JAKARTA (ISL News) – Since its establishment on July 10, 2013, PT Pelabuhan Tanjung Priok, also known as PTP Nonpetikemas, has arguably played a strategic role as one of the companies supporting national logistics activities.
The role of Non-container PTP can be seen in the achievement of throughput or loading and unloading volume of Non-container PTP every year which continues to increase ( year on year ), for example throughout 2025 the throughput of Non-container PTP, increased by 2.41% or reached 48.1 million tons compared to the same period the previous year (2024), with details of dry bulk loading and unloading 46%, liquid bulk 23%, general cargo 24%, Bag Cargo 6%.
The loading and unloading services by PTP Non-container are served through 11 PTP Non-container branches located throughout strategic areas of Indonesia starting from DKI Jakarta - Tanjung Priok Port Branch, Banten - Banten Port Branch, West Java - Cirebon Branch, Lampung - Panjang Branch, Bengkulu - Bengkulu Branch, South Sumatra - Palembang Branch, Jambi - Jambi Branch, West Sumatra - Teluk Bayur Branch, Bangka Belitung Islands - Tanjung Pandan Branch and Pangkal Balam Branch as well as West Kalimantan - Pontianak Branch.
However, there are questions that are often asked It has emerged publicly, how large a market does PTP Nonpetikemas currently manage in the cargo market? For example, dry bulk cargo (coal, iron ore, and cement)? Public data indicates that the current cargo market is dominated by dry bulk cargo, with a global market share of 69% - 75% .
From this data, it is certainly an opportunity as well as a challenge for the management of PTP Nonpetikemas, to continue optimizing national cargo loading and unloading logistics services and even not closing the possibility of expanding on the global stage, apart from the commitment of PTP Nonpetiekmas' vision of becoming the Leader of Non-Container Terminal Operators in Indonesia.
In connection with the optimization of the Non-container PTP, the ISL News Editorial Team interviewed Siswanto Rusdi, M.Mar , Director of the National Maritime Institute (Namarin) and Prof. Raja Oloan Saut Gurning, ST, M.Sc., Ph.D, Practitioner in the National Port, Shipping and Logistics Industry.
According to Siswanto Rusdi, the role of Non-container PTP is currently starting to compete with container packaging, little by little being shifted to container packaging, meaning that this reality in turn puts pressure on the work space or profits of Non-container PTP.
"I'd like to say this: PTP Non-container is somewhat competitive with containers. It means that PTP Nopetikmas is apple to apple , but it can't really be called competition. It's just that containers are slowly starting to enter the bulk cargo service handled by PTP Non-container, and there are increasingly massive containerization efforts. On the other hand, this form of packaging (containerization) has been widely implemented by terminal operators (TO), so PTP Non-container is currently in tight competition. Although PTP is currently arguably the largest as a subsidiary (grandchild) of the Pelindo Company. However, this business has also been opened to non-Pelindos, such as in Tanjung Priok, where several PBMs are already operating, not to mention the one in Ciwandan, and then Krakatau Steel Port, these are overlapping markets. So the room for maneuver is rather tight for PTP Non-container, therefore breakthroughs are needed, especially in the form of services. What can differentiate PTP Non-container's services from those of terminal operators? (private), this is what the management of PTP Non-container needs to think about," he said.
For example, Siswanto said, regarding mechanization, the application of service fees, because currently many operator terminals are entering TUKS (Terminals for Self-Use), where TUKS are now permitted to carry out general loading and unloading. "What I mean is this, PTP Nonpetikmas currently still uses a lot of labor (loading and unloading labor), will this PTP continue to use labor or mechanize or use machines for loading and unloading activities (mechanization)," he said.
Then regarding service rates, according to Siswanto, the loading and unloading service rates for PTP Non-container are arguably still expensive, making them less competitive with the service rates of terminal operators at TUKS, for example. "Although there are regulations or rules for implementing service rates issued by the government in this case through KSOP at each port. However, in reality, the application of b to b ( business to business ) rates is still 'in effect', meaning that the service rates can be above or below the provisions of the regulations set by the government. For example, PTP Non-container invests in equipment ( cranes ), then the service rates can be applied above the government provisions, according to the applicable agreement, this of course refers to the target when the investment must be returned," he said.
On the other hand, PTP's tariffs compete with those imposed by terminal operators (TOs), which have the potential to set rates lower than those of PTP Non-Container. "This is a constant challenge for PTP Non-Container management: assessing the realities of service prices in the loading and unloading market," Siswanto said.
Meanwhile, according to Prof. Saut Gurning, if we look at around 11 terminals under PTP, namely Tanjung Priok, Banten, Panjang, Bengkulu, Teluk Bayur, Palembang, Jambi, Cirebon, Tanjung Pandan, and Pontianak, PTP Non-Container has a strategic role in the national logistics ecosystem (especially non-container).
"The role of the Non-Containerized Port Authority (PTP) is not merely a loading and unloading facilitator, but also a key anchor for stable supply of strategic 3F commodities (Food, Feed, and Fuel), as well as a driver of the manufacturing and downstream industries, particularly in several major Indonesian ports. Therefore, an estimated 20%-30% of non-containerized cargo, particularly general cargo, from Indonesia's main ports falls under the PTP umbrella," said Saut Gurning.
And it seems, Saut Gurning said, that the strength of the non-container PTP hinterland lies in the industry's very high level of dependency on surrounding ports within a 0–50 km radius. "So it has quite a strong influence on the production, storage, and processing of these general cargoes," Saut Gurning said.
Intermodal Integration of Transportation
According to Saut Gurning, the biggest obstacle in overseeing 3F commodities in the non-container PTP's role so far has not been the length of the docks or the infrastructure. Rather, it has been the suboptimal integration between land transportation modes (especially rail logistics) and port superstructure facilities.
"In addition, the role of non-container PTP also requires accelerating the implementation of the Port-Centric Logistics (PCL) concept to ensure the flow of goods is safe, clean, and free from cross-contamination.
"Therefore, PTP's multipurpose terminal is expected to have flexible capabilities to handle various types of cargo. This can be achieved through layout and zoning of storage facilities ( backup areas ) at several branches, where space may still be limited," explained Saut Gurning.
Regarding loading and unloading equipment, Saut Gurning continued, limitations in mechanization and loading and unloading speed are also persistent symptoms. "As a result, port capacity cannot be optimal, especially when reduced by weather issues (rain and drought) that halt operations, ultimately increasing mooring times," Saut Gurning explained.
Meanwhile, for the liquid bulk commodity cluster, Saut Gurning added, the imbalance between distribution and storage capacity is still evident. "The primary connectivity relied upon is the port's inland pipeline system . Constraints arise when the pipeline flow rate ( discharge rate per hour ) is not commensurate with the capacity of the storage tanks in the hinterland , or when there are limitations on the number of manifolds at the docks," Saut Gurning said.
Inter-Terminal Collaboration
As an important solution for PTP Non-container, said Saut Gurning, is to try to collaborate with terminals in the Pelindo group to be able to encourage containerization of bulk or non-container cargo, especially in small sizes ( small-parcel ).
"Optimization and reliability, including the availability of loading and unloading equipment, need to be a strong focus for PTP management. PTP may need to continue building freight consolidation points or satellite terminals (dry ports) in the industrial hinterland that are integrated with the terminals it manages. This can be achieved by implementing the concept of port-centric logistics; integrating railway lines around the terminal/dock with truck routes to avoid the risk of congestion on city arterial roads, a routine problem at various PTP terminals," said Saut Gurning.
Meanwhile, commercially and from a business process perspective, efforts to secure long-term contracts with property owners may need to be continuously initiated and maintained. This can also be done by implementing integrated tariff packages (bundling tariff services), so that all service capital is utilized efficiently for service users.
"And we'll continue to strengthen the digitalization of the integrated cargo information system. So, PTOS-M, which currently relies on agents, needs to be directly accessible to the goods owner. This includes cargo tracing and tracking capabilities and faster customs and quarantine (CIQ) document processing," said Saut Gurning.
Intensive Communication with the Owner of the Goods
Siswanto Rusdi echoed this sentiment, stating that for the long-term, what can PTP Nonpetikemas do to optimize its role in supporting the national logistics sector? According to Siswanto, the simplest thing PTP Nonpetikemas management can do is contact all goods owners.
"The owners of the goods were asked, 'How much do they have?' and where are they anchored? Because the one with access is PTP Nonpetikemas. The existing PBM doesn't necessarily have extensive data on the owners of the goods. So, we meet with international owners, and if necessary, travel the world with management, conducting roadshows. We'll find out where there are potential bulk cargoes for export to Indonesia and/or import from Indonesia," said Siswanto Rusdi.
According to Siswanto, the important thing is to "take control" of the cargo owner. "If we don't do that (one of the things), PTP Non-Container will remain like this," Siswanto added.
(Saiful Anam/ISL News Editorial Team/email:redaksiislnewstv@gmail.com).
