The document summarizes the evolution of navigation technology used on ships over time. It begins with early viking ships that relied on sails and oars, then discusses 19th century clipper ships that required basic navigation skills. By the 1950s-60s, cargo ships had more advanced equipment like radar and radios. Modern cargo vessels now have advanced digital navigation systems, computers, GPS, and equipment to monitor engine performance. The document also notes the increased regulation and training required of modern shipping crews compared to the past.

1. MATA KULIAH :
KLAIM
DAN
ASURANSI TRANSPORTASI LAUT
Dosen Pengampu:
RUMAJI, M.Sc.
Sekolah Tinggi Ilmu Administrasi
dan Manajemen Kepelabuhan
(STIAMAK) - Barunawati
Surabaya – September 2013
Copyright 2013- All Rights Reserved

3. The Shipping Trade

4. First came the viking cargo ships, the knarr.
They were able to sail mostly downwind but
required the use of oars. Staying mostly within
sight of land, they knew a little about prevailing
winds and navigated with the aid of a sundial
and a sun stone.

5. In the early 19th century Clipper ships sailed all over the
world. Not much was required to sail the vessel except a strong
back, a loud voice, and a basic knowledge of navigation.
Navigational equipment
probably included a
compass, a sextant and a
telescope. Life expectancy
for the vessel was no more
than a couple of years.

6. •Gyro Compass (maybe)
•Gyro Steering Stand (Doubtful)
•Radar (2) (used only
approaching land)
•Loran A (probable)
•RDF (required)
•Fathometer (required)
•Radio Equipment (+ Operator)
Telegraphy
A cargo ship in the 1950’s and 1960’s was
more fully equipped:

7. The Norm in 2005 - Bridge
Compasses
Gyro (2) (digital)
Electronic compass
(probable)
Magnetic compass
Sonde
Digital Steering Stand
Radar (2)
Digital with built in
ARPA
Loran C (fully automatic)
GPS (Multiple)
Fathometer
Speed Log
ECDIS
Weather Fax
Loggers
Computer weather
E-mail
Digital Communications
AIS
SSAS
Web Cams
LookSea augmented reality
GMDSS

8. The Norm in 2005 – Engine Room
• Steam Plants
• Diesel
• Diesel Electric
• Gas Turbines
• Generators
• Sewage Treatment Facilities
• Air Conditioning Systems
• Hydraulics
• Evaporators
Controlled by a modern computerized control room

9. In the early part of the 21st century, the face of shipping is quite
different. Shipping has become a heavily regulated industry. Crews have to be
increasingly well educated and trained and conform to regulations and procedures
designed to protect cargo, crew, investors and environment. No longer as subject to
the vagaries of wind and weather, modern cargo vessels are increasingly becoming
the transportation mode of choice.

10. Changing Dynamicsin the supply chain of
ship board officers and crew have also occurred
• Traditionally, the world’s economic powers built the ships
and trained their citizens to operate them
• Today, the citizenry of the developed countries are less
likely to seek careers at sea
• Today’s ships are much more likely to have been built in a
foreign yard and have a multi-national crew
• Significant shortages of qualified ship’s officers and crews
are expected over the next decade in all segments of the
shipping industry
• English is the official language of shipping yet for the vast
majority of ship crews, English is a foreign language.

11. The MEGA BORG released 5.1 million gallons of oil as the result of
a lightering accident and subsequent fire. The incident occurred 60
nautical miles south-southeast of Galveston, Texas on June 8, 1990.
Human error
remains the #1 cause of shipping accidents

12. The New Era
Natural gas is the economic/environmental fuel of choice
96% of natural gas reserves are located outside North
America
25% of world natural gas consumption occurs in the U.S.
We are entering a new era in LNG shipping with the
imminent arrival of the first very large tankers with more
that 200,000 cubic metres of cargo capacity. These tankers
have new forms of propulsion (slow diesel or duel-fuel)
and new technology such as reliquefaction plants on board.

13. LNG ships are more technically advanced
and carry a cargo unlike any other
• Cargo is carried at extremely cold temperature
• LNG can only be carried in specially designed ships
• Loading and discharge process is different from
other tankers
• Cargo immediately starts re-gasification process
(boil-off)
• Highly reduced volume 1/600th
• Most ships are steam powered
• Re-liquification & re-gasification plants on board

14. LNG ships and the industry in general have enjoyed an
unprecedented safety record for nearly 40 years. Why?
• Excellence and continued training of crew
• Experienced officers with long tenure in the LNG
industry
• Superior quality of ships and equipment
• Long term contracts with point to point delivery
• Controlled and sustainable growth (supply
continually meeting demand)
• Quality control instituted by the owner/operators

15. The Demand
Time-line Number of ships
In service as of September 2004 174 ships (including 28 ships
delivered since January 2002)
In service as of May 2005 182 ships
Expected new contracts for 2005 50-65 (21 are firm orders)
Expected on order at end of 2005 143-158
Expected total of LNG fleet by end
of 2009
339-354

16. Traditional and new entrant operators, and delivery years of new LNG ships (as of September, 2004)
Operators 2004 2005 2006 2007 2008 Total
Traditional Operators
Misc 1 2 2 5 2 12
Gas de France 1 1 1 0 0 3
Golar 1 0 2 1 0 4
Exmar 1 1 1 0 0 3
Nigeria LNG 2 2 1 0 0 5
MOL 0 3 5 0 0 8
Pronav 0 0 0 1 3 4
NYK 0 1 2 5 0 8
Sonatrach 1 0 0 1 0 2
Bergessen 0 2 1 2 2 7
Lief Hoegh 0 1 1 0 0 2
Kawasaki 0 1 2 2 0 5
Sub-Total 7 14 18 17 7 63
New Entrant Operators
Teekay 1 0 1 2 0 4
Petronet 1 0 0 0 0 1
Angelokousis (Maran) 0 1 2 1 0 4
Moller/Maersk 0 0 1 0 0 1
BG Group 0 0 3 3 1 7
Knutsen 0 0 1 0 0 1
TMT 0 0 1 0 0 1
Tsakos 0 0 0 1 0 1
Dynacom 0 0 0 2 1 3
Cosco 0 0 0 1 1 2
Sovcomflot 0 0 0 1 0 1
OSG 0 0 0 2 2 4
Iino 0 0 0 0 1 1
Sub-Total 2 1 9 13 6 31
Total 9 15 27 30 13 94

17. LNG Order Book Deliveries
Source: Clarksons, September 2005

18. Annual Capacity Growth - Based on Cubic Meter

19. LNG Fleet Capacity Growth 86
Source : Clarksons – September 2005

20. LNG Fleet LNG Fleet Forecast
Fleet will double in size by Y 2010 and grow another 35% by Y 2015

21. Evolution of LNG Carrier Size

22. LNG Transport System Technology

23. Energy Bridge Regas Vessel

24. Offshore LNG Terminals/Concepts

25. Offshore LNG Terminals/Concepts

26. Offshore LNG Terminals/Concepts

27. RESULT = SHORTAGES

28. Shortage of adequately trained
officers and crew to meet
increased manning requirements

29. Composition of seafarers on board a LNG ship
Navigation Engine
Master Chief Engineer
Chief Officer (Nav.) 1st Assistant Engineer
Chief Officer (Cargo) 2nd Engineer
2nd Officer 4th Engineer
3rd Officer Junior Engineer
Total 5 Total 5
Officers

30. Composition of seafarers on board a LNG ship
Navigation Department Engine Department Purser’s Office
Boatswain Oiler No. 1 Chief Cook
Boatswain Oiler Second Cook
Able Seaman Oiler Messman
Able Seaman Oiler -
Able Seaman Oiler -
Able Seaman Fitter -
Able Seaman - -
Ordinary Seaman - -
Total 8 Total 6 Total 3
Ratings

31. Composition of seafarers on board a LNG ship
Senior Officers (Management Level) 6
Junior Officers (Operational Level) 4
Total number of officers 10
(Note) 1st Assistant Engineer is a
management level engineer in charge
of cargo
Ratings 17
Total composition 27
Summary

32. Estimated demand for officers for LNG ships on order
Year Deliveries Newly Required Seafarers
Total Officers*
2004(4th Qtr) 2 delivered 156 52 (32)
2005 20 1,560 520 (312)
2006 27 2,106 702 (422)
2007 30 2,340 780 (468)
2008-2010 86-101 6,708-7,878 2,236-2,626
(1,342-1,576)
Total 165-180 12,870-14,040 4,290-4,580
(2,576-2,810)
* Figures in parentheses show the number of Senior Officers (Management Level)

33. Shortage of qualified
engineers with steam
endorsement

34. Estimated demand for turbine engineers
Year Deliveries Newly required turbine engineers
Officers Senior Officers
2004(4th Qtr) 2 (delivered) 26 16
2005 20 260 156
2006 27 351 211
2007 30 390 234
2008-2010 86-101 1,118-1,313 671-788
Total 165-180 2,145-2,290 1,287-1,374

35. Shortage of time to adequately
train senior officers from a
different segment of the shipping
industry to meet the qualifications
for commanding LNG ships

36. Suggested training
scheme for personnel
on LNG tankers
Training
General qualification for
shipmaster, deck & engine
departments
Appropriate shore-based
fire-fighting course
Approved tanker
familiarization course
At least 3 months approved
seagoing service on tankers
Tanker familiarization
certificate
Experience appropriate to
duties on LNG tankers
Approved specialized LNG
training program
Certificate awarded Dangerous
Cargo Endorsement (Gas)
Service in positions with immediate responsibility for loading,
discharging and care in transit or handling LNG cargoes

37. Shortage of training billets aboard
existing LNG ships to be able to
meet the loading and discharge
qualification requirements

38. Shortage of LNG simulators and
qualified instructors

39. Consequences?
• LNG ships sit idle, cargo doesn’t move –
highly unlikely
• Poaching of qualified senior LNG officers
from one company to another occurs
• LNG ships sail with minimally trained
(qualified) crews
• Serious accidents occur.

40. Solutions:
• First, industry must recognize the looming problem
• International training standards for the LNG industry
must be established by IMO and national entities
• Training programs for converting senior officers from
one type of ship to LNG ships must be developed
• LNG companies must work together in order to
provide training billets aboard LNG ships
• Underwriters and financiers should insist on some
level of crew training and certification
• World’s maritime academies must start process of
providing basic LNG training to their undergraduate
students
• SIGTTO and IAMU are developing model courses

41. The Need

42. • The Sale Contract
• Transport contract (s)
• Cargo Insurance contract
• Payment conditions
The Contracts in International Trade

43. Seller & Buyer must agree on...
how goods should be delivered;
how basic costs should be divided;
who should clear the goods for Import/Export
who should pay for loading/unloading;
how will risk of loss be divided; and
who has got to take out insurance, and for
what.