Pengetahuan Kapal dan Muatan

( Ships and Cargoes )

Institut Transportasi dan Logistik Trisakti

( ITL Trisakti )
Oleh
Capt.Syahrial Nasution, Dipl.MS, MBA,MMar.
 Pengetahuan Kapal
dan
Muatan
• Contents :
• 1. The Ship
• 2. Ship Design and Construction
• 3. Ships and Cargoes
• 4. Cargo Hatch and Groupage
• 5. Manning of Vessels
• 6. Ships Documents ( Papers )
• 7. Ship Operation
• 8. Trend of Trade
• 9. Cargo hold
• 10. Stowage Plan
• 11. Dunnaging and Packaging
• 11. Charter Parties
• 12. Ship Managements
 1. The ship
• Ship atau kapal adalah kendaraan air dengan bentuk dan jenis apapun, yg
digerakkan dengan tenaga mekanis,angin atau ditunda,termasuk kendaraan
yang berdaya dukung dinamis,kendaraan dibawah permukaan air, serta alat
apung dan bangunan terapung yg tidak ber pindah pindah.
• Pelayaran adalah suatu kesatuan sistim yang terdiri atas angkutan
diperairan ,kepelabuhanan,keselamatan dan keamanan ,serta perlindungan
lingkungan maritim
 Pengetahuan kapal dan Muatan

• 1. The ship
1 Funnel 2 Bow 3 Bulbous bow 4 Stern
5 Propeller 6 Engine 7 Suprastructure 8 Hold
9 Cargo gear 10 Hatch 11 Hatch cover 12 Anchor
13 Tanks 14 Bridge 15 Double bottom 16 Rudder
Main Features of Ship

Hull

Actual shell
Infrastructure

Machinery

Engines
Ancillary equipment
Eletrical eq.Winches
 Profile of ship
after foreword
aft peak forepeak
rudder amidship locker anchor/chain
propeller bridge,funnel
engine room
holds holds
derriks/boom accomodation derriks /boom
 Ship profile
Rudder Bow
 Plimsoll Mark

Plimsoll mark
L = lumber

8
 Types and Methods of
Tonnage Measurement

Displace Net
Deadweight Cargo
ment Gross tonnage (
(Cargo+ (cargo
( Light (Vessel GT –
Bunker measure
and only ) space
+Fuel ) ment )
Loaded ) occupied)
 Ship Design and Measurement

10
 2. Ship Design and Construction.

• General principles and factors influencing Design,Type and Size of ship :

• - Trade
• - Distance
• - Propelling
• - Nature of cargo
• - Cost of fuel
• - Economic influence
Ships design and construction
Ships design and cargo model
Ships design and Bottom construction
Ships design and double bottom
 Stabilitas kapal
• Isi tolak – Besarnya tekanan keatas sama besar dengan berat keseluruhan kapal, yakni
yang disebut dengan Isi tolak ( Displacement )------ Hukum Archimides.
• Garis muat (Load Lines ) ---- adalah batasan tinggi air yang dijadikan pedoman oleh
perwira kapal sebagai batas/tinggi maksimum gari s batas diatas air, kondisi tersebut
terdiri atas Freeboard ( lambung bebas ), atau jarak dari garis muat dilambung kapal
sampai pinggir lambung kapal yang terlihat .
 Safety and Regulations
• SOLAS ( Safety of Life at Sea )
• 1. convention 1960 ( construction,equipment –life
• saving ,fire fighting,lights and sound signal)
• 2. convention 1974 ( construction particularly –
• subdivision and stability, machinery and electri
• cal installations,fire protection,fire detection )

• Survey of ship : - Load line survey ( every 5 years )

• - Special survey ( every 4 years )
• - Annual survey ( every 1 year )
 Type of Ships

• Merchant ship non Merchant ship

•

General Cargo ( RO-

RO ,Container ,LASH ) War ship
Bulk Carrier (Tanker Survey ship
,LPG,LNG)
Special Cargo
Dredging ship
(Passenger, Cattle Search and Rescue
,Mobile /Car carrier )
 Ukuran pokok kapal
• LOA (Length overall )=Panjang yg diukur dari titik paling ujung di haluan kapal
sampai titik ujung di buritan kapal
• Breadth ( Beam/ Lebar )= lebar badan kapal yg terbesar.
• Draught/Draft /Sarat = adalah jarak tegak yg diukur dari garis alas rancangan
dipertengahan yang tenggelam diair.
• Net tonnage /berat kapal kosong =adalah berat benaman sebuah kapal yg
dinyatakan dalam ton tanpa muatan,bahan bakar,Muatan,air ballast,barang lain
dan awak kapal.
• Deadweight /bobot mati /DWT = Adalah jumlah muatan yg dapat diangkut
+bunker +perlengkapan lainnya yang dapat dibawa oleh kapal. sampai kapal
mencapai garis batas maksimum.
• LBP (Length Between Perpendicular ) =Panjang kapal yang diukur dari bagian tegak
dihaluan kapal sampai dengan bagian tegak di buritan kapal.
• LWL ( Length Water Line ) = Panjang kapal yang diukur dari batas benaman air di
haluan sampai batas benaman air di buritan kapal.
• Gross Tonnage (GT ) /Isi kotor = Isi seluruh kapal dikurangi isi ruangan(tangki dasar
berganda+ceruk depan dan belakang +shelter deck +dapur +anjungan +ruangan
kosong diatas ER dan kantor nakhoda .
• Displacement ( Isi tolak = jumlah berat air yg dipindahkan kapal atau berat kapal
seluruhnya.
 3. Ships and Cargoes

• Hull - Safety
• - Navigation
• - Maneuvering ( engines, propeller,Rudder,
• wheel ,Anchor,Communication equipment and ship crew ).
• - SOLAS 1974.
• Machinery
• - Steam engine ( quick response,engine power balance,
• old model )
• - Steam turbine (slow response,less power engine)
• - Diesel engine (general engine,flexible,development
• of technology,slow response of engine )
Cargo ships equipments
Container ship and Cargo gears
Container and Gencar ship
Container ships design
Generation of ships container
Container and RoRo ships design
Ship LNG Carrier
Ship car Carrier
Cargo in container
 Ships Gear

• Single boom ( batang

pemuat tunggal )

• Deck Crane
 4. Cargo hatches and Groupage
• Hatches and Decks : 1. Lower hold
• 2. Lower Tween deck
• 3. Tween deck
• 4. Upper tween deck
• 5. On deck
Cargo groupage

Pengapalan Sifat Kemasan

Muatan sejenis Muatan campuran

(homogen cargo ) (heterogen cargo )
Biji besi Hasil pertanian
Batubara Hasil hutan,tambang
Gandum Hasil perikanan
BBM,CPO Hasil Industri
cHEMICAL Hasil Kerajinan
 Menurut sifat barang

Cargo groupage

pengapalan sifat kemasan

Muatan peka
Muatan tergganggu
Atau merusak
Tembakau
Gula Kopra
Cuka ,kopi ,tembakau
Kertas
Bahan kimia
Kaca
Semen,besi beton
Keramik
 Menurut kemasan

Cargo groupage

pengapalan sifat kemasan

Muatan unitized Muatan Terurai

Menggunakan pallet Tanpa bungkus pallet

Kemasan dlm karung Curah kering

Peti peti kecil Batubara
Drum Klinker
Box Besi beton
 Cargo groupage

Cargo groupage

Pengapalan Sifat Kemasan

Muatan khusus

Peti kemas
Barang berbahaya
Muatan dingin
Hewan
Muatan rahasia
Muatan berat
Barang berharga
 Factors determining planning operation
of the ship
Full employed
Capital Intensive
Large amount
Always afloat

Limited life

Survey
Laid up
Maintenance
In Minimum
Time at port
time
Development of ship,Flight,Trucks size
and Buildings
 Scheme ships size and cargo optimal
Jenis muatan

Jenis kapal

Bobot mati kapal (DWT)

TYPE KAPAL

Performance kapal

Kapal di laut Kapal di pelabuhan

Kap. angkut biaya

Kap.B/M BIAYA

Rute pelayaran
Kapal di
Kapal dilaut pelabuhan Biaya kpl/ton
Biaya kpl/ton Di pelabuhan
Total biaya kpl.

DWT kapal
 5. Manning of Vessel

• 3 elemen :
• A. Perangkat keras ,yaitu moda transportasi
laut atau kapal laut.
• B. Perangkat lunak,yaitu technologi,metode
dan fasilitas pengambil keputusan dalam
menjalankan roda bisnis angkutan laut.
• C. Sumber daya manusia ,Brainware atau
pengendali dari kedua perangkat tsb.diatas.
 Nakhoda

Owner Representative
Responsible Safe Navigation
Efficient Loading
Stowage and Discharge Cargo

Engine Dept.
Deck Dept.
KKM/Chief .E
Mualim I Masinis I
Mualim II Masinis II
Mualim III Masinis III
Mualim IV Masinis IV
Electricent
Bosun Foreman
Juru mudi Kepala Koki
Oiler/Wiper
Kelasi Koki /steward
 Nakhoda
• Nakhoda atau yang sering disebut Captain
adalah pemegang kekuasaan tertinggi diatas
kapal.Dalam tugasnya se-hari hari Nakhoda
menjalankan fungsi 5 jabatan ,
• 1.Pemimpin kapal
• 2. Pemegang kewibawaan umum
• 3. Jaksa atau pegawai kepolisian
• 4. Pegawai pencatatan sipil
• 5. Notaris
 Dasar Hukum

• - Undang Undang no.17 tahun 2008 tentang Pelayaran

pasal 117 ayat (1 ) (2 ).

• KUHD pasal 343,388,394

• KUHD pasal 341,341a,384 dan 386

• Perjanjian Kerja Laut ( PKL )

Waktu kerja diatas kapal

Masinis II 00 00 – 0400 Mualim II

Masinis I 0400 -- 0800 Mualim I
Masinis III 0800 – 1200 Mualim III

Masinis II 1200 – 1600 Mualim II

Masinis I 1600 –2000 Mualim I
Masinis III 2000 –2400 Mualim III
 Organisasi di atas kapal

Master /Nakhoda

C/E -KKM R/O

C/O Mualim I

2nd Off/Mualim II 1st/2nd Eng/Masinis II Electricent

3rd Off/Mualim III 3rd Eng/Masinis III

4th Off/Mualim IV 4th Eng/Masinis IV

Bosun Foreman

Jurumudi Oliman/Oiler

Kelasi Wiper
 Konvensi Internasional
• Pengawakan kapal niaga Internasional diatur
dengan konvensi :
• Internasional Maritime Organization (IMO )
• Internasional Labour Organization ( ILO )

• Kompetensi dan Kualifikasi – STCW 1978

• ( Standard of Training ,Certification and Watchkeeping )

• STCW 1978 – amandment STCW 1995 – amandment STCW 2010 ( Manila )
• STCW 2010 (Amandment Manila --berlaku Janurari 2017.
 6. Ship Documents
• Certificate of Registry
• International Tonnage Certificate
- Safety Management certificat(ISM Code )
- International ship Port security ( ISPS
• Cargo ship Safety certificate
Code )
• Cargo ship safety equipment
- Ships Security Officer certificate ( SSO )
• Radio Telegraph certificate
- Health certificate
• Safe manning certificate
- Life raft certificate
• Hull classification certificate - Fire Extinguisher certificate
• Machinery classification certificate - Personnel effect list
• Load Line certificate - Dangerous goods manifest ( IMDG Code )
• Oil book record - Ships declaration
• Crew List - Port clearance (in and out )
• Safety management certificate (
ISM Code )
• Ship security officer certificate (
SSO )
• Health certificate
• Port clearance ( In and Out )
 Ship Cargo Document
• Commercial invoice. As in a domestic transaction, the commercial
invoice is a bill for the goods from the buyer to the seller. A
commercial invoice should include basic information about the
transaction, including a description of the goods, the address of the
shipper and seller, and the delivery and payment terms. The buyer
needs the invoice to prove ownership and to arrange payment.
Some governments use the commercial invoice to assess customs
duties.
• * Bill of lading. Bills of lading are contracts between the owner of
the goods and the carrier (as with domestic shipments). There are
two types. A straight bill of lading is nonnegotiable. A negotiable or
shipper's order bill of lading can be bought, sold, or traded while
goods are in transit and is used for letter-of-credit transactions. The
customer usually needs the original or a copy as proof of ownership
to take possession of the goods.
• * Consular invoice. Certain nations require a consular invoice,
which is used to control and identify goods. The invoice must be
purchased from the consulate of the country to which the goods
are being shipped and usually must be prepared in the language of
that country.
 Ship Cargo Documents
• Certificate of origin. Certain nations require a signed
statement as to the origin of the export item. Such
certificates are usually obtained through a semiofficial
organization such as a local chamber of commerce. A
certificate may be required even though the
commercial invoice contains the information.
• * Inspection certification. Some purchasers and
countries may require a certificate of inspection
attesting to the specifications of the goods shipped,
usually performed by a third party. Inspection
certificates are often obtained from independent
testing organizations.
• * Dock receipt and warehouse receipt. These receipts
are used to transfer accountability when the export
item is moved by the domestic carrier to the port of
embarkation and left with the international carrier for
export.
 Ship Cargo Documents
• Destination control statement. This statement appears on the
commercial invoice, ocean or air way-bill of lading, and SED to notify
the carrier and all foreign parties that the item may be exported only
to certain destinations.
• * Insurance certificate. If the seller provides insurance, the insurance
certificate states the type and amount of coverage. This instrument is
negotiable.
• * Export license. (when needed).
• * Export packing list. Considerably more detailed and informative than
a standard domestic packing list, an export packing list itemizes the
material in each individual package and indicates the type of package:
box, crate, drum, carton, and so on. It shows the individual net, legal,
tare, and gross weights and measurements for each package . Package
markings should be shown along with the shipper's and buyer's
references. The packing list should be attached to the outside of a
package in a waterproof envelope marked "packing list enclosed." The
list is used by the shipper or forwarding agent to determine (1) the
total shipment weight and volume and (2) whether the correct cargo is
being shipped. In addition, customs officials (both local and foreign)
may use the list to check the cargo.
 7. Ships Operations

The costs of a ship can be

grouped in 3 clusters:
• Operating
• Voyage
• Capital

Remark: This graph shows the

principles. The amounts and
shares shall be disregarded.
1. Operating Costs ( 45 % )

Manning Costs 42 %

Stores and Lubricant 26 %

Repairs and Maintenance 12 %

Insurance 10 %

Administration 10 %
2. Voyage Costs ( 50 %)

Fuel Oil 80 %

Diesel Oil 10 %

Port Costs 10 %
 3. Capital Cost and Repayment ( 3-5 % )

Interest /Deviden ? Debt & Repayment ?

 8.Trend of Trade
World merchandice trade and world seaborne
trade
• 1. The overall number of the ship and their availability
• 2. The volume,type and any special characteristics of the traffic
• 3. Traffic fluctuations such e peaks demands
• 4. Maintenance of time margin where services connect.
• 5. Availablility of crew
• 6. Arrangements for relief measures which may arise in cases of emergency.
• 7. Climatic conditions.
• 8. Competition
• 9. Time at port
• 10. Voyage time
• 11. Actual types of ship
• 12. Political actions
• 13.General availability of port facilities
• 14.Actual estimated voyage cost and expected traffic receipts.
•
International seaborne trade
 Development of ship size

Generation Capacity (TEU) Length (m) Width (m) Draft (m)

1. (1968) 750 180 25 9.00

2. (1972) 1,500 225 29 11.50

3. (1980) 3,000 275 32 12.50

4. (1987) 4,500 275 39 13.50

5. (1997) 5,500 325 41 14.10

6. (1999) 8,000+ 345 43 14.50

7. (2006) 13,000+ 396 16.00

56.4

On order: Malacca Max = 18,000 Future: STX X = 22,000???

Global container Trade
Development of ship,Flight,Trucks size
and Buildings
9. Cargo Holds
Ruang muatan barang umum
Ruangan muatan barang curah kering
Ruangan muatan petikemas
 Memuat dan membongkar muatan
• 1. Stabilitas kapal
• - Isi Tolak (Displacement )
• - Garis Muat (Load lines )
• 2. Rencana Muat
• - Stabilitas dan Keselamatan
• - Stowage Plan
• - Ruang Palka
• - Bobot Muatan kapal
• - Full and Down
• - Container
• 3. Operasi Muat dan Bongkar
• - Kondisi
• - Commanding Hatch
• - Sispro Muat
• - Stabilitas (kapal dan Terminal )
• 4. Bongkar Muat Barang Berbahaya
• - Klasifikasi
• - Pemisahan
• - Pemuatan
 Terminal Operation Manajemen

9. STOWAGE PLAN (The

Management of General Cargo /Container Operations)
PENGERTIAN
LOADING PLAN

RENCANA SEMENTARA DIMANA MUATAN YANG

AKAN DIANGKUT DI TIAP PELABUHAN PEMUATAN
HARUS DITUMPUK KE DALAM RUANG MUAT KAPAL
(PALKA).
STOWAGE PLAN ATAU CARGO STOWAGE PLAN

RENCANA PENEMPATAN DAN PEMBONGKARAN

MUATAN DI KAPAL YANG AKAN DILAKUKAN DI
SATU ATAU BEBERAPA PELABUHAN DALAM SATU
KALI PELAYARAN (VOYAGE).
MERUPAKAN GAMBAR BELAHAN MEMANJANG
KAPAL DIMANA TERLIHAT PENEMPATAN MUATAN
UNTUK PELABUHAN TUJUAN MASING-MASING
MUATAN.
 Terminal Operation Manajemen
PRINSIP of Stowage Plan -
PENATAAN MUATAN DI KAPAL (CARGO STOWAGE)
MERUPAKAN BAGIAN DARI ILMU KECAKAPAN PELAUT
(SEAMENSHIP), DENGAN PRINSIP-PRINSIP DAN
SASARAN :
MELINDUNGI KAPAL
MELINDUNGI MUATAN
MELINDUNGI AWAK KAPAL DAN BURUH
PEMANFAATAN RUANG MUAT SECARA OPTIMAL

PENYUSUNAN MUATAN SECARA TERATUR DAN

SISTIMATIS
PEMBUATAN

PADA AWAL PERMULAAN, DIBUAT PADA KONDISI

RUANG MUAT KAPAL DALAM KEADAAN KOSONG
PADA PELABUHAN LANJUTAN, DIPERBAHARUI
APABILA TERDAPAT PERUBAHAN
PADA PELABUHAN AKHIR TIDAK DIBUAT
DIBUAT BERDASARKAN DENAH KAPAL,
BERBENTUK STANDARD SESUAI KARAKTERISTIK
RUANG MUATAN (PALKA-PALKA)
DALAM PEMBUATANNYA TIDAK DIPERLUKAN
SKALA YANG TELITI.
KONFIGURASI
STOWAGE PLAN MEMPERLIHATKAN :

KEDUDUKAN POSISI MUATAN

JENIS DAN VOLUME MUATAN DALAM
PELABUHAN TUJUAN SATU DENAH
KETINGGIAN ATAU BATASNYA SEKALIGUS
DENGAN MUATAN LAIN DI DALAM
SATU PALKA.
URUTAN PETUNJUK DALAM
PALKA PADA STOWAGE PLAN :

PELABUHAN TUJUAN
JUMLAH/ VOLUME BARANG PORT RAPID
JENIS KEMASAN
2000 BAG MILIK
NAMA BARANG POWDER
80
BERAT BARANG TON
CARA PEMBACAAN

HACTH NO. 4 : ON DECK 4

KOMPARTEMEN PALKA PALING UPPER TWEEN DECK

4
ATAS DAN KOMPARTEMEN PALKA
TENGAH, PEMBACAAN SEOLAH-
OLAH DILIHAT DARI
PANDANGAN ATAS.
LOWER TWEEN DECK
4
KOMPARTEMEN PALKA PALING
BAWAH, PEMBACAAN SEOLAH-
OLAH DILIHAT DARI PANDANGAN
SAMPING KANAN KAPAL LOWER HOLD 4
(STARBOARD SIDE)

GELADAK ATAS (ON DECK),

PEMBACAAN SAMA SEPERTI PADA AFTER FORE
LOWER HOLD.
CARA PEMBACAAN

PEMBACAAN PADA GELADAK ANTARA (UPPER

TWEEN DECK & LOWER TWEEN DECK)

SUSUNAN MUATAN SECARA BERTINGKAT

(MUATAN DITUMPUK SATU DIATAS YANG LAIN)

MUATAN UNTUK PELABUHAN MUATAN BAGIAN

BERLAINAN, DIGAMBAR ATAS
TERPISAH OLEH GARIS
DIAGONAL. MUATAN
BAGIAN BAWAH

MUATAN UNTUK PELABUHAN MUATAN BAGIAN

YANG SAMA, DIGAMBAR ATAS
TERPISAH OLEH GARIS TITIK-
TITIK DIAGONAL. MUATAN
BAGIAN BAWAH
CARA PEMBACAAN

PEMBACAAN PADA GELADAK ANTARA (UPPER

TWEEN DECK & LOWER TWEEN DECK)

SUSUNAN MUATAN SECARA MENDATAR

(MUATAN DITUMPUK PADA DERETAN TINGKAT YANG
SAMA) :
MUATAN UNTUK PELABUHAN
MUATAN PADA
BERLAINAN, DIGAMBAR
PALKA SISI KIRI
TERPISAH OLEH GARIS
MENDATAR. MUATAN PADA PALKA
SISI KANAN

MUATAN UNTUK PELABUHAN MUATAN PADA

YANG SAMA, TERPISAH OLEH PALKA SISI KIRI
GARIS TITIK-TITIK MENDATAR.
MUATAN PADA PALKA
SISI KANAN
CARA PEMBACAAN

HATCH NO. 4 HATCH NO. 3 HATCH NO. 2 HATCH NO. 1

UPPER
TWEEN DECK

PORT SIDE UPPER LOWER

ENGINE LEVEL
STARBOARD LOWER TWEEN DECK
ROOM SIDE LEVEL

PORT SIDE LOWER HOLD

UPPER LEVEL

STAR- LOWER LEVEL

BOARD
AFTER SIDE FORE
 Rencana muat

• 1. Stabilitas dan Keselamatan ( Seaworthiness and Stability )

Ruang Palka
CONTOH STOWAGE PLAN

HATCH NO.3

Port B Port A
STOWAGE Ctns. Dried Reels of Newsprint Port B
PLAN SALAH Googs 50 t. Bls.
Port C UPPER ‘TWEEN
30 t. Ctns. Textile
SATU PALKA 4 ISO Goods Ctns. DECK
Tinned
Food Containers 24 t. Cigarettes
Port E
25 t. 41 t. Port C
Ctns. Yarn 35 t.
HATCH NO. 4 HATCH NO.Furniture
Cts. 3 HATCH Yarn
NO. 2 HATCH NO. 1
65 t. 47 t. 35 t.
Port E
Port B
Port C C/s. Electrical Goods UPPER
Bls. Textile
Rolls of Carpet 18 t. TWEEN DECK
fibre LOWER ‘TWEEN
38 t.
Port A 40 t. Port C DECK
Port C Cts. Agricultural Drms. LOWER
Ctns. Machinery
ENGIN Foodstuffs
Vegetable TWEEN
45 t. Oil
E 49 t. DECK
ROOM Port A
Port B Ctns. 55 t.
Ctns. Port A Food
Bls. C/s. LOWER HOLD
Foodstuffs Bags Clothing 22 t. Plasti
25 t.
Cts. Animal c Port B
Earthenware Feed 31 t. Goog Car
s Tyres
18 t.
Port C
45 t. Port B LOWER HOLD
14 t. 38 t.
Port A Cts. General
AFTER C/s. cargo FORE
Plastic C/s.C/s.
Goods SpareMachinery 110 t.
Parts Port D
15 t. 115 t. Port E
65 t. Bags China
Port C Steel Coils
Clay
Steel Pipes 200 t. 120 t.
135 t.
 10. Dunnage and Packaging
• Stowage of breakbulk cargo general cargo ship ,many carefully to carry
article have mentioned ,and given advice on the stowage of different
commodities which could loosely be described as breakbulk cargo.
However, no article has yet dealt generally with the subject of stowage of
breakbulk cargo. In recent years there appears to have been a general
decline of standards in the stowage of breakbulk cargo resulting in cargo
damage and claims.
• The Committee considers there are various reasons for the decline of
standards, namely:
• ■
• Use of bulk carriers for the carriage of breakbulk cargo.
• ■
• Improper dunnaging.
• ■
• Inadequate packing.
• ■
• Inadequate stowage skills of ships’ officers.
• Bulk carriers
 Dunnaging
• It is apparent that it is of paramount importance to use proper and adequate dunnaging
materials during the stowage of breakbulk cargo, and this is especially true in the case of bulk
carriers. Timber and timber products such as plywood, are still the main type of dunnage
materials in use, even though timber products have risen in price over the past few years.
Other cheaper materials are sometimes used as a substitute, but are generally found to be
inadequate. Because of the price of timber, charterers, or whoever is paying for the dunnage,
are often reluctant to provide dunnage which is adequate both in quality and quantity.
Dunnage is used for the following reasons:
• ■ To spread the load over the surface area of the tank top, tween deck or deck and also
between horizontal tiers of cargo. Carefullt to Carry Advisory Committee Report
www.ukpandi.com
• ■ To increase friction between steel surfaces (tank top and cargo, etc.). ■ To tie the cargo
together to prevent any movement in the stow.
• ■ To keep the cargo away from the tank top or deck and away from the steel structure at
the ship’s sides thereby preventing contact with moisture formed on, or running down or
across steel surfaces and permitting the water to flow to the bilges.
• ■ To block void spaces, brace and support cargo and block cargo to prevent movement.
• ■ To create a divide, an auxiliary deck or level surface.Dunnage is an absolute necessity for
proper stowage of breakbulk cargo and, when cargo damage occurs,
 Packaging
• One of the main causes of damage to breakbulk cargo is inadequate packing. Pallets, boxes,
crates and other forms of packing are usually designed for a single transit. During the course
of this transit the unit must survive initial storage, loading on to a road or rail vehicle, transit
to a port, handling at the port into temporary storage, loading on to the ship and stowage,
static and dynamic forces related to the ocean passage, breaking out of stow and unloading,
handling into temporary storage, handling on to road or rail vehicle, transit to the receiver’s
premises and handling at the receiver’s premises. There are probably a minimum of ten
handling operations involved with every transit but, by far the most arduous, is the sea
voyage. It is therefore very important that packaging is taken into account when planning the
stowage of breakbulk cargo, particularly, when a stow could be as high as twelve metres on a
bulk carrier. Packaging should be inspected prior to loading and if inadequate, the cargo
should either be rejected or the bills of lading properly claused in regard to the inadequacy of
the packing. It is difficult to generalise on what should be considered
• as inadequate packing, however, listed below are some examples:
• ■ Flimsy pallets which bend and break when lifted.
• ■ The cargo on the pallets is laterally greater than the surface area of the pallet platform
which results in the cargo projecting over the sides and becoming torn or split on the pallet
edges causing the load to become unstable.
• ■ The load on the pallet is only secured with shrink-wrapped plastic sheeting, which is not
acceptable as a securing material and leads to instability of the cargo on the pallets.
• ■ Some of the bottom bags of the pallets leak their contents due to being pierced by the
forks of fork lift trucks which impairs the stability of the stow on the pallet.
 11. Persewaan kapal (Charter Parties )

A charter party is the contract between the owner of a

vessel and the charterer for the use of a vessel. The
charterer takes over the vessel for either a certain
amount of time (a time charter) or for a certain point-to-
point voyage (a voyage charter), giving rise to these two
main types of charter agreement.
 Charter Parties

is a contract, arranged usually by a shipbroker, between a shipper of goods, and the

owner of a ship upon which the goods are to be carried. It is legally binding,
internationally recognised and is perhaps one of the most important facilitators of trade
and transport.
The charter party sets out all the terms upon which the deal is to be done and the freight
rate, which is effectively the price of the hire, which may be a sum per tonne shipped or a
daily "rental" for the vessel.
A fair deal, giving a reasonable rate and conditions to both shipper and shipowner, ought
to be the consequence of a properly arranged fixture, using documents that have been
carefully thought out to provide for this equity between the parties.
An important role for BIMCO, which has been important in this field for nearly a century,
is in the development of fair and balanced charter parties.
BIMCO -Baltic and International Maritime Council
 Contract
The Contract (Charter)

The Ship Owner The Charterer or

(Needs Money) Shipper (Needs
Carriage or Needs
a Ship)
Charter Types
• Voyage Charter
• Time Charter
• Demise Charter or
Bareboat Charter
 Time Charter

• Contract:
– Owner provides services of vessel for an
agreed time
– Charterer decides (within terms of C/P)
what use he makes of the vessel
• Remuneration ( = “Hire”) based on time
– typically rate per day
• Hire as a rule paid in advance
 Time Charter
• Advantages (for the charterers): They are in
control of the vessel
– The market may soar.
• Disadvantage (period charter): The market
may plummet
• Weather delay is charterers’ problem
• Laytime problems fall on charterers
• Trading Limits (IWL, INL)
 Time Charter
Owners remain responsible for
1. Insurance pertaining to the vessel
2. Crew/expenses (including fuel used for the
“indulgences” of the crew)
3. Stores and provisions
4. Classification requirements
5. Maintenance of the vessel
6. The navigation of the vessel
 Time Charter
Charterers are responsible for
1. Fuel oil for the vessel’s consumption
(bunkers)
2. Port expenses (which include pilotage, tugs,
port agency remuneration = “usual
expenses”)
3. Expenses pertaining to loading and
discharging (and related costs)
 Voyage Charter
Charterers are responsible for
1. A part all cargo holds responsible by charterer
2. Port activities expenses ( loading and unloading of
cargo )
3. Ports of Loading or Discharging should be declare
and agreed
4. Paid per voyage
 Voyage Charter
Ship owner responsible for :
1. Preparation of cargo holds
2. Port expenses (which include pilotage, tugs, port
agency remuneration = “usual expenses”)
3. Ship s for charter must be ready and cleared ( fuel
oil, diesel oil, Insurance and taxes.
 Bareboat Charter
Ship owner responsible for :
1. Preparation of ships and cargo holds
seaworthy.
2. Capital /Bank debt and interest
 Bareboat Charter
Charterer responsible for :
1. Operational and Voyage costs of ship for
certain time .
2. Preparation for recruitment of ship crew
3. Cost of Ship crew
4. Port expences
5. Chartere allow to recharter the ship ,chareter as
Disponent Owner
 12. Demurrage & Despatch
• Demurrage adalah denda yang dibebankan kepada
Charterer ,karena kegiatan bongkar muat barang melebihi
/melewati waktu (laytime ) yang telah disepakati( tertulis
)bersama Shipper .
• ( Demurrage /gencon Ten running days on demurrage at the rated at in box 18 per
day or pro rata for any part of a day ,payable day by day ,to be allowde Merchants
at ports of loading and discharging )

• Despatch adalah besaran pengembalian biaya oleh shipper

,karena pencharter dapat bekerja atau bongkar muat barang
lebih cepat dari waktu ( laytime )yang telah disepakati
bersama shipper .
 Laytime ,Demurrage and Despatch

• A practical seminar complete with a "hands-on" full-day Workshop

• The Law Relating to Laytime and Demurrage

• The shipping adventure, namely the voyage performed for the

carriage of cargo, involves four separate parts: the loading voyage
(ie the passage in ballast to the port of loading); the loading
operation;
• the carrying voyage; and the discharging operation. The two voyage
stages require acts of performance by the shipowner alone and do
not concern the charterer — it is the shipowner that bears the
primary risk.
• The other two stages in the loading and discharging ports require
acts of performance by both the shipowner and the charterer, and
it is the interplay of these which has given rise to so many disputes
under the general heading of laytime and demurrage.
As the introduction to the topic of the seminar, this session will
consider the four key questions associated with laytime and, by
inference, demurrage:
How is laytime calculated?

When does the (lay)time start to run?

What suspends the laytime from running?
When does laytime stop running?

Laytime is a very practical subject but it also causes many legal

disputes. Thus it is essential to keep up-to-date with the relevant law
cases which will be presented during this session and the following
ones during the seminar.
 12. Ships Manajemen
• Ship Manajemen --------- Ships Owner Policy
• --------- Maximum gross Revenue
• ---------- Minimize of Risks

• 5 Aspects to be consider are :

• a. Commercial
• b. Operating
• c. Technical
• d. Financial
• e. Investment
 Operating & Technical aspect
• Operating
• 1. Crew Manning
• 2. Critical Continuos
• 3. Fleet Size
• 4. Fleet Composition

• Technical
• 1. Surveys at peak traffic
• 2. Manajemen Technique
• 3. voluntary classification ship society
standard
 Financial & investment aspect

• Financial depends on ;

• - Investment plan
• - Traffic forecast
• - International events
•
• Investment some criteria are ;

• a. Actual market prospects

• b. Analyse existing Tonnage
• c. The level of Competitions
• d. Political situations
•
 Daftar Riwayat Hidup
• Daftar Riwayat Hidup.
• H.Syahrial Nasution,Dipl.MS,MBA ,Master Marine ,lahir di Jakarta 1951,
Lulus dari Akademi Ilmu Pelayaran ( AIP ) tahun 1975 dengan Ijazah MPB III
dan selesai MPB I tahun 1982.sejak lulus dari AIP bekerja diatas kapal
niaga sebagai Perwira /Mualim sd tahun 1980.setelah itu mengikuti
pendidikan Pandu Laut 1981 dan bekerja di BPP tahun 1982,Perum
Pelabuhan dan PT.Pelabuhan Indonesia II pel.Tg.Priok,pel.Panjang sebagai
Manajer Terminal Petikemas sejak 1999-2003 ,kembali ke Pelabuhan
Tg.Priok dikantor pusat dan pensiun tahun 2007 sebagai Senior Manager
Operasi PT.Pelabuhan Indonesia II Mengikuti pendidikan di Belgia (1989
)mendapatkan Diploma Management and Shipping dan Pasca Sarjana (
MBA /S2) di Masstricht University tahun 1992 (Netherland ) in Port and
Shipping dan Pasca Sarjana S2 Master Marine ( 2002 ).
• Mengajar di STIP,Pasca Sarjana S2 di PKSPL –IPB ,Pengajar di Ditjen Hubla
,Pengajar Ahli Kepelabuhanan ( PKSPL –IPB ) dan D3 ,S1 pada Sekolah
Tinggi Menejemen Transpor Trisakti.
• Bekerja di Perusahaan Pelayaran ( 2008-2011 ) dan Konsultan
kepelabuhanan di PT.Indonesia Power ( 2011-2012 ),Konsultan Pelayaran (
2012-2013 ),dan konsultan di Dijenhubla.