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Penerjemah lepas dan/atau juru bahasa, Pemakai terverifikasi
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General rate: 0.06 USD per word
Rates per language pair: Inggris ke Indonesia - Tarif: 0.06 - 0.06 USD per kata Indonesia ke Inggris - Tarif: 0.09 - 0.09 USD per kata
Inggris ke Indonesia: Analysis: Railways as the transportation of the future General field: Bisnis/Keuangan Detailed field: Otomotif / Mobil & Truk
Teks sumber - Inggris Kereta Api, sebuah moda transportasi yang pernah berjaya pada masa Hindia Belanda. Pada saat itu, perkeretaapian merupakan tulang punggung dari angkutan barang di pulau Jawa dan sebagian Sumatera.. Jaringan kereta api pada 1867 baru sepanjang 25 km, namun di akhir masa pendudukan Hindia Belanda di tahun 1939, panjang jalur kereta api telah meningkat pesat mencapai 8.157 km. Hal tersebut mengindikasikan bahwa kereta api merupakan bisnis angkutan yang menguntungkan bagi swasta dan pemerintah pendudukan Hindia Belanda pada masa itu.
Saat ini, kereta api justru mengalami berbagai kemunduran infrastruktur. Jumlah panjang rel KA di tahun 2015 hanya 5.196 km yang aktif, sisanya 2.963 km dikategorikan non-aktif. Jika digabungkan antara aktif dan non-aktif, menunjukkan jumlah yang tidak berbeda jauh dengan masa Hindia Belanda dulu. Hal tersebut menunjukkan selama Indonesia merdeka, tidak ada pembangunan yang berarti bagi infrastruktur rel kereta api.
Daya saing kereta api diantara moda transportasi lainnya saat ini juga menunjukkan penurunan. Dari sisi angkutan penumpang, data BPS menunjukkan secara total penumpang kereta api meningkat signifikan dari 203,4 juta orang pada 2010 menjadi 325.9 juta orang pada 2015. Namun yang perlu menjadi catatan adalah peningkatan berasal dari kereta api Jabodetabek, sedangkan untuk kereta Jawa non-Jabodetabek menunjukkan penurunan dari 73,8 juta penumpang di tahun 2010 mejadi 63,1 juta penumpang di tahun 2015. Sementara itu, data lain menunjukkan perkembangan jumlah penumpang pesawat udara dari Jakarta menuju kota – kota besar di Jawa seperti Yogyakarta, Surabaya, dan Semarang meningkat signifkan. Waktu tempuh yang lebih cepat dengan menggunakan transportasi udara membuat kereta api menjadi kalah bersaing. Belum lagi peningkatan jumlah kendaraan pribadi yang dimanjakan oleh pengurangan jarak waktu tempuh akibat di bangunnya Jalan Tol antar kota – kota besar di Jawa menambah rendahnya daya saing dari transportasi kereta api. Semua hal tersebut menunjukkan kereta api penumpang mulai kehilangan daya saing sebagai transportasi darat jarak menengah dan jauh. Dari sisi angkutan barang, data menunjukkan terjadi peningkatan jumlah angkutan barang dari 19,2 juta ton pada tahun 2010 menjadi 32 juta ton pada tahun 2014. Namun hal yang menjadi catatan adalah proporsi angkutan barang terbesar (70% dari total) berada di Sumatera khususnya untuk pengangkutan batubara, bukan barang hasil industri di daerah Jawa. Data lain pun menunjukkan pangsa angkutan barang yang dilakukan melalui kereta api masih sangat kecil yakni 1,57%. Angkutan barang masih didominasi oleh Jalan Raya dimana pangsanya mencapai 90,38% dari total angkutan barang.
Preferensi pemerintah selama ini pun terlihat lebih mendorong angkutan jalan raya dibandingkan angkutan kereta api. Perkembangan infrastruktur jalan maupun provinsi khususnya di pulau Jawa pada tahun 2007 – 2014 tumbuh masing – masing sebesar 18,2% dan 25,8% (CAGR) dibandingkan dengan kereta api yang pembangunan infrastrukturnya sangat minim. Selain itu, pemerintah tidak memberikan disinsentif bagi penggunaan mobil penumpang, mobil barang maupun sepeda motor. Jumlah ketiga jenis kendaraan tersebut tumbuh masing – masing 9,0%, 5,7% dan 12.0% (CAGR) pada periode 2007 – 2014.
Padahal, angkutan jalan raya merupakan angkutan yang relatif tidak efisien dibandingkan dengan angkutan kereta api. Jika kita melihat data yang dikeluarkan oleh International Union of Railways mengenai perbandingan dampak lingkungan dari masing – masing moda transportasi di Uni Eropa, angkutan jalan raya sangat tidak efisien dari sisi energi, emisi dan polusi yang dihasilkan, penggunaan lahan, maupun external cost lain yang ditimbulkan seperti kemacetan dan meningkatnya tingkat kecelakaan di jalan raya. Sebagai contoh di dalam data tersebut ditunjukkan bahwa angkutan jalan raya mengonsumsi 71,7% dari konsumsi energi sektor transportasi, sedangkan kereta hanya menkonsumsi sebesar 1,8%. Data tersebut juga menunjukkan penggunaan lahan maupun daya angkut, angkutan jalan raya sangat boros. Pembangunan jalan raya dengan 6 lajur membutuhkan lebar 75 meter, sedangkan kereta double track hanya membutuhkan lebar 25 meter.
Kondisi penurunan daya saing kereta api sebagai transportasi penumpang jarak menengah dan jauh dengan angkutan udara sebenarnya tidak dapat dihindari karena keunggulan kecepatan dan biaya yang tidak berbeda jauh. Namun transportasi kereta api memiliki sebuah keunggulan dimana daya jangkaunya lebih luas dibandingkan transportasi udara yang hanya di kota besar. Kereta api dapat berperan sebagai moda transportasi penghubung dari bandara di kota besar dengan kota – kota kecil disekitarnya, sehingga pembangunan jaringan rel yang luas jangkauannya menjadi kunci. Selain itu, pola yang sama dapat diterapkan ke aktifitas komuter di berbagai kota besar. Peningkatan penumpang yang cukup signifikan di Jabodetabek menunjukkan peluang yang besar bagi kereta api sebagai sarana transportasi massal di kota – kota besar.
Selain dari angkutan penumpang, prospek dari bisnis angkutan barang juga menjanjikan dan masih memiliki potensi yang besar. Seharusnya, bisnis kereta api dapat memenangkan persaingan dengan transportasi angkutan barang jalan raya dalam hal biaya angkut karena daya angkutnya yang jauh lebih besar. Hal yang diperlukan adalah bagaimana merevitalisasi kembali atau membangun jalur – jalur kereta baru yang menghubungkan sentra industri ke pelabuhan di seluruh pulau di Indonesia.
Pemerintah sebagai regulator seharusnya juga menunjukkan keberpihakkannya pada transportasi kereta api. Dengan berbagai ketidakefisienan yang ditimbulkan oleh angkutan jalan raya, pemerintah selayaknya menciptakan disinsentif bagi moda transportasi angkutan jalan raya dan secara perlahan mengubah budaya masyarakat menuju angkutan berbasis kereta api.
Penerjemahan - Indonesia Rail transportation was the reigning mode of transportation during the Dutch occupation of Indonesia. At that time, the railways were the backbone of freight transportation across Java and in parts of Sumatra. Total railway length shot up from 25 kilometers in 1867 to 8,157 km by 1939. This indicates that rail was a lucrative transportation business for both the private sector and the colonial authorities.
Conversely, in the independence era, railways suffered setbacks on limited infrastructure. Instead of additional railways being constructed, the length of active railways has in fact fallen since the days of Dutch rule.
In 2015, active railways were only 5,196 km, with the remaining 2,963 km inactive. These figures show that since the declaration of independence, there has been no significant construction of railways.
Moreover, rail competitiveness has also shown a decline against other modes of transportation. Central Statistics Agency (BPS) data show that the total number of rail passengers has increased significantly, however, from 203.4 million in 2010 to 325.9 million in 2015.
What is worth noting, though, is that the increase is only for passengers in Greater Jakarta, while in the rest of Java, passenger numbers have declined, from 73.8 million in 2010 to 63.1 million in 2015.
Other data show that the number of passenger using air travel between Jakarta and Java’s other main cities has in the meantime increased significantly: Jakarta to Yogyakarta from 0.58 million in 2007 to 1.34 million in 2014; Jakarta-Surabaya from 1.22 million to 2.19 million; and Jakarta-Semarang from 0.49 million to 0.96 million.
The shorter travel times offered by air transportation have led to railways losing their competitive edge, exacerbated by an increase in the number of private vehicles encouraged by the construction of intercity toll roads connecting the major cities of Java.
All these factors have led to passenger rail losing its competitiveness as a medium- and long-distance mode of transportation. For freight transportation, data show an increase in freight transported, from 19.2 million tons in 2010 to 32 million tons in 2014.
However, it is interesting to note that the majority freight transportation (70 percent) is in Sumatra, where coal dominates freight, rather than other industrial goods as in Java. Further data show that freight transportation by railways remains minor, at only 1.57 percent. Road transportation makes up 90.38 percent of total freight transportation.
In recent decades, the government seems to have preferred other modes of land transportation to rail. Development of road infrastructure, and especially in Java, in 2007-2014 grew by 18.2 percent and 25.8 percent, respectively, while rail infrastructure grew far less. Besides that, the government has not in any way disincentivized passenger cars, freight vehicles or motorcycles. These three types of transportation grew by 9 percent, 5.7 percent and 12 percent, respectively, in the period of 2007 to 2014.
However, the fact remains that road transportation is not as efficient as rail transportation. According to data from the International Union of Railways on the environmental impact of each mode of transportation in the EU, road transportation is inefficient in terms of energy, emissions and pollution, use of land and other external factors such as road congestion and accidents.
For example, land transportation consumes 71.7 percent of the energy in the transportation sector while rail transportation consumes only 1.8 percent. Furthermore, land transportation consumes both the most land and the greatest payload. Construction of a six-lane road requires a width of 75 meters while a double-track rail only needs a width of 25 m.
The lower competitiveness of rail transportation as passenger transportation for medium and long distance such as the routes from Jakarta to Yogyakarta, Semarang or Surabaya against air transportation is inevitable, as the latter mode is far faster and not much costlier.
However, rail transportation has the advantages of greater coverage than air transportation, which connects only the biggest cities.
The railway can be a connecting mode of transportation from airports to large cities and their surrounding suburbs. Therefore, the development of railway networks covering wide areas is key to promoting rail transportation competitiveness against other modes of transportation.
In addition, a similar strategy can be applied to enhance rail transportation for commuters in big cities. A significant increase in the number of passengers in Greater Jakarta in the last few years has shown great opportunities for railways as a mode of transportation in big cities.
Besides transporting passengers, the business prospects of freight transportation are also very promising and still bear enormous potential. Railway transportation should be winning competition with road transportation in transportation costs because it has a much greater payload than road transportation.
It is necessary to revitalize existing railways and construct new ones connecting strategic areas around the country, such as by connecting industrial centers with ports and production-center cities with consumer-center cities.
On top of that, the long-term vision of the government is central to determine which transportation mode or modes will be promoted in the future. We can subsequently expect that policies to promote rail transportation will be more incentivizing than other modes.
Lessons learned from developing countries show the many inefficiencies associated with road transportation. For that reason, the government should plan to transform gradually the main transportation mode in the country from road- to railway-based transportation through various policies such as investment, trade, taxation and government spending policies.
Inggris ke Indonesia (Himpunan Penerjemah Indonesia (Association of Indonesian Translators)) Indonesia ke Inggris (Himpunan Penerjemah Indonesia (Association of Indonesian Translators))
My translation career started almost at the same time I began to teach writing in English in 1995, with editing and reviewing as the writing's integrated elements. These elements have been supporting and contributing to the consistently excellent piece of translation work I do.
With formal background in economics, I have handled translation projects of various topics ranging from commerce, accounting, finance, management, business, and banking since 1996. Public institutions and non-government organizations, like Ausaid and Ministry of Trade of the Republic of Indonesia, have also entrusted me with projects on public policies, regulations, standardization, etc.
Along the way, other non-economics related topics have also entailed, from husbandry to home appliances to politics to many others.
My current projects, as of December 2016, are to translate manuals for heavy equipment company Komatsu and publications by Indonesia's central bank Bank Indonesia.
PREVIOUS TRANSLATION WORKS
-heavy equipment manuals, PT UNITED TRACTORS
-economic updates, BANK MANDIRI
-water and sanitation, CARDNO, AUSAID
-plantation in Indonesia, MINISTRY OF TRADE, REPUBLIK OF INDONESIA
-market research for 'pita' bread, HIPMI
-water and sanitation, SAMPOERNA FOUNDATION.
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