Port Capacity

Makassar New Port: Test the Berth-Time Loss Before Committing Phase 1D

Published 4 November 2026 Publisher IMWO Region Asia Pacific Confidence Confirmed
Makassar New Port separates Q1 2025 berth and yard occupancy from domestic crane effective-time and berth-time productivity

IMWO original engineering diagram from the cited project records; geometry is schematic.

Makassar New Port entered its expanded operating phase with 1,280 m of quay and a reported 52 ha footprint at its February 2024 inauguration. Pelindo described Phase 1D as a further increment to be developed in response to demand. The subsequent operating records give an owner a practical starting point for that decision: the terminal's first-quarter 2025 berth occupancy was 28.49%, with yard occupancy of 39.61%. Pelindo's publication through August 2026 lists TPK New Makassar at 26.88 boxes per ship-hour gross for domestic containers. These dated measures support a closer examination of how existing berth time is used. [1][3][4]

An operating baseline for the next increment

Pelindo's 2025 annual report records physical completion of phases 1B and 1C in the fourth quarter of 2023 and the end of contractor maintenance on 31 March 2024. It identifies PT Pembangunan Perumahan as contractor and describes 1A operating from 2020 and 1B/1C from February 2024. The quarterly report lists Makassar New Port separately from the older Makassar container terminal. [2][3]

Crane output and berth output measure different constraints

The first-quarter table reports 28.19 boxes per crane-hour during effective working time and 15.98 boxes per crane-hour over berth time at Makassar New Port. It also reports 30.32 boxes per ship-hour gross. The different time bases expose two engineering questions: how quickly an active crane moves boxes, and how much output the ship achieves throughout its berth occupation. A capacity plan needs both, together with crane assignment, hatch changes, labour coverage and yard delivery to the crane. [3] The August 2026 figure is a later gross ship measure; use it with the calls and cargo mix for that reporting period [4]. Average occupancy needs the same treatment. A modest quarterly average can coexist with queues when services arrive together or require the same working length. Yard occupancy can concentrate in particular import, export or reefer blocks. Extending the quay would address a peak shortage of usable berth length; improving truck delivery or yard rehandles addresses a different source of lost ship time.

Evidence conclusion

Identify the constraint that another quay would remove

For the Phase 1D decision, replay the busiest service windows against the existing 1,280 m waterfront. Record each hull's working length, arrival pattern, exchange size, crane allocation and gross berth duration. Match the delayed calls to the yard blocks and transfer equipment serving them. First test the schedule with the observed delays removed where an operating change can realistically remove them. Then test the same calls with the proposed additional quay and the equipment and yard area it would require. Advance the civil increment where residual berth conflicts still constrain the intended service under a credible operating plan. The published occupancy and productivity records provide the historical baseline; the investment decision needs the current call-level record and the proposed increment's cost. Pelindo's demand-led phasing gives the owner room to make that comparison before committing the next waterfront.

Outstanding evidence

  • Current terminal-specific peak-call, berth-duration and yard-dwell records
  • Phase 1D issued scope, investment approval, partner procurement and signed civil packages
  • Latest approach/berth survey, equipment deployment and operating restrictions

Related records 1

Subject index

Related subjects

These subject pages bring together related projects, technical articles, reports, and evidence methods.

Sources used 4

Source collections