Logistics

From the producer's gate to your port.

Indonesia is four thousand kilometres wide and the cargo rarely starts near the ship. Which port a shipment leaves from is a sourcing decision as much as a freight one — and it is decided before production, not after.

Loading ports

Where cargo leaves from.

We help assess the port that suits the producer's region and your destination rather than assuming a default. Moving a container across the country by road to reach a "better" port can cost more than it saves.

01BelawanMedan, North SumatraSumatra — coffee, palm, rubber, cocoaClosest gateway to the Malacca Strait, so the natural loading port for cargo heading west to Europe and the Gulf.
02Tanjung PriokJakarta, West JavaJava — food, textiles, consumer goodsA major gateway with broad carrier coverage. The final choice still depends on origin, sailing schedule and inland cost.
03Tanjung EmasSemarang, Central JavaCentral Java — furniture, food and manufactured goodsA practical option for cargo produced around Semarang and Jepara, subject to the destination service and booking schedule.
04Tanjung PerakSurabaya, East JavaEast Java, Bali, Nusa Tenggara — furniture, handicraft, agricultureA major East Java gateway. It can also serve cargo from neighbouring islands when feeder and inland routing make commercial sense.
05MakassarSouth SulawesiSulawesi, Maluku, Papua — cocoa, seaweed, seafoodThe eastern hub. Cargo from the outer islands consolidates here rather than crossing the country by road.

Outbound corridors

No fixed lane.

West through Malacca for Europe, the Gulf and Africa. North for East Asia. East across the Pacific for the Americas. South for Oceania.

From Indonesian production regions to destination ports.

The corridors illustrate possible outbound directions, not fixed lanes or a promise that every product is available for every destination.

Container planning

Volume or weight — one of them runs out first.

Dense bagged cargo may be weight-limited while furniture and other light goods are usually volume-limited. The result depends on packing density, dunnage, stacking pattern and route restrictions, so the load plan must be calculated from actual package dimensions and weights.

20' dry≈ 33 m³≈ 28 tOften used for dense bagged or palletised cargo. The actual limit depends on packing density and local weight rules.
40' dry≈ 67 m³≈ 28 tMixed loads and lighter goods.
40' high cube≈ 76 m³≈ 28 tFurniture and volume cargo — the extra foot of height is what makes it work.
40' reefer≈ 59 m³≈ 27 tFrozen and chilled seafood, temperature set before stuffing.

Nominal ISO capacities. Usable volume is always lower once packaging, dunnage and the stacking pattern are accounted for.

Incoterms

Who carries what, and where it changes hands.

Most disagreements in a first shipment come from an unstated assumption about this. We coordinate offers on a named term, and each offer should say what is inside the figure and what is not. FCA is often clearer for containerised or multimodal cargo; FOB, CFR and CIF are sea or inland-waterway terms. Incoterms allocate duties between seller and buyer; the agency's own scope is stated separately.

Reference: ICC Incoterms® 2020.

EXWEx WorksSeller sideThe seller makes the goods available at the named place.Buyer sideThe buyer handles collection onward, including export clearance where legally possible.This can be impractical for an overseas buyer because export clearance remains the buyer's responsibility.
FCAFree CarrierSeller sideThe seller clears export and delivers to the named carrier or terminal.Buyer sideThe buyer handles main carriage, insurance and destination costs from the named delivery point.Often the clearer choice for containerised or multimodal cargo because delivery occurs before vessel loading.
FOBFree On BoardSeller sideThe seller clears export and loads the goods on board at the named port.Buyer sideThe buyer handles ocean freight, insurance and destination costs.For sea or inland-waterway transport. FCA may be more appropriate when a container is handed to a terminal before loading.
CFRCost and FreightSeller sideThe seller covers its FOB-side obligations plus freight to the named destination port.Buyer sideThe buyer handles insurance and costs from the destination port onward.Useful when you want one price to the port but insure cargo under your own policy.
CIFCost, Insurance and FreightSeller sideThe seller covers its CFR-side obligations plus the insurance required by the CIF rule.Buyer sideThe buyer handles import clearance, duties and inland delivery.CIF is not landed cost. Compare offers only after adding destination charges, duties, clearance and inland delivery.

Consolidation

Several producers, one container.

Compatible dry or ambient cargo can be brought into one load plan when the route, packaging, handling and commercial structure allow it. Refrigerated seafood, regulated goods or cargo with incompatible handling stays separate. Consolidation does not merge product-specific certificates or remove importer obligations.

Assess a consolidated order

Tell us the destination port.

Send the product, volume, origin if known and destination. We can identify the information needed for a named-term quotation and load plan.

Request logistics options