 WHO IS RESPONSIBLE ?
 Siapa yang bertanggung
When speaking of ship’s
cargoes, the obvious answer
to the question, who is
responsible to the cargo?, is
quite often not the correct
answers.
There are at least four parties
that are interested in every
cargo shipment transported
by any type of carrier:
1. THE SHIPPER
2. THE CARRIER
(SHIPOWNER)
3. THE UNDERWRITER
4. THE CONSIGNEE
02/17/21
jawab?
Ketika berbicara mengenai
muatan kapal, jawaban yang
jelas untuk pertanyaan ini
biasanya tidak ada jawaban
yang tepat.
Setidaknya ada 4 bagian di
dalam pengiriman muatan
dengan beragam tipe
pengangkut:
1. Pengirim Barang
2. Pengangkut Barang
(pemilik kapal)
3. Asuransi
4. Penerima Barang
SanSet 1
OF THESE FOUR, THE Di antara 4 bagian ini,
SHIPPER AND THE Pengirim dan
CARRIER HAVE THE Pengangkut barang
GREATEST mempunyai tanggung
RESPONSIBILITY jawab yang besar
TOWARD THE SAFE mengenai
TRANSPORTATION keselamatan muatan.
OF THE CARGO.

02/17/21 SanSet 2
The ship owner was held Pemilik kapal memegang
responsible for cargo tanggung jawab atas
damage unless he could kerusakan muatan kecuali
pemilik bisa membuktikan
prove that such damage
bahwa kerusakan
was due to one of the tersebut disebabkan oleh:
following causes:
 Kekuasaan Tuhan
 An Act Of God  Dilakukan oleh
 An Act of Public penjahat masyarakat
Enemies  Kejahatan yang tidak
 Inherent Vice terelakkan
 Fire  Kebakaran
02/17/21 SanSet 3
THE SHIPOWNER WAS Pemilik kapal bebas
RELIEVED OF THE bertanggung jawab
RESPONSIBILITY OF akan kerusakan, dari
DAMAGE FROM SIX 6 penyebab berikut:
ADDITIONAL CAUSES :
1. Navigasi yang tidak
1. Errors in navigation or berfungsi dengan baik
mismanagement of ship. atau kesalahan
2. Perils of the sea. manajemen kapal.
3. Insufficiency of 2. Bahaya laut
packaging. 3. Pengepakan yang tidak
layak
4. Seizure under legal
process. 4. Terjadi penangkapan
secara sah
5. Act or omission of 5. Kelalaian yang dilakukan
shipper. oleh pengirim barang
6. Saving or attempting to 6. Menyelamatkan atau
save life or property at usaha penyelamatan jiwa
sea. atau harta benda di laut.

02/17/21 SanSet 4
IN ORDER FOR THE
CARRIER ENJOY THE
ABOVE THEN
IMMUNITIES, THE SHIP
OWNER WAS REQUIRED
TO FULFILL CERTAIN
DEFINITE
RESPONSIBILITY:
1. He must properly stow
and care for the cargo.
2. He must exercise due
diligence to properly
equip, man and provision
the ship.
3. He must exercise due
diligence to make vessel
seaworthy in all respects.
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Pengangkut bisa
menikmati kekebalan
yang telah disebutkan di
atas, pemilik kapal
dianjurkan untuk
memenuhi beberapa
tanggung jawab:
1. Diharuskan mengatur
penyimpanan dan
memelihara muatan.
2. Diharuskan mempunyai
pengalaman
sehubungan dengan
perlengkapan, awak
kapal, dan perbekalan
yang cukup.
3. Diharuskan latihan agar
kapal layak untuk
melaut dalam segala
hal.
SanSet 5
 THE CARRIAGE OF GOODS BY SEA ACT OF
1936
The 1936 act, applies from the
time of cargo is hoisted aboard
the ship until it is discharged
at the port of destination.
Summarizing all the immunities
of the carrier as they appear in
section 4 of the 1936 act we
find that neither the carrier nor
the ship shall be responsible
for loss or damage to cargo
arising from any of the
following:
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Ketentuan tahun 1936,
berlaku ketika muatan telah
berada di atas kapal sampai
muatan tersebut diturunkan
di pelabuhan tujuan.
Menyimpulkan semua
kekebalan dari pengangkut
seperti yang ada dalam
section 4 dari ketentuan
tahun 1936, dapat
ditemukan baik itu
pengangkut atau kapal
seharusnya bertanggung
jawab untuk kehilangan
atau kerusakan terhadap
muatan yang muncul
akibat:
SanSet 6
1. Error in navigation or 1. Sistem navigasi yang tidak
mismanagement of the berfungsi dengan baik atau
kesalahan pada manajemen
ship. kapal.
2. Fire, unless caused by 2. Kebakaran, kecuali terjadi
the fault or privity of the karena kesalahan atau sesuatu
carrier. yang tidak diketahui mengenai
pembawa barang.
3. Perils of the sea. 3. Bahaya laut.
4. Act of God. 4. Kehendak Tuhan.
5. Act of war. 5. Perang.
6. Penjahat masyarakat.
6. Act of public enemies. 7. Penahanan atau penangkapan
7. Arrest or seizure under berdasarkan proses legal.
legal process. 8. Karantina.
8. Quarantine restrictions. 9. Kelalaian yang dilakukan
pengirim barang.
9. Act or ommision of the
shipper

02/17/21 SanSet 7
10. Strikes or lockouts.
11. Riots or civil commotion.
12. Saving or attempting to
save life or property at
sea.
13. Inherent defect, quality,
or vice of the goods.
14. Insuffiency or
inadequacy of marks.
15. Latent defect not
discoverable by due
diligence.
16. Any other cause arising
without the actual fault
and privity of the carrier.
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10. Mogok kerja.
11. Kerusuhan.
12. Menyelamatkan atau
usaha penyelamatan jiwa
atau properti di laut.
13. Kerusakan yang tidak
dapat dihindari, kualitas,
dan cacat pada barang.
14. Tanda2 yang tidak jelas.
15. Kerusakan laten tidak
ditemukan secara teliti.
16. Akibat yang lain muncul
tanpa kesalahan yang
pasti dan kerahasiaan
dari pembawa barang.
SanSet 8
IN ORDER FOR THE Agar pembawa barang
CARRIER TO ENJOY THESE dapat menikmati
IMMUNITIES, THE kekebalan ini, pemilik
SHIPOWNER MUST FULFILL kapal harus memenuhi
THESE FOUR ke-empat tanggung
RESPONSIBILITIES: jawab ini:

1. He must exercise due 1. Ia harus berlatih dengan

diligence to make the ship keras agar kapal dapat layak
seaworthy. untuk melaut.
2. He must exercise due 2. Ia harus melatih orang yang
diligence to properly man, tepat, membekali dan
provision and equip the melengkapi kapal.
ship. 3. Ia harus memelihara dan
mengatur muatan dengan
3. He must properly care for baik.
and stow the cargo.
4. Ia harus memastikan seluruh
4. He must make all cargo muatan mendapatkan
space fit and safe for tempat yang cukup dan
stowing the cargo. aman untuk menyimpan
muatan.
02/17/21 SanSet 9
1. One of the first countries
to go it alone was the
USA, by the Harter act
of 1893.
1. Satu dari negara pertama
yang melakukan kontrak
adalah USA, dari
ketentuan Harter tahun
1893.

2. The first standardizing 2. Standar konvensi

international convention internasional pertama
adalah Hague Convention
was the Hague ditanda tangani di Brussels
Convention signed in pada tahun 1924
Brussels in 1924 (The (Peraturan Hague).
Hague rules).
3. Pada tahun 1968,
peraturan Hague
3. In 1968 the Hague rules diperbaharui oleh protokol
updated by the VISBY VISBY yang ditanda
protocol, signed at tangani di Brussels.
Brussels.
02/17/21 SanSet 10
4. Cargo nations found this
still too helpful to carrier
and they agreed a
different convention at
Hamburg in 1978 which
attracted enough
signatures from states to
come into force in 1992,
and is known as the
Hamburg convention.
5. The contract for carriage is
subject to implied terms at
common law, but in
practice the contract is
subject to one or other of
the regimes established by
international conventions,
basically the Hague, the
Hague – Visby and the
Hamburg rules.
02/17/21
4. Negara pengirim muatan
menemukan kontrak ini lebih
berpihak ke pembawa barang
dan mereka menyetujui
konvensi yang lain di Hamburg
tahun 1978 yang cukup
menarik untuk ditandatangani
dan bergabung dengan
kelompok pada tahun 1992
dan di kenal dengan konvensi
Hamburg.
5. Kontrak pembawa muatan
adalah subjek yang
dimasukkan dalam hukum
umum, tetapi di dalam
prakteknya kontrak tersebut
adalah subjek untuk satu atau
rezim yang lain, yang
diterbitkan oleh konvensi
internasional, dasarnya The
Hague, The Hague – Visby dan
peraturan Hamburg.
SanSet 11
6. If the contract is entered into
by the shippers, and he is
free or risk once the goods
are shipped on board, the
persons who wants to
enforce the contract liability
on the carrier is the
consignee or receiver of the
goods.
7. However, that person is a
third party in relation to the
contract of carriage and has
no title to use.
8. This has now happily been
replaced by an elegant
solution given by the carriage
of goods by sea act 1992.
02/17/21
6. Jika kontrak tersebut berlaku
untuk pengirim barang, dan
dia bebas atau menanggung
risiko atas barang2 yang di
kirim, orang yang ingin
mengendalikan tanggungan
kontrak terhadap pembawa
barang adalah penerima atas
barang2 tersebut.
7. Bagaimanapun juga, orang
tersebut adalah pihak ketiga
di dalam kontrak dari
pembawa muatan dan tidak
mempunyai hak untuk
menggunakannya.
8. Hal ini telah digantikan
dengan solusi yang diberikan
oleh pembawa muatan
dengan laut pada ketentuan
tahun 1992.
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 The form is one produced
by the carrier generally,
and filled in by the
shipper with details of the
cargo and where the
cargo is to be delivered,
and then signed by the
master or other agent on
behalf of the carrier and
issued to the shipper who
can transfer it to the
buyer – or more generally
to a bank, so that if it
meets the terms of the
letter of credit, the seller
can get payment for the
goods.
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 Formulir ini pernah dikeluarkan
oleh pihak pembawa muatan
secara umum dan diisi oleh
pengirim barang secara detail
mengenai muatan dan ke
mana muatan tersebut akan di
kirimkan dan ditandatangani
oleh pemilik atau agen yang
lain yang bertanggung jawab
atas muatan tersebut dan
diberitahukan kepada pengirim
barang siapa yang dapat
memberikannya kepada
pembeli – atau lebih umumnya
bank, jadi jika sesuai dengan
syarat letter of credit, penjual
bisa mendapatkan
pembayaran untuk barang2
tersebut.
SanSet 13
 B/L have three functions:
 RECEIPT FOR THE GOODS
It records that the cargo has
been shipped on board.
 RECORD OF CONTRACT OF
CARRIAGE
The contract to carry the
cargo will have been entered
into well before the cargo is
shipped on board so the B/L
can only record the terms of
the contract it is not the
contract itself.
 DOCUMENT OF TITLE
If conditions met for
negotiability. By custom if the
parties intend the B/L to be
negotiable it can serve as a
negotiable document of title to
the cargo
02/17/21
 B/L mempunyai 3 fungsi:
 Tanda terima barang
Meinformasikan bahwa barang
telah dikirimkan dengan
menggunakan kapal.
 Penyimpanan kontrak
pembawa muatan
Kontrak untuk membawa
muatan akan dimasukkan
sebelum muatan di muat
hingga B/L hanya dapat
menyimpan syarat kontrak
dan bukan kontrak itu sendiri.
 Surat Kuasa
Jika kondisi memungkinkan
untuk negosiasi. Biasanya jika
pihak2 yang ada bermaksud
untuk menegoisasi B/L, maka
dapat dikeluarkan sebagai
surat kuasa negoisasi atas
SanSet
muatan. 14
 The charterers has much more
control than for a voyage charter
party (C/P) as the vessel (of which
the master and crew are employed
by the owner) is at his disposal for
the whole period in relation to the
ports to which he is entitled to send
the ship.
 Para penyewa mempunyai kontrol
yang lebih besar daripada pihak
penyewa pelayaran (C/P) ketika kapal
(di mana pemilik dan ABK direkrut oleh
pemilik kapal) diperbolehkan selama
periode hubungan dengan pelabuhan
yang berwenang untuk
memberangkatkan kapal.

 Kapasitas, kecepatan dan konsumsi

 The capacity, speed and fuel bahan bakar merupakan hal yang vital
consumption are vital to the sebagai percobaan komersil untuk
commercial venture for the charterer para penyewa dan sumber bantahan.
and a common source of dispute.
 Waktu penyewaan.
 The period of hire.
 Hal ini ditujukan sebagai pengiriman
 This is from what is referred to as sampai pengiriman kembali daripada
the delivery until redelivery of the kapal.
ship.
 Pembayaran sewa.
 Payment of hire
Sewa adalah istilah yang biasa
Hire is the term commonly used digunakan untuk beberapa
today for sums payable under a pembayaran berdasarkan waktu
SanSet charterparty.
time charterparty.
02/17/21 15
Ω It is useful and usual to think
of the voyage in four staged,
as follows:
† Preliminary voyage – to the
load port, under the control of
the ship owner.
† Loading – at the load port,
and the responsibility of the
charterer largely (depending
upon the terms agreed).
† Carrying voyage – the
responsibility of the ship
owner.
† Discharge – at the discharge
port, largely the responsibility
of the charterer (depending
upon the terms agreed).
02/17/21
Ω Akan sangat berguna dan
dipikirkan akan pelayaran dalam 4
tahap sebagai berikut:
† Preliminary voyage – ke
pelabuhan untuk mengisi
muatan di bawah kontrol
pemilik kapal.
† Loading – di pelabuhan muat
dan bertanggung jawab besar
terhadap si penyewa
(tergantung persetujuan).
† Carrying voyage –
pertanggung jawaban di
pemilik kapal.
† Discharge – di pelabihan
bongkar, sebagian besar
tanggung jawab berada pada
si penyewa (tergantung
SanSet persetujuan). 16
Ω The most commonly used
form is the “GENCON”. The
acronyms and technical
terms that may be used:
1. FIO – Free In and Out, i.e.
charterer to pay for loading
and discharging (alternative
terms may be agreed
including liner terms when
the ship must pay for
loading and unloading. At
common law the charterer is
only liable to bring the goods
alongside).
2. Expected ready to load –
implies a date for this
reasonably expected by the
owner, and this implies that
the owner has honest and
reasonable belief in the
position of the vessels and
her probable speed using
reasonable despatch.
02/17/21
Ω Formulir yang biasanya digunakan
adalah “GENCON”. Akronim dan
syarat teknis yang digunakan
adalah:
1. FIO – Bebas keluar dan
masuk. Contoh: si penyewa
membayar untuk memuat dan
membongkar (syarat alternatif
kemungkinan disetujui
termasuk syarat kapal
penumpang ketika kapal
diharuskan untuk membayar
muat-bongkar. Secara umum
hukum si penyewa hanya
bertanggung jawab untuk
membawa muatan ke tempat
tujuan.
2. Diharapkan siap untuk di muat
– terdapat waktu untuk yang
secara masuk akal diharapkan
dari pemilik dan hal ini
membuktikan bahwa si pemilik
telah jujur dan berkeyakinan
dengan posisi dari kapal laut
dan kecepatan yang tepat. 17
SanSet
3. The last mentioned date 3. Tanggal terakhir
combined with the digabungkan dengan
canceling date is tanggal pembatalan
referred to as the diartikan sebagai laycan.
laycan.
4. Laytime – persetujuan
4. Laytime – the agreed akan batasan waktu
permitted time for untuk muat dan
loading and discharging. bongkar. Ini saatnya
This is time paid for the untuk para penyewa
charterer as part of the sebagai bagian dari
bargain with the ship penawaran dengan
owner. pemilik kapal.

5. Demurrage – the agreed 5. Demurrage –

penalty payable for persetujuan pembayaran
exceeding laytime penalti untuk kelebihan
(damages for detention laytime (kerusakan
are payable where this untuk detensi terbayar
does not apply). dimana hal ini tidak
terlaksana).
02/17/21 SanSet 18
6. Dead freight means 6.
the cargo short of a
full loaded where
agreed to be loaded,
not provided by the
shipper and for which
the charterer must
pay.
If so paid, the
charterer is entitled to
laytime for the full
cargo.
02/17/21 SanSet
Dead freight berarti
muatan tidak memenuhi
syarat untuk muat
ketika disetujui untuk di
muat, tidak disediakan
oleh pengirim barang
dan si penyewa
diharuskan membayar.
Jika sudah dibayar, si
penyewa berhak atas
laytime untuk muatan
penuh.
19
Ω Dispatch, Laytime and
Demmurage

1. Dispatch money is only

payable if agreed and is due
to the charterer if he loads
or discharges within less
time than that allowed for
laytime.

2. Laytime starts as provided in

the C/P. Generally the time
is fixed at a certain period
after “NOR”.
3. Demmurage is payable at
the rate provided in the C/P.

4. “An arrivede ship” –

depending upon whether the
C/P calls for arrival in port,
berth or dock, the vessel
must have got there.
02/17/21 SanSet 20
4. NOR must be given at the
time called for in the C/P.
Frequently the C/P provides
that nor must be given
during business hours.
However where the NOR is
given in a forbidden time,
when the office receiving the
notice is normally closed, the
NOR takes effect when the
office will normally open.

5. Actual Readiness.
The ship must be ready to
load or discharge the cargo,
i.e. the holds must be clean
and available with no other
cargo in the way, and any
necessary tackle in working
order.
The absence of pratique
(port medical clearance) so
called “free pratique
, where this would be a
formality, does not prevent
the ship being arrived.
02/17/21 SanSet 21
Ω TERMINOLOGY

† Wibow = whether in
berth or not

† NOR = Notice of
Readiness

† Shex = Sundays and

Port Holidays Excluded

02/17/21 SanSet 22
For safety crew and
longshoremen the
fundamental objectives
when cargo is stowed in
the ship are:

1. To protect the ship.

2. To protect the cargo.
3. To obtain the maximum
use of the available
cubic of the ship.
4. To provide for rapid and
systematic discharging
and loading.
5. To provide at all times.
02/17/21 SanSet 23
The problem involved in
meeting this objective is
the correct distribution of
the cargo weight.

1. The distribution must be

correct vertically,
longitudinally and
transversely.
The weight must not be
concentrated on any deck so
that the structure’s
supporting strength is
exceeded.

2. The ship’s stability

Stability is the tendency of a
ship to return to an upright
position when inclined from
the vertical by an outside
force.
02/17/21 SanSet 24
3. Trim Calculations.
Trim is defined as the
difference in drafts
forward and aft on the
ship.

4. Longitudinal Stress.

5. Checking the Hull

Deflection.

6. Concentration of
Weights.
The total weight on any
deck, or part of any deck,
is not so great that
damage will be done to
the ship structure.
02/17/21 SanSet 25
The ship’s officer, in order to
know his cargo, must always
alert to the changing
commodities received on
board.
The changing commodities
bring new problems, and it is
an absolute necessity
continually to seek information
of an empirical anture in order
to know what is permissible.

1. Segregation of Cargo
Segregation refers to the
stowage of cargoes in
separate parts of the ship
so that one can not
damage the other by its
inherent characteristics.
02/17/21 SanSet 26
2. Dunnaging
The word dunnage as it is
used in relation to
modern cargo stowage
refers to the wood that is
used to protect the cargo.
Dunnage is used to
protect cargo by
preventing:

Contact by free
moisture.
Condensation
Crushing
Chafage
Spontaneous heating
Pilferage

02/17/21 SanSet 27
3. Lashings
Cargo become
damaged when
it is not secured
in its stowed
position.
Lashing should
be of steel
chain, wire
rope, or steel
strapping.
02/17/21 SanSet 28
The stowage of cargo
so that the greatest
possible amount of
the cubic capacity of
the ship contains
cargo is primarily a
matter of controlling
the broken stowage.

Broken stowage has

defined as that space
within a loaded ship
that is not occupied
by cargo.

02/17/21 SanSet 29
1. Use a Filler Cargo
Filer cargo is defined as
small durable packages or
pieces of cargo that may
be stowed in the interstices
or voids between larger
pieces.

2. Choosing Cargo to Fit

the Hold
When laying out the ship,
decisions are made relative
to what cargoes go where.

3. Skill of the
Longshoremen
The skill, industry, and
interest of the
longshoremen are
definitely important factors
in whether a ship stowed
compactly.
02/17/21 SanSet 30
1. PREVENT THE LONG
HATCH
To prevent the stowage
of a disproportionate
amount of cargo in any
one port. A hatch that is
so stowed is known as a
long hatch
The ship’s time in port is
controlled by the
maximum number of
gang hours in any one
hatch, therefore the
work should be divided
evenly among all
hatches.
02/17/21 SanSet 31
2. Prevent over stowage
over stowed does not
mean that the cargo
necessarily has cargo
stowed directly over
it, but simply that
cargo is blocking the
discharge in one way
or another.

3. Prevent over carriage

over carried cargo is
cargo that is
inadvertently left in
the ship and taken
beyond the port of
discarged on the
ship’s itinerary.
02/17/21 SanSet 32
1. CARGO SHOULD BE STOWED SO
THAT DURING THE
DISCHARGING PROCESS IT IS
UNLIKELY THAT UNSAFE AREAS
WILL DEVELOP FOR THE MEN
WORKING THE CARGO OR THE
MEN WORKING ABOUT THE
SHIP.

2. SOMETIMES IT HAPPENS THAT

THE CARGO MAY BE
DISCHARGED IN SUCH A WAY
THAT UNSAFE AREAS ACTUALLY
ARE CREATED BY THE PROCESS.
AN EXAMPLE IS IN THE CASE OF
A BLOCK OF CARGO BEING
TOTALLY DISCHARGED BEFORE
MOVING TO ANOTHER BLOCK
EVEN THOUGH HIGH AND
PERHAPS UNSTABLE
BULKHEADS ARE FORMED ALL
AROUND THE SQUARE WHERE
THE LONGSHOREMEN ARE
LABORING.

02/17/21 SanSet 33
 IT MAY BE
ADVANTAGEOUS TO
CARRY CARGO IN ISO
CONTAINERS FOR A
NUMBER OF REASONS.

1. REDUCED SHIP TIME IN

PORT
2. BETTER BERTH
UTILISATION
3. IMPROVED
TRANSHIPMENT AND
INTERMODAL
OPERATIONS
4. REDUCED TIME BETWEEN
PRODUCER AND
CONSUMER
02/17/21 SanSet 34
5. LESS PHYSICAL
HANDLING OF CARGO –
LESS DAMAGE
6. GOOD SECURITY – LESS
PILFERAGE
7. PROTECTION AGAINTS
WEATHER AND
DETRIMENTAL
ATMOSPHERE
8. QUALITY CONTROL TO
IMPROVE SELF LIFE OF
PERISHABLES
9. IMPROVED SAFETY OF
PERSONNEL, CARGO AND
EQUIPMENT
10. REDUCED TALLYING
COST.

02/17/21 SanSet 35