimulate regional economic growth (transport promotes the trade). Pelindo IV, which is trusted to manage seaports in Eastern Indonesia, further develops trade follow the ship principle, in which Pelindo secures the cargo while the shipping guarantees the market. The implementation of all these efforts will potentially create a complex Asian landscape, not as simple as the proliferation of free trade agreements in the Asia-Pacific. Countries in the Southeast Asia region that are members of ASEAN are having the ASEAN Master Plan for ASEAN Connectivity (AMPC), that is basically made to overcome infrastructure limitations in ASEAN countries so that economic and trade growth continues to grow. ASEAN's capacity to assert its neutrality in Asia that indicates the ASEAN is united and speaks with one say, will greatly affect the success of their program. ASEAN is China's third largest trading partner with a target of trade value of up to 500 billion US dollars in The Ministry of Foreign Affairs is having the central role and is globally at the forefront in the maritime diplomacy efforts. However, maritime diplomacy of the Ministry of Foreign Affairs that are performed through promotion, negotiation and pursuit of cooperation opportunities, as well as marine issues mainstreaming in various fora to realize Indonesia as a maritime axis will be insubstantial without the support of national maritime capabilities. The national maritime state of affairs still needs a lot of improvement to be able to function according to the international standards, and to 9 Lucio Blanco Pitto, ASEAN Connectivity and China s One Belt One Road, The Diplomat, 25 Januari

9 create a balance of maritime infrastructure development between Western and Eastern part of Indonesia. These facts caused a lack of integrated domestic support for the policy, which has insignificant impact on the implementation of the policy. The maritime axis policy which aims to improve the welfare of Indonesian people should involve all parties so that the expectations to improve employment and business opportunities in the maritime sector will be achieved. The doctrine declared by President Joko Widodo, which focuses on Indonesian trade, maritime, infrastructure and security, aims to expand Indonesia's maritime supremacy. The doctrine claims that Indonesia is the axis between the Indian Ocean power (ie, India) and the Pacific, such as China and the United States. Both oceans must serve as peaceful and free trade areas, and support the protection of marine natural resources. This doctrine of President Joko Widodo has a commitment to permanently extend its naval assets, to guarantee freedom of navigation and trade in the ocean. Indonesia must respond wisely to developments in the two oceans so as not to be caught in conflict of interest. Countries of Southeast Asia region that are located in the Pacific Ocean and Indian Ocean landscape are actually in a strategic position. The Indo-Pacific idea initiated by Indonesia is based on the notion that major countries in the Pacific and Indian Ocean region, such as the US, China, India, Japan and Australia, should not be in a trade war or strive for influence, they should work together instead to build prosperity in the Indo-Pacific. Thus, Indonesia will be benefited in its effort to strengthening ASEAN cooperation in order to sustain the safe and open Indo-Pacific region. China s initiative in One Belt One Road concept has two main components, namely the Silk Road and the Maritime Line. The Silk Road crosses Central Asia, Russia, up to Germany and all of Europe. Other land access are crossing the South China region to Singapore, plus the other routes that is started from Central Asia to West Asia up to the Mediterranean Sea, that is combining land and sea routes. The maritime route (the 21st Maritime Road) will connect the coast of China to the Pacific on one side, and the other side another will cross the disputed South China Sea, the Indian Ocean, then headed to Africa and Europe. Many zones are considered to be part of China's vision of creating global economic routes including the Greater Mekong Subregion (GMS), the South China Sea and the Java Sea plus other specific projects such as high-speed trains that are 8

10 connecting South China to Tibet, and continued to join the China-Pakistan Economic Corridor from this point. These large projects involve numerous diplomatic, political and economic problems that one might wonder whether this vision will be realized in its entirety. On the other side, South Korea has New Southern Policy initiative which aims to expand economic and trade cooperation relations that is not only focusing on former partner countries such as Japan, China and Russia but also other countries such as ASEAN, especially Indonesia. South Korea has planned an investment of 2.6 billion USD for ASEAN countries, and 1.9 billion USD of it will be invested in Indonesia. Whilst, India has North-South Transport Corridor (NSTC) initiative that is stretching as far as 7,200 km from India to Iran up to Russia, Caucasus and Central Asia. Whereas with the policy of Act East, India opened its ancient trade route with Southeast Asian countries which has been operated for centuries. With this project, India hopes to strengthen its position and emerge as one of the main global actors. Therefore, India tries to improve its broader strategic economic cooperation relations with countries outside the region. In cooperation with Japan, India launched another initiative so called Asia Africa Growth Corridor. India and Japan share mutual strategic objectives, especially in the maritime sector, in which the two countries need to maintain a balance of power after China s ambitious projects in the Maritime Silk Road. India-Japan synergy has been developed since The implementation of all these efforts will potentially create a complex Asian landscape, not as simple as the proliferation of free trade agreements in the Asia-Pacific. Countries in the Southeast Asia region that are members of ASEAN are having the ASEAN Master Plan for ASEAN Connectivity (AMPC), that is basically made to overcome infrastructure limitations in ASEAN countries so that economic and trade growth continues to grow. ASEAN's capacity to assert its neutrality in Asia that indicates the ASEAN is united and speaks with one say, will greatly affect the success of their program. ASEAN is China's third largest trading partner with a target of trade value of up to 500 billion US dollars in In declaring Indonesia as global maritime axis, President Joko Widodo positioned Indonesia as the Indo-Pacific power, with geopolitical state of affairs influenced by 10 Lucio Blanco Pitto, ASEAN Connectivity and China s One Belt One Road, The Diplomat, 25 Januari

11 events occured in both regions. The President is aiming to establish closer relations with countries in the Indian Ocean Region, especially India. However, at the same time, President Joko Widodo will be careful in isolating other powerful forces that have influence on Indonesia's interests, such as the United States and China. The attempt to develop closer relations with India, and to balance China's intensifying assertiveness and the established power of US, will likely to become an unofficial part of President Joko Widodo's maritime doctrine. Closer relations with India could feasibly offset China's actions in the South China Sea, especially those relating to the waters around the Natuna Islands, which threaten Indonesia's interests. Indonesia tries to maintain its interests by not involving directly in the disputes, thus allowing greater credibility as mediators and intermediaries. President Joko Widodo, therefore, is aiming to maintain a free and active foreign policy position. In terms of balance between the Indo-Pacific powers, President Joko Widodo's maritime doctrine seeks to continue the existing foreign policy objectives. Building closer relations with India has become Indonesia's diplomatic agenda, which now may gather a greater momentum. At the same time, Indonesia is not trying to isolate China or the US. A warm relationship between the US and India also may reduce Indonesia s uneasiness in advancing its relationship with India, because it is likely to be supported by the US. Indonesia will continue to maintain, and exploit, its relationship with these three forces. In line with the aspiration to position Indonesia as a global maritime center, Indonesian Government develops maritime infrastructure and promotes technological advancement, while also eliminates economic barriers. 11 Numerous efforts are taken to improve the national logistics network through sea toll ships, eradicate illegal, unreported, and unregulated fishing, encourage foreign investment that will support the development in marine sector, and increase the carrying capacity of marine infrastructure to exploit marine resources properly. The government attempts to attract foreign investment in transportation, ports, communications, mining and alternative energy production in the marine sector. But this is not easy because Indonesia's national interest in strengthening and enhancing the economy through global maritime 11 RI Ingin Perkuat Poros Maritim melalui Kerja Sama Bisnis IORA, 6 Maret 2017, www. kemlu. go. id/id/berita/siaran-pers/pages/ri-ingin-perkuat-poros-maritim-melalui-kerja-sama-bisnis- IORA.aspx downloaded on July 4,

12 axis encoutered several internal challenges in terms of managerial and operational issues. 12 Indonesia's geographical condition, as an archipelagic country with 2/3 of its territory is the ocean, requires sea connectivity that will connect important points from Sabang to Merauke, even as far as to the international shipping lines. The low level of connectivity and logistics system has been an obstacle to economic growth, and makes it more difficult to reduce poverty and economic inequality in Indonesia. In realizing this condition, the administration of President Joko Widodo has made efforts to accelerate the improvement of Indonesia's maritime connectivity and national logistics system, which are also important pillars to achieve the vision of Global Maritime Axis. The development of maritime connectivity has so far been concentrated in the western regions of Indonesia, while in the eastern part, which covers 50% of Indonesia's territory, still underdeveloped. For this reason, Joko Widodo Government paid a great attention to KTI as seen in Presidential Regulation No. 3 Year 2016 concerning the Acceleration of National Strategic Projects Implementation. Out of the ten new port projects and capacity development that have become national strategic projects, five projects are located in the eastern region, namely the advancement of international hub port of Bitung, construction of Sorong Port, Makassar New Port, improvement of Pantoloan Port, and Kupang Port. The potential for growth in the eastern region and the dynamics of logistics in this region are the driving factors for the development of these main ports. The availability of international hub ports and several major ports will allow the eastern region to have export and import activities, which up to now are made through the major ports in Java, particularly ports in Surabaya, Semarang, or Jakarta. The increase of direct export/import activities from KTI will be followed by the higher rate of incoming foreign commercial vessels. This condition is inevitable as the consequence of the construction of Bitung Port as an international hub, and also due to the limited ability of the national shipping industry to serve direct export and import activities. One of the challenges that will be faced by Indonesia in building maritime connectivity is Indonesia's ability to guarantee the security of shipping lanes around Indonesian waters, especially in the eastern regions that are being developed. Southeast 12 Latifah dan Dinda Larasati, Tantangan Internal dalam mewujudkan Indonesia sebagai Poros Maritime Dunia dalam Jurnal Hubungan Internasional Tahun X, No.2, Juli-Desember retrieved on July 4,

13 Asia waters, including the seas around Indonesia, are considered as prone of robbery and armed attacks sea lanes, especially in the Malacca Strait, South China Sea, and Sulu Sea. Whilst, Sulu Sea is an important point for export/import shipping from KTI. From a series of interviews with several seaport stakeholders in eastern Indonesia (South Sulawesi and West Papua Provinces), namely the regulators (Makassar Main Port Authority, Sorong Port Authority), operators (Pelindo IV Makassar and Pelindo IV Sorong), as well as local government (Bappeda of South Sulawesi Province, South Sulawesi Provincial Transportation Agency, Bappeda of West Papua Province, and West Papua Provincial Transportation Agency), we found no anxiety concerning potential pirate attacks that could disrupt export/import shipping that started to prosper in KTI. This sense of security among national stakeholders should not make Indonesia unguarded, because the international community still pays attention to the safety of shipping around the Sulu Sea. Even though the International Maritime Bureau has declared that pirate attacks on the global ships were at its lowest level, this was not similar to the case with the waters of Sulu Sea-Sulawesi. The marine zones that cover the waters around Indonesia, in the eastern part of Sabah, Malaysia and the Philippines are still nerve-wracking areas. Often associated with the Abu Sayyaf militant group operating in the southern Philippines, the attacks in the Sulu Sea are also operated by ordinary criminal groups, with a growing operation mode. The increasing traffic of commercial vessels in KTI waters has the potential to attract more pirate groups as had happened in the Malacca Strait. Piracy attacks that occur in international waters require Indonesia to improve its cooperation with other littoral states. Ensuring the security of international shipping around Eastern Indonesia from the threat of piracy cannot be unilaterally carried out by Indonesia, even with its increasing power and improved marine inspection, Indonesia must cooperate with coastal countries that are conjoining the vulnerable zones, such as Malaysia and the Philippines in order to deal with pirate threats in Sulu Sea. If not managed properly, the threat of pirates and armed robberies around KTI will paralyze trade activities in the region, and disrupt the government's efforts to improve Eastern Indonesia connectivity with global shipping lanes. 12

14 REFERENCE Agastia, I Gusti Bagus Dharma. Perwita, A. A. Banyu. Jokowi s Maritime Axis: Change and Continuity of Indonesia s Role in Indo-Pacific, Journal of ASEAN Studies, Vol. 3, No Pitto, Lucio Blanco. ASEAN Connectivity and China s One Belt One Road, The Diplomat, January 25, Carruthers, Andrew M. Developing Indonesia s Maritime Infrastructure: The View from Makasar, Perspective, ISEAS, Singapore, Maksum, Ali. Poros Maritim dan Politik Luar Negeri Jokowi, Andalas Journal of International Studies Vol 4 No.1 May 2015, page 23. Nurhayati, dan Rosmeli, Studi Komparatif Ketimpangan Wilayah Antara Kawasan Barat Indonesia dengan Kawasan Timur Indonesia, Mankeu, Vol.3 No.1, 2014: Pitto, Lucio Blanco. ASEAN Connectivity and China s One Belt One Road, The Diplomat, January 25, Shambie, Natalie. Jokowi s Global Maritime Axis : Smooth Sailing or Rocky Seas Ahead? Security Challenges, Vol. 11, No. 2 (2015), page