LAND PEOPLE MANAGING THE SEA: WHEN TECHNICALLY BLIND COMMISSIONERS READ REPORTS OF A SUNKEN VESSEL







🔥 PELINDO SERIES – PART 3: LAND PEOPLE MANAGING THE SEA 🔥

Search Description (English, ≤150 characters): Land generals commanding a navy: how non-maritime officials sank Indonesia’s port giant.

Label: Strategic Opinion | Global Economy | Geopolitics

LAND PEOPLE MANAGING THE SEA: WHEN TECHNICALLY BLIND COMMISSIONERS READ REPORTS OF A SUNKEN VESSEL

HOOK: The Ship Sank, the Commissioners Smiled

On March 7, 2025, the pilot vessel MPAC 001 sank at Panjang Port. Water slowly rose from morning until noon. No one was on watch in the engine room. There was no alarm. No emergency procedure was activated.

When this accident report reached the desks of the commissioners of PT Jasa Armada Indonesia Tbk (JAI), what happened?

Nothing.

No emergency meeting. No internal investigation. No public statement. The vessel sank, and the commissioners sitting in Jakarta remained calm—because they did not understand what an engine room is, what a seawater pipe is, or what the moral responsibility of a supervisor should be.

This is perhaps the most absurd portrait of the Pelindo octopus network: the world's largest maritime nation being managed by people who have never gone to sea.

PART 1: THE COMPOSITION OF COMMISSIONERS – POLITICIANS, BUREAUCRATS, FOOTBALL ASSOCIATION STAFF

1.1 The Undeniable Facts

Based on the data collected, the composition of commissioners across various levels of the Pelindo Group is as follows:

Entity | Number of Commissioners | Maritime Background Pelindo Holding | 8 people | 0 (zero) SPJM (Subholding) | 4 people | 0 (zero) JAI | 3–5 people | 0 (zero) — including the Head of the Legal Bureau of the Ministry of Transportation and an insurance specialist PMS | 4–6 people | 0 (zero) — including the Director General of Sea Transportation and football association staff

Not a single commissioner throughout the Pelindo chain has a background as:

• A naval architect or marine engineer • A ship master (captain) • A marine engine officer • A shipyard manager • A maritime logistics practitioner with field experience

1.2 Who Are They?

Let us look at some of the commissioners occupying supervisory seats over state-owned vessels:

Name | Position in Pelindo | Background (Outside Pelindo)

Arief Poyuono | Holding Commissioner | Gerindra politician, former labor activist, former flight attendant

Jodi Mahardi | Holding Commissioner | Former spokesperson for Luhut Binsar Pandjaitan, bureaucrat

Budi Prayitno | JAI Commissioner | Head of the Legal Bureau, Ministry of Transportation

Muhammad Masyhud | President Commissioner of PMS | Director General of Sea Transportation

Otto Ardianto | President Commissioner of SPJM | Senior Advisor to the Minister of Transportation

Perbager | PMS Commissioner | Staff member of the PSSI Chairman (Erick Thohir), communications team of the Ministry of State-Owned Enterprises

A rhetorical question:

“What does Arief Poyuono know about a ship's propeller? What does Budi Prayitno understand about marine engine cooling systems?”

The answer: nothing. They have never stepped into the engine room of a commercial vessel.

PART 2: A SUNKEN SHIP – THE MISSING RESPONSIBILITY OF COMMISSIONERS

2.1 The MPAC 001 Case

MPAC 001 sank on March 7, 2025. The technical cause, according to the account presented in this article, was water entering through an engine-room funnel opening shortly after the vessel had exited dry dock. This is presented as an indication of technical negligence that should have been detected through oversight.

What did the JAI commissioners do after the accident?

  1. No internal investigation was publicly announced.
  2. No accountability process involving the fleet director was publicly disclosed.
  3. No recommendation for dismissal of allegedly negligent officials was made public.
  4. No report was publicly issued to the public or investors.

Why the silence? According to the argument presented in this article, because they could not recognize negligence when they saw it. They could not distinguish between a normal technical accident and one allegedly caused by systemic negligence.


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