Supply Chain Indonesia (SCI) appreciates the MoU (Memorandum of Understanding) among the three SOEs (state owned enterprises) of the state port operator PT Pelabuhan Indonesia (Persero)/Pelindo, the state railway company PT Kereta Api Indonesia (Persero)/KAI, and the state postal company PT Pos Indonesia (Persero)/Pos Indonesia on synergy to improve logistics services to within the community.
As reported earlier, on Monday, February 21, the three SOEs signed up an MoU (Memorandum of Understanding) on their commitment to jointly strengthening the logistics services in the country.
The signing of the MoU is the initial step for the three SOEs in structuring an integrated, effective, and efficient transportation system towards excellent service.
SCI Chairman Setijadi explained the five factors driving the success and the potential role of the synergy.
First, the three companies have capacity, infrastructure, and competitiveness to support the logistics improvement. KAI has a rail network, especially in Java and Sumatra, which is the most efficient mode of transportation on land.
KAI data shows that the company has 27 multi-terminal operators, 12 single-operator terminals, 23 potential terminals. KAI also is very potential in providing courier and multimodal logistics services.
Meanwhile, Pelindo operates as many as 96 ports throughout the country and is supported by four business units (sub-holdings) of: Pelindo Container Terminal, Multi Terminal, Maritime Services, and Logistics Solutions.
Pos Indonesia meanwhile has a network infrastructure with 24,000 service points, and reaches all cities/districts and almost all sub-districts.
Pos Indonesia has more than 3,800 online post offices, and is equipped with electronic mobile post in several big cities. Pos Indonesia has the business segments of courier and logistics, financial services, and property that are potentially important in this synergy.
Second, the integration of logistics services is very much needed in realizing multimodal transportation services, which at this time are still constrained due to processes that are not yet end-to-end and problems with infrastructure/facilities for intermodal transitions.
Third, the potential captive market for state-owned companies with very large logistics volumes because they cover various sectors, including plantations, forestry, fisheries, oil, mining, construction, cement, steel, pharmaceuticals, and trade.
Fourth, the potential non-captive markets outside of state-owned companies that will be obtained when the synergy of the three SOEs results in high efficiency.
Fifth, national logistics connectivity will be assisted by the infrastructure and facilities of the three SOEs and their development plans, including involving state-owned construction companies.
Setiajadi hopes that the synergy of the three SOEs will not lead to monopolistic practices. Collaboration with other state-owned and private companies is still needed to support higher efficiency and added value in logistics services.