Laporan Kerja Praktek KBS

FINAL REPORT ON JOB TRAINING
PT KRAKATAU BANDAR SAMUDERA

Jl. May. Jend. S. Parman Km 13, Cigading, Tegalratu, Ciwandan,
Kota Cilegon, Banten 42445
PROLOGUE
Praise to Allah SWT for His love and mercy that we can complete this “On Job Training II”
Program at PT. Krakatau Bandar Samudera for 21 days of work, start from July 3th 2018 until July
31th 2018.
This report is entitled "FINAL REPORT ON JOB TRAINING PT Krakatau Bandar Samudera"
that prepared to got a chance for second on the job training test. This report is prepared based on
all the learning that is done in PT. Krakatau Bandar Samudera as well as by reference from the
media.
On this report, writer want to say thank you to all stakeholder that help us to finish the report,
there are:
1. Mr. Beni as the Manager of Internal Planning Division of PT. Krakatau Bandar Samudera
2. Mr.Noro, Mr, Balu Mr. Anto and all staff that teach us along our on Job Training program.
3. Mr. M. Badrus Zaman as a head of Marine Engineering Departmen FTK- ITS
4. All my friends during the on Job Training Program.
The author concerns in the imperfections of this official report because this report is
based on information that have been told to the author. Therefore, criticisms and suggestions
that are built from the reader very authors expect. The author hope this report provides
benefits primarily for readers and especially for the authors in the process of teaching and
learning.
Jakarta, October 26th 2018
Fadhillah Muttaqien
ii
Table of Content
Validity Sheet .................................................................................. i

Prologue .................................................................................. ii
Table of Content .................................................................................. iii
CHAPTER I INTRODUCTION .................................................................................. 1
Background .................................................................................. 1
Goals .................................................................................. 1
Benefit .................................................................................. 2
Place and Time .................................................................................. 3
Report Methodology .................................................................................. 3
CHAPTER II Company Profile .................................................................................. 4
Company Profile .................................................................................. 4
Vission, Mission and Motto .................................................................................. 5
Company Structure .................................................................................. 5
Maps of PT.KBS .................................................................................. 6
PT.KBS Facilities .................................................................................. 7
CHAPTER III On Job Training .................................................................................. 8
Activity
Internal Planning Division .................................................................................. 8
Cigading 2 Terminal .................................................................................. 12
Type of Delay .................................................................................. 19
Dispatch and Demurrage .................................................................................. 20
CHAPTER IV Conclusion and .................................................................................. 23
Suggestion
Conclusion .................................................................................. 23
Suggestion .................................................................................. 23
Attachment .................................................................................. 24
iii
CHAPTER I
INTRODUCTION
1.1 Background
In the present, the development of industry in Indonesia increasingly aggressively conducted.
With the development of the industry must require the support of qualified human resources
and the ability to work properly. Especially with the MEA (ASEAN Economic Community) where
one of the points is the flow of labor from other countries within the scope of ASEAN that can
enter to look for employment in Indonesia, quality and human resources support capacity in
Indonesia is very necessary to be improved. So the ability and qualification of Indonesian
workforce can compete with the quality of labor from other ASEAN countries. Accordingly, the
Sepuluh Nopember Institute of Technology (ITS) views that cooperation between educational
and industrial institutions needs to be done in order to provide opportunities for students to
improve the quality, ability, both softskill and hardskill owned by students. Hope of the
cooperation, the students who will be the output of ITS and will take part and work in the
industrial world, especially in the field of engineering will provide optimal support for the
industry and can hone the ability possessed.
In this regard, the Department of Shipping System is part of the Marine Technology Faculty,
Sepuluh Nopember Institute of Technology, has a curriculum that requires students to carry out
practical work in accordance with the areas of student interest. The one-month practical work is
expected to be a means for students to explore knowledge and prepare to be involved in the
world of work later. PT Krakatau Bandar Samudera is one of the ports who have experience in
the field of loading and unloading facilities in Indonesia. With experience that has been started
since 1999 became an option for our students Department of Shipping System Engineering to
apply for practical work in PT Krakatau Bandar Samudera. Hope from us is with the opportunity,
we can learn about the port of management, port activities, as well as technical activities in the
field. So with the knowledge obtained can develop themselves and the class can contribute in
the world of ports in Indonesia.
1.2 Goals of On Job Training
On job training is part of the curriculum that provides an opportunity for every student to
learn and gain hands-on experience from the industrial world in Indonesia as a means of
student self-development. In addition, the activity is also a real manifestation of integration
of education and industry to develop human resource capability
1
1. • General Purposes
2. 1. Building cooperation and sustainable relationships between educational
and industrial institutions.
3. 2. Provide opportunities for students to gain knowledge and experience
directly, and develop the scholarship that has been obtained.
4. 3. As a means of introducing students to the world of work and knowing their
role later in the industrial world.
5. • Specifics Purposes
6. 1. Students learn about port activities, port management, and port
operations.
7. 2. Students are able to understand the technical problems and solutions
about loading and unloading at the port.
8. 3. Students are able to understand port management and are able to perform
port operational analysis.
1.3 The Benefits of On Job Training

1. For Students
Onjob training activities are an opportunity for students to know the application of science that
has been studied, develop knowledge through actual activities and problems in the field, as well
as an opportunity for students to explore the field of interest directly.
2. For the Company
As the actualization of industry role in supporting the development of human resources of
Indonesia and the means of regeneration of human resources for the company through the
program.
3. For Higher Education
The practical work activities become the implementation of the Sepuluh Nopember Institute of
Technology curriculum as well as the actualization of the continuous cooperation between
educational and industrial institutions.
2
1.4 Place and Times

On Job Training held on:
Date : July 3th 2018
Time : 08.00 – 17.00 WIB
Place : PT. Krakatau Bandar Samudera
1.5 Report Metodology
a. Literature studies
b. Consultation
c. Observation and Documentation
3
CHAPTER II
COMPANY PROFILE
2.1 Company Profile
Port Cigading was established to provide loading and unloading facilities for all Krakatau Steel
Company (KSC) raw materials, products and spare parts. In 1970, the Government of Indonesia
appointed Pertamina to take over the operations under the original name of the Trikora Steel Plant
and at the time was established KSC. KSC immediately began land clearing to expand facilities to
produce billets, sponges and other materials. In 1975 the Government of Indonesia through the
Ministry of Industry took over the operation of KSC due to financial difficulties being experienced by
Pertamina.
An integrated strategic plan developed and implemented to develop PT. Krakatau Foundry and
Rolling Mill made KSC the largest integrated steel plant in Southeast Asia at the time. In the same
year, PT. Krakatau began building the first pellet moor with a length of 300 meters and an apron of
33 meters. The dock was built to accommodate the 50,000 DWT vessel inaugurated by the President
in 1997.
Construction of 270 meters of sponge pier followed by completion of pellet dock. The dock is also to
accommodate a 50,000 DWT vessel. The mill began production in the same period. A dock for barges
was completed in 1984, and in 1990 an additional pellet pier was built by expanding an existing 285-
meter dock with an apron of 25.2 meters. This latest dock, was completed in 1992 and able to
accommodate 70,000 DWT ships. In February 1995, the construction of a dock for scrap steel began.
In 1997 the pier was completed with a length of 240 meters. In 1996, PT Krakatau Steel released the
management of Port Cigading for its subsidiary, PT. Krakatau Bandar Samudera. This is part of a
restructuring strategy created by PT. Krakatau Steel to operate Port Cigading with professionals.
PT. Krakatau Bandar Samudera at least serves 9 million tons annually which includes iron ore pellets,
iron scrap, steel products, coal, gypsum, corn, soybeans, raw sugar, salt, fertilizers, etc. with the level
of discharging rate as in Table 2.1 below:
Jenis Kargo Discharging Rate
(ton/hari)
Iron Ore 27.000
Coal 5.000
4
Corn Granule Meal 10.000
Soybean Meal 10.000
Bungkil 6.000
Gypsum 5.000
Garam 5.000
Raw Sugar 5.000
Table 2.1 Discharging rate in PT.Krakatau Bandar Samudera

Source :Cigadingport.com
PT. Krakatau Bandar Samudera provides services such as ship dock and mooring services, loading
and unloading services for dry bulk, heavy equipment provision, logistics services, stevedoring
services, and guide and delay services.
Cigading Port is a dry bulk port that has various port facilities, PT. Krakatau Bandar Samudera has 2
terminals operated. The terminal is Cigading 1 Terminal and Cigading 2 Terminal.
Terminal Cigading 1: This terminal is operated as a loading and unloading terminal where cargo
which is usually unloaded at this terminal is a cargo type of dry bulk, wet bulk, and general cargo
ship that transports construction goods.
Terminal Cigading 2: This terminal is operated specifically for PT. Krakatau Posco because PT.
Krakatau Bandar Samudera has a special contract with PT. Krakatau Posco The types of cargo
unloaded at this terminal are Iron Ore, Limestone, Coal and other minerals used by PT. Krakatau
Posco for production.
2.2 Vission, Mission and Motto

A. Vission
Becomes a leading Port Enterprise Agency in Indonesia.
B. Mission
Committed to provide the best and most useful services in the port and related industries for
stakeholders and the environment.
C. Corporate Cultural Values
- Intact Sincerity
- Competence
- Integrity
5
- Reliability
- Innovative
D. Quality policy:
We are always committed to offering satisfactory services to our customers quickly, efficiently,
conveniently, securely and reliably services by adhering to the full values of sincerity competence,
innovation, reliability and integrity.
Improve quality - ongoing / ongoing - through business transformation programs - to pursue -
customer, employee, stakeholder, government and community satisfaction.C. Motto application of
the values
2.4 Maps of PT.Krakatau Bandar Samudera Cigading
Figure 2.4.1 Map of PT Krakatau Bandar Samudera
6
2.5 Shipyard Facilities
Figure 2.5.1 Grab Ship Unloader
Figure 2.5.2 Conveyor
Figure 2.5.3 Excavator Figure 2.5.4 Workshop
7
CHAPTER 3
ON JOB TRAINING ACTIVITY
3.1 Internal Operation Division
Figure 3.1 Organization Structure
Internal operation division PT. Krakatau Bandar Samudera is one of the division in Operation
directorat. This division has three subdivision, there are port planning service, Cigading 1
terminal service, Cigading 2 terrminal service.
3.1.1 Port Planning Service

In general, the Port planning Operations Division is the division in charge of carrying out,
controlling and reporting on services and facilities provided by PT. Krakatau Bandar Samudera.
The services provided are, among others, mooring services, loading and unloading services, use
of loading and unloading facilities, and so on. The other jobdesk of port planning service is
planning order requests for berthing. With the many requests for loading and unloading
services at the Cigading Port, the customers must order the dock so that they can carry out the
loading and unloading process according to the desired time. The flow of ordering this dock in
the port's internal operations division is very important. In order for these processes to run
smoothly and not overlap with certain jetties, PT. Krakatau Bandar Samudera implements a
Standard Operational Procedure (SOP) for ships that wish to book a pier.
8
Pier booking Procedures for both loading and unloading processes at PT. Krakatau Bandar Samudera
can be done in two ways, namely:
1. Booking based online
Figure 3.1.1.A Port of cigading information system

Source : cigadingport.com
POCIS (Port of Cigading Information System) is a website facilitated by PT. Krakatau Bandar
Samudera. POCIS has several functions, which can make a dock booking online, knowing the
progress of the ship that is loading and unloading, and as a communication medium
between PT. Krakatau Bandar Samudera with the parties involved in the loading and
unloading process. To be able to operate POCIS, new members are required to register first.
2. Booking Directly
In addition to being able to order docks by online, booking docks at PT. Krakatau
Bandar Samudera can be done by visiting PT. Krakatau Bandar Samudera. Before
coming directly, the agent must contact PT. Krakatau Bandar Samudera first.
For the Standard Operational Procedure (SOP) ordering a pier directly is as follows:

Bandar Samudera regarding its purpose to order a dock for both loading and
unloading.
 After contacting PT. Krakatau Bandar Samudera, agents are required to come
to PT. Krakatau Bandar Samudera at a predetermined date and time.
9
 Besides that, when coming directly to PT. Krakatau Bandar Samudera, agents
are required to bring letters or documents needed for the order process, for
example PKK, Stowage Plan, and other Certificates. The dock ordering
process like this is usually done 1 month before the ship rests in the port to
carry out the loading and unloading process. But not a few also apply for less
than 1 month.
Figure 3.1.1.B notification of ship arrival
 After submitting the forms and documents, then the planner (Port Planning
Office) will inform you about the confirmation that the vessel can or does
not lean on PT. Krakatau Bandar Samudera on the date requested. After
confirming the plan to dock the ship, the Port Planning Service will issue a
Line-Up for the Ship Arrival Plan, which will be given to the agent,
consignee, PBM, and other parties involved in this process.
10
Figure 3.1.1.C Line up
The line-up is issued by the Port Planning Service, and can change every day
depending on the number of requests to dock. Some things that must be
considered in making a Line-up for the arrival of this ship, among others
o The size of the ship that will lean

o The dock size is available at the requested time
o Dock depth
o The type of cargo to be unloaded
o Date or time to lean
After the agent has entered into an agreement with the Port Internal
Operations Division, then the agent will be directed to the marketing
division to enter into contracts or agreements, as well as calculating the
rates that must be paid. If the agent and the PT. Krakatau Bandar Samudera
has not the same schedule, both of them will meet in pre-berthhing
meeting.
 Pre-berthing meeting is the meeting that discussing about the schedule of

berthing, service that will given, requesting spesific service, logistic sector,
adnd others. In this meeting we discuss about the logistic planning, by
requesting the number of truck and fixation the schedule.
11
Figure 3.1.1.D The result of the Pre-Berthing Meeting
3.2 Cigading 2 Terminal

Cigading 2 is one of the terminal in PT. KBS. This terminal has two jetty; jetty number
D5 and D6. All this Jetty is made only for PT. Krakatau posco loading and unloading
process. Jetty Number D5 is made for Barge or Small vessel operational. This jetty
rarely used for loading and unloading. Because there is no demand from PT. Krakatau
posco. The other side in jetty number 6. This is the biggest ship capacity in PT.KBS,
fastest unloading process and also the busiest Jetty in PT. KBS. The Dimesion and
capacity of this jetty 6 is :
Length : 325 m
Draft : -21m LWS
DWT :200000 DWT
Floor Strengthness : 4 ton/m2
Fender types :Cell 2000H
Bollard Capacity : 200 ton
12
There are some process that need to be done before do the berthing process. Description:
Services provided to the vessel to safely dock waiting for the following services such as
mooring, unloading or waiting for other services (docking, document processing and others).
The features are: Avoid the possibility of colliding with another ship being docked.
Ensure the water depth so that the ship does not run aground. No waiting for the
cruise line.
Second, Pandu Services Guided vessel service when entering the cruise line to the dock
or harbor pool to dock. Features: To maintain the safety of ships, passengers and cargo
as it enters the harbor's groove. Tambat SERVICES Description: Carrying out the work to
tie and untie the ropes of motion-driven vessels will lean on or off from or one dock,
bridge, buoy, dolphin and others.
Fourth, port cleaning. This process need to be done because the cargo that will be
unloaded today are differerent from yesterday. The places that need to be cleaning are
hoper, converyor, and the jetty from the dust that falling.
3.2.1 Cigading 2 Operator Jobdesk
Cigading 2 operator are responsible to all activity before berthing, while berthing
and after berthing.
 Before Berthing :
1. Cleaning the jetty before the ship berthing. Cleaning is needeed to make the
access or activty easier and giving big space for the excavator, crane,
trucking, and the patrole car
Figure 3.2.1.A Jetty Cleaning by the Excavator
13
2. Cleaning the conveyor by water. Conveyor cleaning is needed before the

unloading process start to mitigate possibility mixing the different goods.
Figure 3.2.1.B Cleaning process in conveyor belt by the water
 Activity while berthing
1. Tambat is process of binding the ship to a fixed object or a bollard at the

jetty. Tambat is needeed to hold the ship from currents, wind or waves that
occur in the waters.
Figure 3.2.1.C Tambat Process
2. Tunda is needed while ship in process to berthing. provide services to ships

that have a length of more than 70 m that do movement (obligatory) in the
obligatory waters, either those who will lean or leave the port, by holding,
14
pushing and pulling. The vessel guidance is intended for the purpose of
consideration of shipping safety. This activity suported by the tugboat.
Figure 3.2.1.D Tunda Process
3. Pandu is the acttivity by guiding th ship in motion in mandatory waters,

extraordinary guided waters and waters outside the waters must be guided
when entering / exiting the port or docked and released to / from the pier /
moor. To transport the the pilot/pandu to or from the guided ship is using
the scout vessel.
4. Loading and unloading process are the activity which conducted by the
crane operator. This activity is needed to carrying out the goods from or to
the ship cargo hold.
Figure 3.2.1 E Unloading Process
5. Operator of cigading 2 terminal also responsible to make the data report in

every hour. With the obstacle for reasoning why its delayed. To control
15
amount of goods has been carried out. This report named Statement of
Fact.
Figure3.2.1.F Statement of fact
6. Daily working activity report, this report content are the amount of cargo
has been carried out in every day and divided by the cargo hold.
Figure 3.2.1.G Daily Working Activity

7. Discharging Scenario is the unloading activity scenario based on amount of
goods and the number of cargo hold. This scenario is needed to make ship
stable and mitigate the damage in structure.
16
Figure 3.2.1.H Unloading Plan
8. Meeting with Chief officer in every morning. This meeting function to give
the discharging rate report and statement of fact. Usually the activity not
just bringing the report to the chief officer, we can also cordinate the about
the discharging plan. What cargo will be unloaded next and how much will
be unloaded in every cargo hold. Then asking for open the cargo hatch if
that needed. Also make the unloading process easily sometimes the crane
operator need to add ballast from the ship. Then the stevedor ask to the
chief officer to add some ballast.
Figure 3.2.1.I Meeting with chief officer
9. Visual control to cargo hold for discharging progress. This activity to make
suring that the crane need to change into the othe cargo hold. Also, if the
goods is going to empty and the crane already cannot reach the goods. Its
time to the crane operator put the excavator to the cargo hold. To cleaning
the goods in the corner of hold then put the all goods in the middle for make
17
the crane easy to reaching the goods.
Figure 3.2.1.J Cleaning Process
10. Master Control Room. MCR or Master Control Room division is one of division
under 6th Jetty management. MCR has a critical function on unloading process in
6th jetty. The first function of MCR is controlling the Conveyor in 6th Jetty is still
working. In MCR we can see on the monitor if the conveyor is working in good
condition or not. Also the causes why the conveyor is stop. When the conveyor
goes wrong, MCR’S operator make report why its stop. In the report will writen
the time when it stop until the conveyor back to on. That stop will be called delay.
Figure 3.2.1.K Monitor View
18
Figure 3.2.1.L Conveyor Control System
11. Maintanance when there is a problem. In this process we notice there is a delay
caused by the belt drift. Then we ask to our supervisor to looking the problem and
how its solve. The problem is the belt move from its lane. Then the system has
stopped. Than the maintanance staff fix it by move the limit handle that touch the
belt to a little bit away from the belt. This solution used just when the belt not
move far from the lane and when the conveyor is still used. The real solution will
be setting the belt after the conveyor already finised their work or not in use
condition.
Figure 3.2.1.After Maintanance

3.3 Type of Delay
Delay is something that can slow down the process of loading and unloading ships.
In order for the delay that has occurred is not repeated again, an evaluation is
made for repairs so as not to happen again. In addition, it should also be known
why the delay occurred and what the reason was, therefore the author had the
opportunity to learn about the delay by the Port Reporting Analyst of the Port
19
Internal Operations Division, regarding the delays. This delay only represent the
Cigading 2. Delay or delay in loading and unloading process at Cigading2 is divided
into 3:
 Delay PT. Krakatau Bandar Samudera
 Delay PT. Krakatau Posco
 Delay Weather (cuaca)
Delay PT. Krakatau Bandar Samudera
This delay caused by the PT.Krakatau Bandar Samudera. This delay can occur due to an
error or waiting time. Usually in Conveyor system and the crane system. Delays that occur
include:
 Delay Conveyor
Delay conveyor which includes delay in PT. Krakatau Bandar Samudera are conveyor
A101, A102 dan A103.
Figure 3.3.A.After Maintanance
 Delay Crane
Delay Crane can occur because of the displacement of the hatch that will be dismantled
so that the crane must move, as well as due to an inspection from the preventive
maintenance division which requires the crane to be shutdown.
Delay PT. Krakatau Posco
This delay is a delay that occurs in the PT. Krakatau Posco. Delay included are:
 Delay Shifting Shuttle
20
At the end of the conveyor PT. Krakatau Bandar Samudera (the initial conveyor of PT.
Krakatau Posco) has a shuttle that runs on a certain track, the shuttle is shaped like a
large hopper that will dishload the load on the smaller hopper at the bottom. The
purpose of this delay is the change of lane from the shuttle.
 Delay Conveyor
As with the conveyor PT. Krakatau Bandar Samudera, conveyor owned by PT. Krakatau
Posco can also experience delays due to problems with the driver.
Delay Weather
This weather delay is actually rarely taken into account, because the loading and
unloading process usually continues when weather changes occur. In addition, the
conveyor is also equipped with a cover, so that the load remains safe for distribution.
However, the loading and unloading process will be stopped if there is bad weather such
as high wind speeds. If the wind speed measuring device on the crane has shown
maximum value, then loading and unloading is stopped, because it can be dangerous.
3.4 Dispatch and Demurage

In general, dipatch and demurrage is a fee paid to a party, either in the form of a fine due
to delays or as a bonus because doing work is faster than the time set.
Demurrage is a fee paid when a ship's loading and unloading work exceeds the time
stated on the initial contract. The determination of the amount of demurrage fees to be
paid is determined when the Agent or consignee first makes an agreement for its ship to
rely on PT. Krakatau Bandar Samudera.
Meanwhile, dispatch is the opposite of demurrage. Dispatch is a payment that is obtained
if the loading and unloading process is carried out faster than the target or the time
specified in the contract. This dispatch is also commonly referred to as a bonus. To be
able to calculate demurrage and dispatch, formulas are used:
Effective Time PT. KBS = Actual Time for Unloadiing – (Delay KP + Weather)
Demurrage = Effective PT. KBS – Time Available
In the formulas above, the purpose of the actual loading time is the time used for the
loading and unloading process from the start of unloading to complete unloading. If after
21
calculation, and the value obtained is (+) then it means that PT. Krakatau Bandar
Samudera must pay a demurrage fee. And vice versa, if the calculation results are
obtained (-) then PT. Krakatau Bandar Samudera gets dispatch.
Demurrage Cost = the reslut of calculation x the value of ship demurrage/Day
Dispatch Cost = the reslut of calculation x the value of ship demurrage/Day
x 25%
It can be concluded from the formula above that if there is a demurrage, then PT.
Krakatau Bandar Samudera must pay 100% of the ship's demurrage value. But if
you get dispatch, PT. Krakatau Bandar Samudera received a 25% bonus from the
demurrage value of the vessel.
Figure 3.3.B Calculation of Demurrage and Dispatch
22
CHAPTER 4
CONCLUSION
The on the job training activity has successfully conducted within the last one month.
Unfortunately, due to the limited time, there were still many cases and knowledges that can be
taken from the PT. Krakatau Bandar Samudera. The conclusion and advices derived from the
completed on the job trainingis as written in the following subchapters.
4.1 Conclusion
The conclusion that are withdrawn from the execution of this On the Job Training in PT
Krakatau Bandar Samudera are as the following:
1. The On the Job Training is very helpful for further understanding in the subjects of
maritime business that were taught in classes.
2. The student is able to understand the process of planning order requests for berthing.
3. The students understand the process preparation before berthing, process while berthing
and process after unloading.
4. The students understand the concept and calculation of dispatch and demurrage.
5. The students also known the facility that PT. Krakatau Bandar Samudera have.
6. The student also known the service that given by the PT. Krakatau Bandar Samudera.
4.2 Sugestion
Based on Based on the OJT that has been Author done as for suggestions for the company
are :
1. The use of pocis is deemed not optimal in accepting applications for ship berthing from
agents. So many agents come to the office and make the a progress quite long.
2. The work carried out between Cigading 2 MCR Operators and Operators is considered
still overlapping which should still be optimized with POCIS.
3. The unloading progress on the ship should still be able to be updated directly at POCIS
so that the sender, recipient and port can monitor it directly.
23
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FINAL REPORT ON JOB TRAINING

PT KRAKATAU BANDAR SAMUDERA

Jakarta, October 26th 2018

Validity Sheet .................................................................................. i

1.3 The Benefits of On Job Training

1.4 Place and Times

Jenis Kargo Discharging Rate

Iron Ore 27.000

Corn Granule Meal 10.000

Soybean Meal 10.000

Raw Sugar 5.000

Table 2.1 Discharging rate in PT.Krakatau Bandar Samudera

2.2 Vission, Mission and Motto

Figure 2.4.1 Map of PT Krakatau Bandar Samudera

2.5 Shipyard Facilities

Figure 2.5.1 Grab Ship Unloader

Figure 2.5.2 Conveyor

Figure 2.5.3 Excavator Figure 2.5.4 Workshop

Figure 3.1 Organization Structure

3.1.1 Port Planning Service

1. Booking based online

Figure 3.1.1.A Port of cigading information system

Figure 3.1.1.B notification of ship arrival

Figure 3.1.1.C Line up

o The size of the ship that will lean

 Pre-berthing meeting is the meeting that discussing about the schedule of

Figure 3.1.1.D The result of the Pre-Berthing Meeting

3.2 Cigading 2 Terminal

3.2.1 Cigading 2 Operator Jobdesk

Figure 3.2.1.A Jetty Cleaning by the Excavator

2. Cleaning the conveyor by water. Conveyor cleaning is needed before the

Figure 3.2.1.B Cleaning process in conveyor belt by the water

 Activity while berthing

1. Tambat is process of binding the ship to a fixed object or a bollard at the

Figure 3.2.1.C Tambat Process

2. Tunda is needed while ship in process to berthing. provide services to ships

Figure 3.2.1.D Tunda Process

3. Pandu is the acttivity by guiding th ship in motion in mandatory waters,

Figure 3.2.1 E Unloading Process

5. Operator of cigading 2 terminal also responsible to make the data report in

Figure3.2.1.F Statement of fact

Figure 3.2.1.G Daily Working Activity

Figure 3.2.1.H Unloading Plan

Figure 3.2.1.I Meeting with chief officer

the crane easy to reaching the goods.

Figure 3.2.1.J Cleaning Process

Figure 3.2.1.K Monitor View

Figure 3.2.1.L Conveyor Control System

Figure 3.2.1.After Maintanance

Delay PT. Krakatau Bandar Samudera

Figure 3.3.A.After Maintanance

Delay PT. Krakatau Posco

3.4 Dispatch and Demurage

Demurrage Cost = the reslut of calculation x the value of ship demurrage/Day

Dispatch Cost = the reslut of calculation x the value of ship demurrage/Day

demurrage value of the vessel.

Figure 3.3.B Calculation of Demurrage and Dispatch

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