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Pelni ship KM Kelud with new livery
Pelni ship KM Kelud with new livery after the rebranding in 2023.

Key Information

Pelni ship KM Dorolonda at port of Pantoloan, Palu, Central Sulawesi
Dinner time onboard

Pelni (abbreviation of Pelayaran Nasional Indonesia, lit. 'Indonesian National Shipping') is the national cargo and passenger shipping company of Indonesia. Its services network spans across the Indonesian archipelago. Mainly serving as connector between bigger cities and to remote islands, Pelni plays an important role in the Indonesian transport system.[1]

Pelni is one of the few remaining economy-class long-distance passenger ship operators. Most of the world's well-known passenger ship companies have stopped their low-budget passenger services since the 1960s due to shifting trends towards air transport. Pelni's ability to survive is mostly due to monopolies on certain routes and government of Indonesia subsidies.

History

[edit]
Food Rationing Card issued by Pelni in 1965

Under the Dutch colonial rule, Indonesian inter-islands transportation was dominated by Koninklijke Paketvaart-Maatschappij (KPM), founded in 1888. KPM headquarter was in Amsterdam, but daily operations were controlled from Batavia, Dutch East Indies (now Jakarta).

As a newly independent republic in the late 1940s, Indonesian government decided to nationalize Dutch-owned companies. The Dutch refused to give away KPM, due to its strong position as a connector of the Indonesian archipelago. KPM also played an important role in transporting Dutch logistics and military supplies during the Indonesian National Revolution.

In response to Dutch refusal, on September 5, 1950, Indonesia founded PEPUSKA (Yayasan Penguasaan Pusat Kapal-kapal, Centrally-controlled Ships Foundation) that operates 8 ships with a total size of 4.800 Deadweight tonnage. However, due to a lack of experience and capital, PEPUSKA failed to takeover KPM's monopoly.

On April 28, 1952, PEPUSKA was dissolved. Pelni (now as a company, not a foundation) was founded on the same day, with the same fleet. To bring more power, Indonesian Eximbank provided funding to buy 45 new coaster ships from western European countries. While waiting for these new ships to be produced, Pelni rented various ships from many countries across the world. Pelni also used ships looted from Japan in World War 2.[2] These strategies proved successful, as KPM suffered from declining market share and strike workers led by Sukarno's leftist doctrine. KPM discontinued its Indonesian operation on December 3, 1957.[3]

Pelni achieved its golden era during the early 1980s to late 1990s. Under Suharto’s presidency with his Transmigration program, Pelni was the main transport to move people from Java and Sumatra to eastern regions of Indonesia, because air transport facilities were still underdeveloped.[4]

Pelni started to suffer in the 2000s, as air travel became cheaper.[5] Some of its old ships even failed to sell to third parties, and maintaining these ships was expensive. KM Kambuna (renamed KRI Tanjung Nusanive (973)) and KM Rinjani (renamed KRI Tanjung Fatagar (974)) was granted to the Indonesian Navy in 2004.[6] KM Kerinci was sold in 2014.[7] KFC Jetliner was rented to the Sri Lankan Navy between 2009 and 2012.[8] As of 2017, no party is interested to buy KM Ganda Dewata (Ro-ro ship) even as scrap.[9]

Pelni started to reform its services and management since 2012, by focusing more on tourism and cargo market, alongside improving its current low-budget passenger services. Pelni began to book positive earnings since 2014.[10]



Ships and services

[edit]

Passenger ships

[edit]

Pelni's passenger ships are also a major branding feature of Pelni: large yellow funnel with red-and-white strips and Pelni logo.[11] Pelni painted its ships with white color on the upper side of ships and crimson on the lower side. Its reddish lifeboats are also easily recognised from distances.

Most of these passenger ships (excluding KM Egon, KM Ganda Dewata & KFC Jetliner) were built by Meyer Werft, a major German shipyard well known as luxury passenger ships builder.[12] Due to this, some considered Pelni's ships 'too good' by Indonesian standards, even after designed & built as economy-class passenger ships by default.[13] As of August 12, 2017, no Meyer-built Pelni ship has ever sunk. However, these high-standard ships were not enjoyed by passengers, especially prior to 2014, because of harsh treatment by passengers and the crew itself. Most of the problems come from illegal passengers, which at least until April 24, 2019 are still frequently found.[14]

KM Dorolonda while unloading cargo & Passenger at port of Bitung

Since 2014 onwards, some improvements have been made. Online booking was made available, but still limited to payment via Bank Rakyat Indonesia's ATM and Indomaret store. Credit card payment is still not possible. Toilet facilities were improved, and 2-pin electric sockets were installed. GSM & GPRS networks on Pelni ships are provided by telkomsel. However, passenger management is still troublesome, mainly because most of Indonesian seaport's passenger terminals (operated by Indonesia Port Corporations) are not sterile from illegal visitors.[15]

Below is a list of Pelni's Passenger Ships. All of these ships (excluding KFC Jetliner) were named after mountains in Indonesia. KM Tatamailau however, is named after Mt. Tatamailau in East Timor. KM is an abbreviation of 'Kapal Mesin', meaning Motor Vessel (MV) and KFC is an abbreviation of 'Kapal Ferry Cepat', meaning Fast Ferry Ship.

Current Ships(as of January 2025)

[edit]
Ship name Tonnage Build date Passenger capacity Route (as of January 2025)[16]
KM Awu 6,022 GT 1991 969 route A: Kumai (Panglima Utar Port) → Surabaya (Tanjung Perak Port) → Denpasar (Benoa Port) → Bima → Waingapu → Ende (IPPI Port) → Kupang (Tenau Port) → Kalabahi (round-trip)

route B: Kumai (Panglima Utar Port) → Semarang (Tanjung Emas Port) (round-trip)

KM Binaya 6,022 GT 1994 1000 route A: Denpasar (Benoa Port) → Bima → Labuan Bajo → Makassar (Soekarno Hatta Port) → Awerange → Bontang (Lok Tuan Port) → Pare-Pare (Nusantara Port) (round-trip)

route B: Denpasar (Benoa Port) → Bima → Waingapu → Ende (IPPI Port) → Kupang (Tenau Port) (round-trip)

KM Bukit Raya 6,022 GT 1994 970 Jakarta (Tanjung Priok Port) → Belinyu (Tanjung Gudang Port) → Kijang (Sri Bayintan Port) → Letung → Tarempa → Natuna (Selat Lampa Port) → Midai → Serasan (Tanjung Setelung Port) → Pontianak (Dwikora Port) → Surabaya (Tanjung Perak Port) (round-trip)
KM Bukit Siguntang 1995 2003 route A: Makassar (Soekarno Hatta Port) → Maumere (Laurentius Say Port) → Lewoleba → Kupang (Tenau Port) (round-trip)

route B: Makassar (Soekarno Hatta Port) → Pare-Pare (Nusantara Port) → Balikpapan (Semayang Port) → Tarakan (Malundung Port) → Nunukan (Tunon Taka Port) → Balikpapan (Semayang Port) → Pare-Pare (Nusantara Port) → Makassar (Soekarno Hatta Port)

KM Ciremai 1991 1973 Jakarta (Tanjung Priok Port) → Surabaya (Tanjung Perak Port) → Makassar (Soekarno Hatta Port) → Bau-Bau (Murhum Port) → Ambon (Yos Soedarso Port) → Sorong → Serui → Jayapura (round-trip)

Often Manokwari, Biak and Namlea are added to the route.

KM Dobonsolo 1993 1974 route A: Jakarta (Tanjung Priok Port) → Surabaya (Tanjung Perak Port) → Makassar (Soekarno Hatta Port) → Bau-Bau (Murhum Port) → Sorong → Manokwari → Biak → Jayapura (round-trip)

route B: Jakarta (Tanjung Priok Port) → Surabaya (Tanjung Perak Port) → Makassar (Soekarno Hatta Port) → Bau-Bau (Murhum Port) → Sorong → Manokwari (round-trip)

KM Dorolonda 2001 2130 route A: Surabaya (Tanjung Perak Port) → Balikpapan (Semayang Port) → Pantoloan → Bitung → Ternate (Ahmad Yani Port) → Sorong → Manokwari → Nabire (Samabusa Port) → Jayapura (round-trip)

route B: Surabaya (Tanjung Perak Port) → Makassar (Soekarno Hatta Port) → Bau-Bau (Murhum Port) → Namlea → Ambon (Yos Soedarso Port) → Sorong → Manokwari → Nabire (Samabusa Port) → Waren → Jayapura (round-trip)

KM Egon 4,914 GT 1991 520 Waingapu → Lembar → Surabaya (Tanjung Perak Port) → Batulicin (Samudra Port) → Pare-Pare (Nusantara Port) → Bontang (Lok Tuan Port) (round-trip)
KM Gunung Dempo 2006 1583 Jakarta (Tanjung Priok Port) → Surabaya (Tanjung Perak Port) → Makassar (Soekarno Hatta Port) → Sorong → Manokwari → Wasior → Nabire (Samabusa Port) → Jayapura (round-trip)
KM Kelimutu 1985 920 route A: Jakarta (Tanjung Priok Port) → Belitung (Tanjung Pandan Port) → Pontianak (Dwikora Port) → Semarang (Tanjung Emas Port) → Kumai (Panglima Utar Port) (round-trip)

route B: Jakarta (Tanjung Priok Port) → Belitung (Tanjung Pandan Port) → Pontianak (Dwikora Port) → Semarang (Tanjung Emas Port) → Kumai (Panglima Utar Port) → Surabaya (Tanjung Perak Port) → Batulicin (Samudra Port) (round-trip)

KM Kelud 14,665 GT 1998 1906 Jakarta (Tanjung Priok Port) → Batam (Batu Ampar Port) → Tanjung Balai Karimun → Medan (Belawan Port) (round-trip)
KM Lawit 1986 920 route A: Kumai (Panglima Utar Port) → Surabaya (Tanjung Perak Port) → Sampit → Semarang (Tanjung Emas Port) → Karimun Jawa (Legon Bajak Port) → Surabaya (Tanjung Perak Port) → Kumai (Panglima Utar Port) (round-trip)

route B: Kumai (Panglima Utar Port) → Surabaya (Tanjung Perak Port) → Denpasar (Benoa Port) → Bima → Waingapu → Ende (IPPI Port) → Kalabahi → Kupang (Tenau Port) → Rote (round-trip)

KM Leuser 1994 970 Surabaya (Tanjung Perak Port) → Denpasar (Benoa Port) → Bima → Labuan Bajo → Makassar (Soekarno Hatta Port) → Bau-Bau (Murhum Port) → Wanci (Panggulubelo Port)[17] → Namrole → Ambon (Yos Soedarso Port) → Saumlaki → Tual → Dobo → Timika (Pomako Port) → Agats → Merauke (round-trip)
KM Lambelu 1996 2003 Makassar (Soekarno Hatta Port) → Pare-Pare (Nusantara Port) → Balikpapan (Semayang Port) → Tarakan (Malundung Port) → Nunukan (Tunon Taka Port) → Pantoloan → Balikpapan (Semayang Port) → Pare-Pare (Nusantara Port) → Makassar (Soekarno Hatta Port) → Bau-Bau (Murhum Port) → Maumere (Laurentius Say Port) → Larantuka → Bau-Bau (Murhum Port) → Makassar (Soekarno Hatta Port) → Pare-Pare (Nusantara Port) → Balikpapan (Semayang Port) → Pantoloan → Tarakan (Malundung Port) → Nunukan (Tunon Taka Port) → Balikpapan (Semayang Port) → Pare-Pare (Nusantara Port) → Makassar (Soekarno Hatta Port)
KM Labobar 2004 3084 Jakarta (Tanjung Priok Port) → Surabaya (Tanjung Perak Port) → Makassar (Soekarno Hatta Port) → Bau-Bau (Murhum Port) → Ambon (Yos Soedarso Port) → Banda Neira → Tual → Dobo → Kaimana → Fak-Fak (round-trip)
KM Nggapulu 2001 2130 Jakarta (Tanjung Priok Port) → Surabaya (Tanjung Perak Port) → Makassar (Soekarno Hatta Port) → Bau-Bau (Murhum Port) → Namlea → Ambon (Yos Soedarso Port) → Ternate (Ahmad Yani Port) → Jailolo → Bitung (round-trip)
KM Pangrango 1996 496 route A: Ambon (Yos Soedarso Port) → Banda Neira (round-trip)

route B: Ambon (Yos Soedarso Port) → Namrole (round-trip)

route C: Ambon (Yos Soedarso Port) → Banda Neira → Saumlaki (round-trip)

KM Sirimau 1991 969 Sorong → Ambon (Yos Soedarso Port) → Wanci (Panggulubelo Port) → Bau-Bau (Murhum Port) → Maumere (Laurentius Say Port) → Lewoleba → Kupang (Tenau Port) → Kalabahi → Saumlaki → Tual → Dobo → Timika (Pomako Port) → Agats → Merauke (round-trip)
KM Sinabung 1997 1906 Surabaya (Tanjung Perak Port) → Makassar (Soekarno Hatta Port) → Bau-Bau (Murhum Port) → Banggai → Bitung → Ternate (Ahmad Yani Port) → Bacan → Sorong → Manokwari → Biak → Jayapura (round-trip)
KM Sangiang 1997 510 Bitung → Ternate (Ahmad Yani Port) → Bacan → Sanana → Namlea → Ambon (Yos Soedarso Port) → Banda Neira → Geser → Fak-Fak (round-trip)
KM Tilongkabila 1994 970 Denpasar (Benoa Port) → Lembar (Gili Mas Port) → Bima → Labuan Bajo → Makassar (Soekarno Hatta Port) → Bau-Bau (Murhum Port) → Raha → Kendari (Bungkutoko Port)[18] → Luwuk → Gorontalo → Bitung (round-trip)
KM Tatamailau 1990 969 route A: Bitung → Tidore (Trikora Port)[19] → Sorong → Fak-Fak → Kaimana → Tual → Timika (Pomako Port) → Agats → Merauke (round-trip)

route B: Bitung → Ternate (Ahmad Yani Port) → Ambon (Yos Soedarso Port) → Tual → Dobo → Timika (Pomako Port) → Agats → Merauke (round-trip)

KM Tidar 1987 1904 Kijang (Sri Bayintan Port) → Jakarta (Tanjung Priok Port) → Surabaya (Tanjung Perak Port) → Makassar (Soekarno Hatta Port) → Bau-Bau (Murhum Port) → Maumere (Laurentius Say Port) → Larantuka → Lewoleba → Kupang (Tenau Port) (round-trip)
KM Umsini 1985 1737
KM Wilis 1999 500 Batulicin (Samudra Port) → Makassar (Soekarno Hatta Port) → Labuan Bajo → Bima → Waikelo → Waingapu → Ende (IPPI Port) → Kupang (Tenau Port) → Kalabahi (round-trip)
KFC Jetliner 1996 550 Kendari (Bungkutoko Port) → Wanci (Panggulubelo Port) → Kendari (Bungkutoko Port) → Wanci (Panggulubelo Port) → Kendari (Bungkutoko Port) → Raha (round-trip)

Facilities

[edit]
  • One single bed per passenger, but shared space with others and no barriers between beds.
  • 2-pin electric plugs per bed (low voltage, for mobile phones only)
  • Shared bathrooms & toilets with hot and cold water
  • Three standard meals a day
  • Hot water for making drinks
  • Musalla
  • Cafeteria
  • Shop
  • Smoking area
  • GSM and GPRS network by Telkomsel
  • Clinic
Facilities (KM Kelud only)
[edit]

KM Kelud (serving Jakarta-Batam-Tanjung Balai Karimun-Medan) is the ship with most complete facilities:

KM Kelud also provides first- and 2nd-class service in addition to economy-class services, with double bedroom and four single-bedroom options, with television and better food menus.

However, not all of those facilities are always available. Some passengers wrote that access to some of those, such as mini-cinema and gym were blocked by the crew.[20] Some facilities, especially the toilets, are in poor condition.[21] The ships are also often overcrowded by illegal passengers, especially after embarking from smaller ports where security is lax.[22]

Tourism services

[edit]
Pelni's Shipping Routes, 2006

In addition to regular passenger routes, Pelni provides tourism packages to various islands. Pelni introduces live-on-board concept, where Pelni ships will pick up passengers in hub ports (such as Semarang or Sorong), sail to destined tourist attraction, stay there as 'floating hotel' while passengers enjoying the tourism packages in nearby islands, and then return to hub port. For 2017, the tourism packages are:[23]

On 23 June 2019, Pelni launched a new tourism service with KLM (Kapal Layar Mesin/Motor Sail Ship) Pelita Arunika, a pinisi ship. Built by a traditional shipbuilder in Tanjung Bira, South Sulawesi, it serves tourists in Labuan Bajo.[24]

Cargo ships

[edit]

Source:[25]

  • KM Caraka Jaya Niaga III-4
  • KM Caraka Jaya Niaga III-2
  • KM Caraka Jaya Niaga III-32
  • KM Logistik Nusantara 1
  • KM Logistik Nusantara 2
  • KM Logistik Nusantara 3
  • KM Logistik Nusantara 4
  • KM Logistik Nusantara 5

Other ships

[edit]
KM Sabuk Nusantara 46, one of kapal perintis (pioneer ship) operated by Pelni, serving Sunda Kelapa-Thousand Islands (Indonesia)

Tol Laut ships

[edit]
Main article: Sea Toll Program

Tol Laut (literally "Sea Toll (Road)" or "Sea Highway") is a maritime program by President Joko Widodo to improve the Indonesian logistic system through providing routine and subsidized cargo sailing across Indonesia. As of 2019, Pelni operated 7 cargo ships for this purpose.[25][26]

Cattle ship

[edit]

Pelni operated one cattle ship, KM Camara Nusantara I, to transport cattle produced by farmers in Lesser Sunda Islands to Java.[26][27]

Perintis ships

[edit]

Source:[25]

Perintis (pioneer) services are routes served by smaller ships (below 500 passengers) connecting smaller islands to regional cities. these services are subsidized by the Government of Indonesia. It is intended to increase accessibility and decrease logistic cost among small islands. These routes are less regular than those served by the main passenger ships, thus online ticket booking is not available. Tickets can be bought at the port of departure or its nearest branch offices. Perintis schedules can also be accessed through Pelni call center and social media upon request.[28] As of 2019, Pelni owned and operated 53 perintis ships, serving 46 routes.[25]

International routes

[edit]

During the Indonesian occupation of East Timor, Pelni served the port of Dili,[29] which stopped after 1999. In 2000, Pelni also served the Bitung-Davao (Philippines) route for a short period.[30]

Incidents and accidents

[edit]
  • On January 27, 1981, Pelni's ship KMP Tampomas II was burned and sank near Masalembu Islands in the Java Sea while sailing from Port of Tanjung Priok, Jakarta to Makassar. This ship was built in 1956 by Mitsubishi Heavy Industries and was planned to be scrapped but was sold to Pelni instead. Officials reported 431 people were killed.[31] Iwan Fals and Ebiet G. Ade wrote songs about the sinking.[32][33]
  • In the mid 1990s, KM Kerinci accidentally ran aground in the Banyur Padang Bay Area due to strong currents, causing her to list to her port side. She was repaired in neighboring countries while the route she was operating was temporarily replaced by KM Lambelu.
  • On April 6, 2011, KM Fudi rolled over while being repaired in PT. PAL shipyard in Surabaya. Due to lack of funds, Pelni & PAL decided to abandon the ship and allowed Yala Gada, a cooperative from Indonesian Navy to scrap her on March 15, 2016.[34]
  • On June 9, 2024, a fire broke out on the KM Umsini while docked in Makassar Port. The source of the fire is believed to have originated from a spark from an auxiliary motor in the engine room. It was extinguished and there were no casualties.[35]
[edit]
  • Map of KM Dorolonda
    Map of KM Dorolonda
  • Gyro Stabilized Antenna by Telkom Indonesia in KM Dorolonda. Now every Pelni Ships provided GSM and GPRS network by Telkom's subsidiaries, Telkomsel
    Gyro Stabilized Antenna by Telkom Indonesia in KM Dorolonda. Now every Pelni Ships provided GSM and GPRS network by Telkom's subsidiaries, Telkomsel
  • Passenger selling various foods during KM Dorolonda sailing from Sorong to Ternate. Things like this still happens when the ships visit small harbor with lack of security enforcement.
    Passenger selling various foods during KM Dorolonda sailing from Sorong to Ternate. Things like this still happens when the ships visit small harbor with lack of security enforcement.
  • KM Gunung Dempo unloading cargo and passenger at port of Ambon.
    KM Gunung Dempo unloading cargo and passenger at port of Ambon.
  • Breakfast menu at KM Gunung Dempo
    Breakfast menu at KM Gunung Dempo
  • Pelni's ship being used to transport Javanese people to Papua by New Order's controversial Transmigration Program
  • KM Tilong Kabila
    KM Tilong Kabila
  • KM Sinabung
    KM Sinabung
  • KM Sinabung disembarking passangers at Bitung Northern Sulawesi
    KM Sinabung disembarking passangers at Bitung Northern Sulawesi

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Pelni

View on Grokipedia
from Grokipedia

PT Pelayaran Nasional (Persero), commonly abbreviated as PT PELNI, is the Indonesian state-owned enterprise specializing in maritime transportation, operating a fleet of passenger ships, fast ferries, and cargo vessels that connect over 90 ports across the nation's . Established on 28 February 1952 through ministerial decrees to assume routes previously dominated by the Dutch shipping firm KPM and to bolster national shipping under the Indonesian flag, PT PELNI began operations with eight vessels totaling 4,800 deadweight tons acquired from the PEPUSKA Foundation. Its corporate status evolved from a to a (Perusahaan Negara or PN) in 1961 and back to a Persero (PT with state majority ownership) in 1975, reflecting adaptations to support 's growing maritime needs, including expansions via imported coasters from and reparations ships from . As a cornerstone of inter-island , PT PELNI facilitates the movement of passengers, containerized goods, vehicles, and , while also offering ancillary services such as vessel agency and maritime tourism, thereby enhancing economic connectivity in one of the world's largest archipelagic states.

History

Founding and Nationalization (1952–1960s)

PT Pelayaran Nasional Indonesia (Pelni) was established as a to assert Indonesian control over domestic amid post-independence efforts to reduce foreign dominance, particularly from the Dutch Koninklijke Paketvaart-Maatschappij (KPM). The precursor, Yayasan Penguasaan Pusat Kapal-kapal (PEPUSKA), was founded on September 5, 1950, through a joint decree by the Ministers of Transportation and , in response to the Dutch government's refusal to alter KPM's status or fly the Indonesian flag on its vessels operating inter-island routes. PEPUSKA managed an initial fleet of eight ships totaling 4,800 deadweight tons (DWT), which served as the foundational assets for the subsequent company. Pelni itself was formally created on , 1952, via Ministerial No. M.2/1/2, with further ratification on April 19, 1952, under No. A.2/1/2, and official announcement in State Gazette No. 50 on June 20, 1952. PEPUSKA was dissolved on April 28, 1952, transferring its fleet and operations directly to Pelni, which operated as a under the Wilopo Cabinet to compete with and eventually supplant KPM's network. R. Ma'moen Soemadipraja was appointed as the first president director, serving from 1952 to 1955. Initial capital was supplemented by importing 45 coasters from using funds from the Import-Export Bank, alongside temporary charters of foreign vessels and later acquisitions of ships as Japanese war reparations, enabling Pelni to expand beyond the modest starting fleet. Nationalization efforts intensified in the late 1950s as part of broader economic decolonization, culminating in KPM discontinuing its Indonesian operations on December 3, 1957, following unilateral abrogation of agreements like the 1956 Round Table Conference accords. Pelni absorbed KPM's routes and assumed a monopoly-like role in inter-island shipping, though operational inefficiencies emerged, with productivity by 1960 roughly half of KPM's pre-nationalization levels due to management challenges and fleet maintenance issues. In 1961, Pelni's status was elevated to Perusahaan Negara (PN), a full state corporation, as announced in State Gazette No. LN 1961, solidifying its position as the national shipping authority during the early Guided Democracy period under President Sukarno. This transition marked the effective nationalization of foreign maritime infrastructure, prioritizing Indonesian sovereignty over prior colonial-era efficiencies.

Expansion and State Monopoly Era (1970s–1990s)

In 1975, PT Pelni underwent a structural transformation from a state-owned enterprise (Perusahaan Negara, or PN) to a (Perseroan Terbatas, or PT), formalized under Establishment Deed No. 31 dated October 30, 1975, and published in the Republic of Indonesia State Gazette No. 562 of 1976 with Supplement No. 60 dated June 27, 1976. This change aligned with broader New Order government efforts to corporatize state entities while retaining full ownership, enabling Pelni to expand its role in inter-island connectivity amid Indonesia's Repelita (Rencana Pembangunan Lima Tahun) development plans, which emphasized infrastructure and resource distribution to outer islands. As the designated national carrier for scheduled passenger and government cargo services, Pelni operated with de facto exclusivity on major liner routes, benefiting from regulatory protections that limited private competition in core domestic segments. Fleet modernization accelerated in the , with Pelni procuring pure passenger vessels to replace aging tonnage and meet rising demand from population mobility and . Starting in 1983, the company imported five large ferries—KM Awu, Watampone, Watudambo, Warisano, Wakolo, and Wandebori—built by Jos. L. Meyer in , each accommodating approximately 2,000 passengers; these formed part of a 16-unit package delivered progressively through 1996. By the mid-1980s, Pelni's network spanned dozens of ports nationwide, prioritizing trunk lines that linked to eastern provinces, though operations faced challenges like port inefficiencies and maintenance backlogs typical of state monopolies reliant on subsidized financing. This expansion supported national integration policies, including logistics for resource extraction in regions like and Papua, where Pelni's scheduled sailings provided essential links absent from private operators. The marked operational consolidation, exemplified by the June 17, 1993, inauguration of KM Ciremai by President at port, underscoring Pelni's symbolic and practical importance in maritime sovereignty. Amendments to the via Deed No. 22 on March 4, 1998—published in State Gazette No. 31 of April 16, 1999, Supplement No. 2203—further refined amid fiscal pressures from the Asian , yet Pelni retained its monopoly-like status in subsidized pioneer routes until pressures emerged later. Overall, the era saw Pelni's fleet grow to over 50 vessels by the late , handling millions of passengers annually and reinforcing state control over domestic shipping, though efficiency critiques from international observers highlighted over-reliance on directives over market dynamics.

Reforms and Modern Challenges (2000s–Present)

In the 2000s, PT Pelni encountered declining fleet utilization rates for ferries, attributed to competition from cheaper and maintenance costs for aging vessels, prompting initial restructuring efforts under Indonesia's broader reforms. By the , the company launched transformation programs aimed at market expansion, cost efficiency improvements, and technological upgrades to achieve higher growth, including digital initiatives in subsidiaries. These reforms involved route optimizations and fleet modifications, such as adjustments announced for eleven ships in 2025 to enhance connectivity in remote areas. Fleet modernization accelerated in the late and , with the overhaul of vessels like KM in 2023 marking the start of a broader revamp program for up to 25 ships, focusing on updates, service enhancements, and logo rebranding to signal renewed operational focus. PT Pelni also integrated into Indonesia's sea toll program, deploying ships to expedite essential goods distribution and narrow price disparities between western and eastern regions, though challenges persist in infrastructure limitations and vessel capacity for eastern routes. The exacerbated financial pressures in 2020, necessitating operational adjustments, reduced capacities, and refocused strategies amid sharp drops in passenger volumes. Contemporary challenges include operational hurdles in underserved ports, such as limited security and disruptions, alongside proposals for merging PT Pelni with ASDP and Pelindo in 2025, which face criticism for asymmetrical business models and potential integration inefficiencies. efforts have gained prominence, with 2024 reports emphasizing environmental compliance in fleet operations and connectivity services across Indonesia's . Financial performance has shown variability, with consolidated statements reflecting issues and recovery, though specific metrics underscore ongoing needs for efficiency amid state oversight.

Operations and Services

Passenger Transportation

PT Pelni (Persero) operates 25 passenger vessels that provide inter-island ferry services connecting major ports and remote locations across Indonesia's , facilitating access to areas underserved by air or . These ships serve 511 segments encompassing 1,359 routes and make stops at 74 ports, with schedules adjusted periodically to accommodate demand fluctuations and operational needs. In , the company transported a total of 5,095,306 passengers, reflecting its role in supporting national mobility, particularly during peak periods such as homecoming when daily figures can exceed 25,000. Accommodations on Pelni vessels typically include seating and berths for long-haul voyages, with provisions for meals such as standardized breakfast and dinner rations distributed via cards to ensure equitable access. First-class and VIP options offer enhanced comfort with private cabins, while all classes adhere to health protocols including onboard medical staff and facilities. Tickets are categorized by age—infants under 24 months, children, and adults—with bookings available through official channels like call centers (162 or 0811-162-1-162) to manage high-volume sales during holidays. Services emphasize reliability for essential travel, including pioneer routes to isolated eastern Indonesian ports, where ships like the KM Dorolonda and KM handle mixed loads amid varying port infrastructure. Passenger volumes surge during seasonal migrations, as seen in June 2025 when bookings reached 197,625 for end-of-month travel, prompting route optimizations for eleven vessels to maintain service continuity. Despite challenges like at smaller harbors, Pelni enforces boarding protocols and provides onboard amenities such as /GPRS connectivity via partnerships with .

Cargo and Logistics Operations

PT Pelni (Persero) operates cargo and logistics services to facilitate inter-island transportation of goods across Indonesia's archipelago, handling dry and reefer containers, general cargo, vehicles, and packaged goods, often in conjunction with its passenger fleet. These operations support national supply chains by connecting major hubs like Tanjung Priok to remote ports, with commercial cargo vessels available for lease under voyage or time charter agreements. Pelni's logistics subsidiary, PT PBM Sarana Bandar Nasional (Pelni Logistics), established in 1986, provides integrated services including freight forwarding, supply chain management, and port handling to enhance end-to-end efficiency. A core component involves dedicated vessels, including approximately 7 commercial ships and 5-8 Sea Toll freight vessels, alongside 1 specialized cattle carrier, enabling bulk and containerized shipments to underserved regions. Pelni participates in the government-backed Sea Toll program, initiated in to subsidize maritime logistics, reduce regional price disparities, and lower costs by operating routes such as T-2 (Tanjung Priok to eastern islands) with ships like KM Logistik Nusantara 4, which has a 115 TEU capacity. In 2021, Sea Toll operations transported 12,639 TEUs, reflecting growth from prior years, with a 70% increase in early 2021 volumes compared to 2020 and a 300% surge in container during the first semester of 2020. Partnerships bolster these efforts, such as collaborations with Pos Indonesia for sea-based parcel delivery since August 2024 and Temas Shipping for 2025 Sea Toll routes, ensuring reliable distribution of essentials like food and fuel to outer islands. Pelni's shipping agency services further streamline cargo handling by managing port permits, anchorage, and coordination for third-party vessels, prioritizing operational efficiency in high-volume areas like Medan.

Feeder and Pioneer Connectivity

Pelni's pioneer routes primarily serve Indonesia's underdeveloped, frontier, isolated, and outermost (3TP) regions, providing subsidized maritime access for passengers and essential goods where private operators deem operations unprofitable. These services operate on approximately 42 routes, enabling connectivity across hundreds of small ports that lack alternative infrastructure. Vessels on these routes typically handle mixed passenger-cargo loads, docking at over 230 ports and covering 522 segments to support mobility and basic logistics in eastern and other peripheral archipelagic zones. In integration with the national Sea Toll Program (Tol Laut), Pelni's pioneer vessels function as feeder lines, bridging smaller collector ports to major hubs and mainline routes for onward distribution. This model synchronizes arrivals with sea toll ships to minimize delays in remote areas, such as Maluku, where pioneer scheduling aligns with larger vessels for efficient freight handover. For example, Pelni distributes subsidized —including staples and construction materials—to pioneer destinations like Sabu, Rote, Wini, Atapupu, and Calabai, reducing price disparities between and outer islands by up to 20-30% in targeted commodities. The feeder-pioneer framework, formalized under government directives since 2016, assigns Pelni management of dedicated ships—initially 52 vessels—for these non-commercial stretches, emphasizing reliability over profitability through state subsidies covering fuel and operational shortfalls. This approach has transported over 22,000 TEUs of sea toll cargo to 3TP zones in recent years, though challenges persist, including scheduling inefficiencies and vessel capacity limits in high-demand routes. Empirical data from program evaluations indicate improved access but highlight needs for better inter-ship coordination to avoid bottlenecks at feeder handoff points.

International and Specialized Routes

PT Pelni (Persero) does not operate regular international passenger or cargo routes, with its services confined to over 90 ports within Indonesian territory. The company's shipping agency division provides support for foreign vessels entering Indonesian waters, including administration, coordination with authorities, and logistical assistance, but this does not extend to Pelni-owned ships conducting voyages abroad. Specialized routes operated by Pelni include a dedicated livestock transportation service, designed to facilitate the movement of and other animals to meet demand spikes, such as prior to celebrations. This route complements the broader Sea Toll program but focuses specifically on perishable and live cargo requirements, utilizing appropriate vessels to ensure timely delivery to eastern Indonesian regions. As of 2024, this specialized operation supports national by integrating with domestic logistics networks, though it remains subordinate to core passenger and general cargo services.

Fleet Composition

Passenger Vessels

PT Pelni operates 25 passenger vessels as of 2025, providing essential inter-island transportation across Indonesia's . These ships, with a total capacity of 48,323 seats, are designed as multi-purpose vessels combining cabins, accommodations, and holds to support both human mobility and goods distribution in remote areas. The fleet primarily consists of "2-in-1" ships and multi-purpose ships, enabling efficient operations on routes spanning from to Papua. Prominent vessels include KM Dorolonda, measuring 146.5 meters in length and 23 meters in width, with a maximum passenger capacity of 2,000, serving eastern Indonesian ports such as Waren. Other key ships encompass KM Awu, KM Binaiya, KM Bukit Raya, KM Egon, , KM Lawit, KM Leuser, KM Sirimau, and KM Tatamailau, which collectively handle regular liner services visiting up to 74 ports annually. Many of these vessels feature gross tonnages around 6,000 GT and include facilities like dining and basic amenities, though onboard conditions vary by ship age and maintenance. The fleet supports obligations, with operations covering 511 segments and 1,359 routes in 2025, emphasizing connectivity to underserved regions despite challenges from aging in some units. vessels like KM Lambelu, with a of 136.03 meters and beam of 23.7 meters, exemplify the standard dimensions for stability in open seas. Efforts to modernize include route adjustments and capacity enhancements to meet peak demands, such as during Eid travel periods. ![Breakfast menu at KM Gunung Dempo][center] Basic provisioning, including standardized meals like those served on KM Gunung Dempo, underscores the utilitarian focus of Pelni's passenger services tailored for long-haul voyages.

Cargo and Logistics Vessels

PT Pelni operates a specialized fleet of and vessels to facilitate inter-island distribution, emphasizing containerized freight, general , and bulk commodities under government programs like Tol Laut, which aims to equalize essential prices across Indonesia's . This fleet complements passenger services by prioritizing dedicated capacity, with vessels supporting dry containers, reefer units, project , and transport. As of 2023, the logistics fleet comprises 5 Sea Toll freight ships, 7 commercial ships, and 1 cattle carrier, enabling charters via voyage or time charter agreements for private operators. The Sea Toll freight ships, primarily from the KM Logistik Nusantara series, focus on subsidized routes to underserved eastern and remote ports, carrying up to 125 TEUs per vessel including reefer slots for perishables. KM Logistik Nusantara 4, for example, handles 115 TEUs on Trayek T-2 from via Tanjung Uban to regional hubs, resuming operations in 2025 after docking. KM Logistik Nusantara 3 operates Trayek T-15 from Tg. Perak to , Jailolo, Morotai, and Tg. Silver, with loading capacities of 125 TEUs and 7 reefer TEUs via onboard cranes. Other units like KM Logistik Nusantara 2, 5, and 6 similarly support these missions, transporting basic commodities to mitigate regional price gaps. Commercial cargo vessels handle versatile loads such as bagged general cargo, dry bulk (e.g., , ), and project items, often leased to third parties. The 7 ships in this category include older multi-purpose units like the KM Caraka Jaya Niaga series; in 2023, Pelni offered three for sale starting at IDR 6 billion each, including KM Caraka Jaya Niaga III-4 with specifications suited for general freight. These vessels enable flexible operations beyond subsidized routes, including tug-and-barge combinations for heavier loads. The single cattle carrier addresses logistics, transporting live animals to support agricultural supply chains in isolated islands. While exact names and capacities for this vessel are not publicly detailed in fleet overviews, it integrates with Pelni's broader logistics subsidiary, PT Pelni Logistics (formerly PT Sarana Bandar Nasional), which coordinates , , and package shipments across over 90 ports. Fleet modernization efforts, including potential acquisitions of second-hand containerships, aim to enhance efficiency amid rising demand, though sales of aging units signal ongoing rationalization.
Vessel TypeNumberKey Features/CapacityExample Ships/Routes
Sea Toll Freight5115–125 TEUs, reefer slots, crane-equippedKM Logistik Nusantara 3 (T-15), 4 (T-2)
Commercial Cargo7General/project , bulk, charterableKM Caraka Jaya Niaga series
Cattle Carrier1 transportNot specified publicly

Auxiliary and Specialized Ships

PT Pelni (Persero) maintains a modest inventory of specialized vessels tailored for niche logistics roles, distinct from its passenger and general cargo operations. The flagship example is the livestock carrier KM Camara Nusantara 1, Indonesia's inaugural purpose-built ship for transporting live cattle and buffalo, commissioned in 2015 under government mandate and operated by Pelni to support equitable protein distribution via the Tol Laut sea highway initiative. This vessel addresses longstanding challenges in animal transport, such as high mortality rates from inadequate ventilation and handling in standard cargo holds, by incorporating dedicated decks with automated feeding, watering, and waste disposal systems to sustain animal welfare over extended sea voyages. With a optimized for bulk live cargo—demonstrated by shipments of 550 cattle from to in March 2023—KM Camara Nusantara 1 operates on designated routes connecting major breeding regions in eastern to consumption centers like , thereby stabilizing supply chains and mitigating inflationary pressures on meat prices during peak demand periods such as . Pelni's management of this asset, assigned by the Ministry of Transportation, underscores its role in state-directed specialized maritime logistics, with the ship routinely integrated into broader fleet deployments for national . Auxiliary vessels, such as or , are not prominently featured in Pelni's owned fleet, which prioritizes self-sustained liner services across archipelagic routes. Instead, the company provides agency services for third-party auxiliary operations, including handling and calls at ports, but relies on external contractors for docking support of its primary vessels. This operational model reflects Pelni's focus on core competencies in long-haul transport rather than port-adjacent support functions, with no publicly documented incidents or expansions indicating a shift toward owning dedicated auxiliary craft as of 2025.

Economic and Strategic Impact

Role in National Connectivity and Development

PT Pelni (Persero), as Indonesia's state-owned operator, fulfills a critical function in linking the nation's , particularly serving remote and outer islands where private operators deem routes unprofitable. The company operates under (PSO) contracts, receiving government subsidies to maintain essential connectivity, such as the Rp2.8 trillion agreement signed in January 2025 to support interregional links and public welfare. These subsidized services ensure the transport of passengers and goods to underserved areas, aligning with national priorities for equitable development across Indonesia's 17,000-plus islands. Pelni's involvement in the Maritime Highway program, part of the broader sea toll initiative, directly contributes to reducing economic disparities by facilitating efficient distribution of staple goods from western to eastern . Government allocations, including Rp4.1 in 2024 subsidies for pioneer in , outermost, and underdeveloped (3TP) regions, underscore Pelni's role in enhancing access to markets and services in eastern provinces. By operating yard-to-yard services on these routes, Pelni supports price stabilization and logistics efficiency, mitigating the isolation that hinders local economies. Additional funding, such as the Rp2.1 PSO proposed for maritime highways, reinforces Pelni's capacity to bridge infrastructural gaps. Beyond logistics, Pelni's services promote national integration and human development by enabling mobility for , healthcare, and employment in peripheral regions. The company's fleet sustains connectivity to areas lacking alternative , fostering social cohesion in a geographically fragmented nation and aligning with goals for sustainable regional growth. This strategic mandate, backed by ongoing subsidies like the Rp1.59 trillion allocated in 2022 for sea toll and pioneer operations, positions Pelni as a cornerstone of Indonesia's maritime policy for balanced development.

Financial Performance and Efficiency

PT Pelni (Persero), as a , has demonstrated recovering financial performance post-COVID-19, with consolidated net profits rising from IDR 40 billion in 2021 to IDR 173 billion in 2022 and IDR 201 billion in 2023. In the first half of 2023, the company recorded revenue of IDR 2.65 trillion and net profit of IDR 113.32 billion, achieving 106% of its semi-annual profit target. For full-year 2024, revenue reached IDR 6.2 trillion, surpassing pre-pandemic levels, while net profit stood at IDR 194.25 billion, representing 96% of the prior year's figure despite a targeted range of IDR 220-250 billion. A significant portion of Pelni's —approximately 60% in 2024, totaling IDR 3.7 trillion—derives from government subsidies tied to (PSO) routes, which ensure connectivity to remote Indonesian regions. These predictable inflows, approved annually via the state budget, underpin the company's 'AAA(idn)' national rating with a stable outlook from , reflecting strong sovereign support rather than purely commercial viability. However, its standalone credit profile of 'aa-(idn)' highlights moderate financial leverage and operational risks, including high fuel costs exceeding 40% of expenses in certain segments and gross profit margins peaking at 8.64%. Efficiency gains have been pursued through strategies, such as monetizing onboard amenities (e.g., , blankets, tours) and spaces, alongside expansion to diversify beyond subsidized services. These efforts contributed to margin improvements of 17-18% in 2023, driven by resource optimization and reduced reliance on regulated fares. Net profit margins remain modest at around 7.44% in analyzed operations, with subsidies covering over 80% in shipping, underscoring persistent challenges in achieving self-sustaining profitability amid volatile prices and fleet maintenance demands.

Safety Record and Incidents

Major Accidents and Investigations

One of the most severe incidents in PT Pelni's history occurred on January 27, 1981, when the roll-on/roll-off ferry KMP Tampomas II caught fire and sank in the Java Sea near the Masalembu Islands while en route from Semarang to Jakarta. The blaze, believed to have originated in the cargo hold amid overloaded conditions and possibly hazardous materials, rapidly spread, leading to the vessel's capsizing; official reports cited 431 deaths, though unregistered passengers pushed estimates as high as 580 or more, marking it as Indonesia's deadliest maritime disaster at the time. An investigation revealed procedural lapses, including inadequate fire suppression systems and overcrowding beyond capacity, prompting regulatory scrutiny but limited public disclosure of accountability measures. More recent fires highlight ongoing vulnerabilities in fleet operations. On September 16, 2022, KM Sabuk Nusantara 91 (also known as KM Sanus 91) experienced a at 07:01 in the area on Deck 1 while docked at Masalembu Port, Sumenep, , resulting in one fatality—Novi Albert Lombogian, a 56-year-old minimarket attendant from —and injuries to others before the blaze was contained. PT Pelni suspended operations for investigation into the ignition source, which remained undetermined, and compensated affected parties while rerouting services via alternative vessels. In June 9, 2024, KM Umsini suffered a at 04:20 WITA while berthed at Soekarno-Hatta Port in , shortly before departing Bau-Bau with 1,677 passengers aboard; crew extinguished it using CO2 systems with no casualties reported, though the ship was sidelined for safety checks. PT Pelni diverted passengers to other vessels and halted operations pending a probe into potential electrical or mechanical faults, underscoring persistent risks in pre-departure inspections. KM Dorolonda faced a on August 11, 2025, during docking procedures at Port, , following maintenance; no injuries were noted, but Tanjung Priok police launched an investigation into the cause, with PT Pelni continuing internal reviews as of mid-August. These events, often linked to maintenance gaps or operational strains rather than external factors, have prompted PT Pelni to emphasize enhanced safety protocols, though systemic critiques persist regarding equipment upkeep across the fleet.

Safety Measures and Improvements

PT Pelni has conducted regular safety workshops in collaboration with the Ministry of Transportation to enhance awareness of maritime safety protocols on passenger ships, with sessions commencing on KM Bukit Raya from August 22 to 24, 2024, and extending to vessels such as KM Lawit and KM Binangka. In 2025, the company organized additional onboard safety workshops for members to improve skills in response and equipment handling. The President Director performed unannounced inspections of safety equipment, including lifeboats, liferafts, life jackets, and marine evacuation systems, confirming adherence to strict procedures such as mandatory muster lists and regular emergency drills on all passenger vessels. PT Pelni's fleet, exemplified by the MV Nggapulu, incorporates international and national standards for , including buoys, lifeboats, and , as part of ongoing compliance efforts. To bolster onboard security, PT Pelni intensified luggage inspections, passenger patrols by security officers, and coordination with port authorities during high-traffic periods like Lebaran in March 2023, aiming to prevent unauthorized items and overcrowding. These measures extend to loading procedures designed to minimize accident risks through standardized protocols for cargo and passenger distribution. Food safety has been prioritized via expanded Hazard Analysis Critical Control Point (HACCP) certifications across multiple passenger ships, reducing contamination risks in onboard provisioning. Fleet modernization initiatives, starting with the overhaul of KM Kelud in 2023 and planned for 25 additional vessels, incorporate upgrades that support enhanced safety standards amid broader operational transformations.

Future Developments and Modernization

Fleet Expansion Initiatives

PT Pelni (Persero) has pursued fleet expansion through state-backed procurement of three new passenger vessels, funded by a government allocation of Rp 3 trillion, to modernize its aging armada and improve service in eastern , particularly Nusa Tenggara Timur (NTT). These vessels, intended to replace ships exceeding operational age limits, are in the design phase with delivery targeted for early to mid-2028. The procurement includes an initial down payment of Rp 1.5 trillion, with Pelni seeking an additional Rp 2.5 trillion in state capital injection (PMN) to complete payments, reflecting a total investment potentially reaching Rp 4 trillion as approved by the House of Representatives (DPR). This initiative addresses the need for enhanced passenger capacity and reliability amid rising demand, such as during the 2025 Eid homecoming period when Pelni transported over 26,000 passengers on peak days. Complementing passenger-focused efforts, Pelni outlined in its 2025 business plan the acquisition of seven support vessels with Rp 700 billion, comprising two commercial roll-on/roll-off (Ro-Ro) ships for logistics and five units of barges and tugboats to bolster sea toll operations. These additions target improved cargo distribution efficiency, including for the 2025 Sea Toll Program involving 118 voyages and new ports. Procurement processes incorporate reviews for local content requirements (TKDN), ensuring alignment with national industry policies, while DPR has consistently endorsed these renewals to sustain Pelni's role in national connectivity.

Strategic Reforms and Challenges

In response to operational inefficiencies and market pressures, PT Pelni (Persero) launched the "9 TRANSFORMactions to Drive Growth" initiative as part of its restructuring efforts, focusing on adapting to economic changes, enhancing cost efficiency, and pursuing long-term sustainability through targeted operational and technological upgrades. This program emphasizes penetrating new markets, improving fleet capabilities, and integrating digital tools for , including strategies to bolster operational departments. Complementing these internal reforms, Pelni has pursued strategic partnerships, such as with in 2023 for ammonia transportation to advance green fuel adoption, and with PT BKI for enhanced safety and innovation protocols. Fleet modernization remains a core reform pillar, with ongoing ship reorganizations—such as the transformation of KM Kelud in 2023 to optimize routes like Medan-Batam—and parliamentary support from Indonesia's House of Representatives for renewal programs to replace outdated vessels. Route adjustments, including modifications for 11 passenger ships in 2025 and exchanges like KM Lawit and KM Kelimutu starting January 2025, aim to improve connectivity and handle peak demands such as Eid travel. A significant proposed structural reform involves the Ministry of State-Owned Enterprises' plan, announced by Minister Erick Thohir in November 2024, to merge Pelni with PT ASDP Indonesia Ferry and PT Pelabuhan Indonesia (Pelindo) into a maritime holding to streamline operations, reduce redundancies, and boost efficiency across 30 consolidated SOEs by sector. As of March 2025, the merger process remains in early stages, focusing on directorate formation under a "Holding Integrasi Maritim" framework, though integration challenges persist. Despite these reforms, Pelni confronts substantial challenges, including an aging fleet where vessels like KM Umsini and KM Awu exceeded 39 years by 2024, limiting capacity to 26 ships against an ideal 76 needed for demand and hindering of eco-friendly technologies due to spatial and manpower constraints. Financially, the company relies heavily on government subsidies, which accounted for 60% of 2024 revenue, exposing it to budgetary fluctuations despite recording a net profit of IDR 110 billion that year amid economic pressures. Operational hurdles include weather-induced delays—such as eight trips in late 2024—and post-peak declines, alongside inefficiencies in utilization that have drawn criticism for suboptimal resource allocation. The 2024 KM Umsini incident further underscored and vulnerabilities, prompting operational halts and highlighting broader risks in sustaining connectivity across Indonesia's . Merger proposals introduce additional complexities, including potential overlaps in and operations, regulatory hurdles, and debates over whether consolidation will resolve rather than exacerbate inefficiencies.

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