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Jenis kapal
What is DWT

Deadweight tonnage (also known as deadweight; abbreviated to DWT, D.W.T., d.w.t.,

or dwt) is a measure of how much weight a ship is carrying or can safely carry;[1][2][3] it does
not include the weight of the ship. DWT is the sum of the weights of cargo, fuel, fresh
water,ballast water, provisions, passengers, and crew.[1]

DWT is often used to specify a ship's maximum permissible deadweight (i.e. when it is fully
loaded so that its Plimsoll line is at water level), although it may also denote the actual DWT
of a ship not loaded to capacity.
Deadweight tonnage was historically expressed in long tons[note 1] but is now usually given
internationally in tonnes (metric tons).[4] In modern international shipping conventions such as
the International Convention for the Safety of Life at Sea and the International Convention for
the Prevention of Pollution From Ships, deadweight is explicitly defined as the difference in
tonnes between the displacement of a ship in water of a specific gravity of 1.025
(corresponding to average density of sea water) at the draft corresponding to the
assigned summer freeboard and the light displacement (lightweight) of the ship.[5][6]
DWT is calculated on the summation of the weights of shipments or cargo, crew, passenger, provisions, fuel,
fresh water, and ballast water

A Guide to Understanding Ship Weight and Tonnage

Measurements
by BEN D IN SMOR E on MAY 16, 2011

Do you know the difference between Net Tonnage and

Lightweight Tonnage? By my count there are at least six
different ways a vessels tonnage is measured in regards to
ships, MODUs, and other types of commercial vessels
(Displacement Tonnage, Standard Displacement
Tonnage, Deadweight Tonnage, Lightweight
Tonnage, Gross Registered Tonnage, and Net
Registered Tonnage).
If youre a little confused about what all these different units
of measurement mean, heres a quick guide to help straighten

you out the next time someone asks you how much your ship
weighs.

What is Displacement Tonnage:

Displacement tonnage is nothing more than the total weight

of the volume of water a ship displaces when it is sitting in
the water.
Imagine you had a large bucket filled to the brim with water.
Now, suppose you gently placed a basketball in the bucket
causing some of the water in the bucket to spill out. Once the
basketball had stabilized and was freely floating in the bucket,
the weight of the water that was displaced is equal to the
displacement (or weight) of the basketball.

What is Standard Displacement Tonnage:

Standard displacement tonnage is basically the same thing as

displacement tonnage with one minor difference. When
calculating standard displacement tonnage, you subtract the
weight of any fuel and potable water carried on board the
ship.

What is Deadweight Tonnage:

Deadweight tonnage is the weight (in tons) of all the cargo,

fuel, dry provisions, supplies, etc. carried on board the ship.
In other words, it is the displacement tonnage of the vessel
minus the lightweight tonnage (see lightweight tonnage
below). Deadweight tonnage is a good indication for ship
owners and clients of how much revenue the vessel is capable
of generating.

What is Lightweight Tonnage:

Lightweight tonnage is best described as the weight of the ship

when it was built in the shipyard including all framing,
machinery, decking, etc. However, lightweight tonnage does
not include the weight of any consumable such as fuel, water,
oil, or supplies.

What is Gross Registered Tonnage:

Gross registered tonnage is a measurement of volume of all

enclosed spaces on a ship with 100 cubic feet = to one ton. For
instance, if the total cubic volume of all the enclosed spaces on
a ship were 340,000 cubic feet, the gross registered tonnage
will most likely be 3400 gross tons (340,000 cu. feet/100 cu
feet/ton = 3400 Gross Tons).
Gross Tonnage or Gross Tons is what youll see most often
on official ship documents and certificates, but youll also set
net tons and deadweight tons (expresses DWT) used from
time to time.

What is Net Registered Tonnage:

Net registered tonnage is also a measurement of volume

however you only consider the volume of actual cargo storage
areas when dividing the cubic volume in feet by 100 to get
your tonnage. This includes any tanks, cargo holds, etc. that
are normally used for transporting cargo.
http://www.themaritimesite.com/a-guide-to-understanding-ship-weight-and-tonnage-measurements/

Sketsa dimensi kapal dan keternngannya

Definitions and terminologies

First, lets learn the definitions of some very important terminologies which are essential from the
dimensioning point of view.

Summer load waterline or design waterline: The line that runs along the waterplanes, from aft to
the fore of the ship is known as summer load waterline. It is the line at which the ship is generally
floating with its load.
Fore perpendicular: It is the vertical line passing through the point of intersection of the summer
load line with forward side of the stem.
Aft perpendicular: It is the line perpendicular to the waterplane and passing through the centerline
of the rudder pintles.
Length between perpendiculars (lbp): The distance measured along the summer load water plane
from fore to aft perpendicular is known as length between perpendiculars.
Length overall (loa): It is the distance measured parallel to the summer load waterline between the
extreme points at the forward and the aft. The extreme point at the forward can be taken on the
bulbous bow.
Length on the waterline (lwl): It is the distance measured between the intersections points of the
bow and the after end with the summer load waterline. In case it is not mentioned, the length of the
summer load waterline is taken into consideration as the length of the waterline.
Midship or amid ship : The midpoint between the aft and the forward perpendicular is known as
midship or amid ship. The section passing through this point and which is normal to the waterplane is
called midship section. The term beam is quoted at amid ship. The breath extreme is measured at
amid ship. It is also known as moulded breadth line.

Few more

Depth: The depth of the ship varies along the length. But the depth of the ship is taken as the
distance between the undersides of the deck amid ship to the bottom of the keel. You might not get an
exact value of depth as the hull is symmetrical and the depth varies thorough out the ship. For
example, the depth is greater at stern than at midship.
Width or beam or extreme breadth: The width of the ship is also known as the extreme breadth. It
is generally measured at the amid ship. It is the greatest distance between the two sides of the ship at
the greatest width.

Sheer: It is measured as the rise of the deck towards the stem or stern. It is the height of the deck at
the side above the deck at sides amidships.
Camber or round of beam: It can be defined as the side of the deck going from side to the centre of
the ship.
Rise of floor or dead rise: At the amidships region, the bottom of the ship is extended out to
intersect the moulded breadth line. The rise or the height of this intersection above the keel is known
as rise of floor or dead rise.
Tumble home: If the sides of the ship at the amidships is not vertical and if the upper deck beam is
less than the waterline, it is said to have tumble home.
Draught: It is the distance between the keel and the waterline at any point along the length of the
ship. Moulded draught is measured from the inside of the keel plating.
Trim: The difference between the draughts at forward and aft is known as the trim. Trim is mentioned
as by the bow or by the stern depending upon which one is greater.
Freeboard: It is essential in determining the stability of the ship. It is the difference between the
depth at side and the draught, i.e. it is the height of the deck above the waterline. Freeboard is
generally less at amidships than at bow and stern.

http://www.brighthubengineering.com/naval-architecture/26220-what-are-thebasic-dimensions-of-a-ship/

Fungsi masing-masing dimensi, mis: draft berhubungan dengan kedalaman

etc
The equivalent of TEU

The twenty-foot equivalent unit (often TEU or teu) is an inexact unit of cargo capacity
often used to describe the capacity of container ships and container terminals.[1] It is based
on the volume of a 20-foot-long (6.1 m) intermodal container, a standard-sized metal box
which can be easily transferred between different modes of transportation, such as ships,
trains and trucks.[1]

There is a lack of standardisation in regard to height, ranging between 4 feet 3 inches

(1.30 m) and 9 feet 6 inches (2.90 m), with the most common height being 8 feet 6 inches
(2.59 m).[2] Also, it is common to designate 45-foot (13.7 m) containers as 2 TEU, rather than
2.25 TEU.

http://en.wikipedia.org/wiki/Twenty-foot_equivalent_unit

Cargo ships/freighters can be divided into five groups, according to the type of cargo they carry.
These groups are:
1. General cargo vessels
2. Tankers
3. Dry bulk carriers
4. Multi-purpose vessels
5. Reefer ships
General cargo vessels carry packaged items like chemicals, foods, furniture, machinery, motor- and
military vehicles, footwear, garments, etc.
Tankers carry petroleum products or other liquid cargo.
Dry bulk carriers carry coal, grain, ore and other similar products in loose form.
Multi-purpose vessels, as the name suggests, carry different classes of cargo e.g. liquid and
general cargo at the same time.
A Reefer (or Refrigerated) ship is specifically designed[1] and used for shipping perishable
commodities which require temperature-controlled, mostly fruits, meat, fish, vegetables,dairy
products and other foodstuffs.
Specialized types of cargo vessels include container ships and bulk carriers (technically tankers of
all sizes are cargo ships, although they are routinely thought of as a separate category). Cargo ships
fall into two further categories that reflect the services they offer to industry: liner and tramp services.
Those on a fixed published schedule and fixed tariff rates are cargo liners. Tramp ships do not have
fixed schedules. Users charter them to haul loads. Generally, the smaller shipping companies and
private individuals operate tramp ships. Cargo liners run on fixed schedules published by the
shipping companies. Each trip a liner takes is called a voyage. Liners mostly carry general cargo.
However, some cargo liners may carry passengers also. A cargo liner that carries 12 or more
passengers is called a combination or passenger-cum-cargo line.

http://en.wikipedia.org/wiki/Cargo_ship

Cargo shipping is a low marginbusiness model that requires vessels to be fully loaded in
order to sustain profitable operations. When a ship is in the design phase it is almost

always structured in a specific classification of naval architecture and built to serve a

specific route or purpose.
Vessels that are built to pass through specific bottlenecks while carrying the maximum
amount of cargo are termed -max. For example a freighter designed to pass through
the Panama Canal are called Panamax. This means that the ship will fit into a minimum
bounding box that matches the dimensions of the smallest locks in the canal. A
bounding box is measured in three dimensions and includes areas under water and
above the ship in addition to maximum length and width.
In a maritime specific case the dimensions of the bounding box have some different but
still familiar names. Draft is the measurement from the surface of the water to the
bottom. Beam is the width of a vessel at its widest point. Length is measured as the
overall length of a ship but in some cases maximum dimensions might consider the
length at the waterline which can differ significantly from length overall (LOA) because of
the Deadrise of the hull. The final measurement is Air Draft which is the measure of the
maximum height above the waterline of any structure on the ship.
Other terms you will see are Gross Tonnage (GT) and Dead Weight Tonnage (DWT)
and while many perceive this as a measure of weight it is actually described best as a
measure of volume of the vessels hull.
Weight only factors in when an equivalent weight of water displaced by the hull needs to
be expressed.
http://maritime.about.com/od/shipbuilding/a/Cargo-Vessel-Size-Classifications.htm

Ship Size Definitions

Most of these definitions pertain to cargo vessels but they can be applied to any kind of
ship. Military and cruise ships can also be classified under these definitions but the most
common usage concerns cargo ships.
Aframax This classification almost always refers to an oil tanker although it is
occasionally applied to other bulk commodities. These vessels serve oil producing areas

with limited port resources or where man made canals lead to terminals that load raw
petroleum products.
The size limitations in this class are few. The main restriction is the beam of a vessel
which in this case cannot exceed 32.3 Meters or 106 feet. Tonnage of this type of vessel
is approximately 120,000 DWT.
Capesize Here is one of the instances where the naming scheme is different but the
concept is the same. A Capesize class of ship is limited by the depth of the Suez
Canalwhich is currently 62 feet or about 19 meters. The soft geology of the region has
allowed the canal to be dredged to a greater depth since it was first built and it possible
the canal will be dredged again in the future so this classification may change its
maximum draft limit.
Capesize vessels are large bulk carriers and tankers that get their name from the route
they must take to bypass the Suez Canal. This route takes the past the Cape of Good
Hope in Africa or Cape Horn off of South America depending on the final destination of
the ship.
The displacement of these vessels can range from 150,000 to as much as 400,000
DWT.
Chinamax Chinamax is a little bit different since it is determined by the size of port
facilities rather than physical obstructions. This term is not only applied to ships but also
to port facilities themselves. Ports that can accommodate these very large vessels are
referred to as Chinamax compatable.
These ports do not necessarily need to be anywhere near China they only need to meet
the draft requirements of dry bulk carriers in the 350,000 to 400,000 DWT range while
not exceeding 24 meters or 79 feet of draft, 65 meters or 213 feet of beam, and 360
meters 1,180 feet of overall length.
Malaccamax Here is another situation for naval architects where the main restriction
is draft of the vessel. The Strait of Malacca has a depth of 25 meters or 82 feet so ships
of this class must not exceed this depth at the lowest point of the tidal cycle.

Vessels serving this route can gain capacity in the design phase by increasing beam
and length at the waterline in order to carry a greater capacity in a limited draft situation.
Panamax This class is the most commonly recognized to most people since it refers
to the Panama Canal which is quite famous in its own right.
The current size limitations are 294 meters or 965 feet in length, 32 meters or 106 feet
of beam, 12 meters or 39.5 feet of draft, and 58 meters or 190 feet of air draft so
vessels can fit under the Bridge of the Americas.
The canal opened in 1914 and by 1930 there were already plans to enlarge the locks to
pass larger vessels. In 2014 a third larger set of locks will begin operations and define a
new class of vessels called New Panamax.
New Panamax has size limitations of 366 meters or 1200 feet of overall length, 49
meters or about 160 feet of beam, and a draft of 15 meters or 50 feet. The air draft will
remain the same under the Bridge of the Americas which is now the main limiting factor
for large vessels passing through the canal.
Seawaymax This class of vessels is designed to achieve the maximum size for
passage through the Saint Lawrence Seaway inbound or outbound from the Great
Lakes system.
The locks of the seaway are the limiting factor and can receive ships no larger than
225.5 meters or 740 feet of overall length, about 24 meters or 78 feet of beam, about 8
meters or 26 feet of draft, and an air draft of 35.5 meters or 116 feet above the water.
Larger vessels operate on the lakes but they are unable to reach the sea because of the
bottleneck at the locks.
Supermax, Handymax Once again this is a class of ships that is not restricted by a
specific set of locks or bridges but instead it refers to cargo capacity and the ability to
use ports. Ports are often designated to be Supermax or Handymax compatiable.
Supermax as you probably guessed is the largest of the vessels with a size of around
50,000 to 60,000 DWT and can be as long as 200 meters or 656 feet.

Handymax vessels are slightly smaller and have a displacement of 40,000 to 50,000
DWT. These ships are usually at least 150 meters or 492 feet.
Suezmax The Suez Canals dimensions are the limiting factor for ship size in this
case. Since there are no locks along the one hundred plus miles of the canal the only
limitations are draft and air draft.
The canal has a useful draft of 19 meters or 62 feet and vessels are limited by the
height of the Suez Canal Bridge which has a clearance of 68 meters or 223 feet.

Cargo ships are categorized partly by capacity, partly by weight, and partly by dimensions (often with
reference to the various canals and canal locks they fit through). Common categories include:

Dry Cargo

Small Handy size, carriers of 20,000 long tons deadweight (DWT)-28,000 DWT

Handy size, carriers of 28,000-40,000 DWT

Seawaymax, the largest size that can traverse the St Lawrence Seaway

Handymax, carriers of 40,000-50,000 DWT

Panamax, the largest size that can traverse the Panama Canal (generally: vessels
with a width smaller than 32.2 m) Limited to 52,000 DWT loaded, 80,000 DWT empty.

New Panamax, Upgraded Panama locks with 55m beam, 18M depth, 120,000 DWT[4]

Capesize, vessels larger than Panamax and Post-Panamax, and must traverse
the Cape of Good Hope and Cape Horn to travel between oceans

Chinamax, carriers of 380,000-400,000 DWT with main dimensions limited by port

infrastructure in China

Wet Cargo

Aframax, oil tankers between 75,000 and 115,000 DWT. This is the largest size
defined by the average freight rate assessment (AFRA) scheme.

Suezmax, the largest size that can traverse the Suez Canal

VLCC (Very Large Crude Carrier), supertankers between 150,000 and

320,000 DWT.

Malaccamax, the largest size that can traverse the Strait of Malacca
ULCC (Ultra Large Crude Carrier), enormous supertankers between 320,000 and

550,000 DWT

Container ships are distinguished into 7 major size categories: small feeder, feeder,
feedermax, panamax, post-panamax, new panamax and ultra-large.[17] As of December 2012, there
are 161 container ships in the VLCS class (Very Large Container Ships, more than 10,000 TEU),
and 51 ports in the world can accommodate them.[18]
The size of a panamax vessel is limited by the Panama canal's lock chambers, which can
accommodate ships with a beam of up to 32.31 m, a length overall of up to 294.13 m, and a draft of
up to 12.04 m.[19] The "post panamax" category has historically been used to describe ships with a
moulded breadth over 32.31 m,[20] however the Panama Canal expansion project is causing some
changes in terminology. The "new panamax" category is based on the maximum vessel-size that will
be able to transit a new third set of locks.[21] The new locks are being built to accommodate a
container ship with a length overall of 366 metres (1,201 ft), a maximum width of 49 metres (161 ft),
and tropical fresh-water draft of 15.2 metres (50 ft).[21][22] Such a vessel would be wide enough to carry
19 rows of containers, have a total capacity of approximately 12,000 TEU and be comparable in size
to a capesize bulk carrier or a suezmax tanker.[22]
Main article: Feeder ship
Container ships under 3,000 TEU are generally called feeders. Feeders are small ships that typically
operate between smaller container ports. Some feeders collect their cargo from small ports, drop it
off at large ports for transshipment on larger ships, and distribute containers from the large port to
smaller regional ports.[2] This size of vessel is the most likely to carry cargo cranes on board. [23]
Container Ship Size Categories
Name

Capacit

Length

Beam

Draft

Example

y
(TEU)[17]
Ultra
14,501
Large
and
Container higher
Vessel
(ULCV)

1,200 ft
(366 m)
and
longer

160.7 ft
(49 m)
and
wider

49.9 ft
(15.2 m)
and
deeper

New
panamax

10,000 1,200 ft
14,500 (366 m)

160.7 ft
(49 m)

Post
panamax

5,101
10,000

49.9 ft
With a beam of 43 m,
(15.2 m) ships of the COSCO
Guangzhou class are
much too big to fit
through the Panama
Canal's old locks, but
could easily fit through
the new expansion.
(Photo: The 9,500
TEUMV COSCO
Guangzhou pierside in
Hamburg. )

Panamax

3,001
5,100

965 ft
106 ft
39.5 ft
Ships of the Bay-class
(294.13 m (32.31 m (12.04 m are at the upper limit of
)
)
)
the Panamax class, with
an overall length of
292.15 m, beam of
32.2m, and maximum
depth of 13.3 m.
[25]
(Photo: The 4,224 TEU
MV Providence
Baypassing through the
Panama Canal.)

Feederma 2,001
x
3,000
Feeder

1,001
2,000

Small
feeder

Up to
1,000

With a length of 400 m, a

width of 59 m, draft of
14.5 m, and a capacity of
18,270 TEU, ships of
theMaersk Triple E
class class are able to
transit the Suez canal.
[24]
(Photo: MV Mrsk McKinney Mller.)

Container ships under

3,000 TEU are typically
called feeders. In some
areas of the world, they
might be outfitted with
cargo cranes. (Photo:
The 384
TEU MV TransAtlantic at
anchor.[26])

MASUKKAN SEMUA DARI http://maritime-connector.com/wiki/ship-sizes/

By dimensions
Length
Beam
Draft
(m)
(m)
(m)

By capacity
(DWT)
Bulk Carriers

Handy size

10.000

Handymax
Panamax
Capesize
VL Ore Carriers
Coastal
Small
Handy size
Tankers

Handymax
Large/Long Range
One (LRI)
Large/long Range
Two
Panamax
Aframax

Crude Oil
carriers

Suezmax
Very large Crude
Carrier (VLCC)
Ultra Large Crude
Carrier (ULCC)

30.000
30.001
50.000
50.001
80.000
80.001
199.000
> 200.000
3.001
19.000
10.001
19.000
19.001
25.000
25.001
45.000
45.001
70.000
70.001
100.000+
50.001
80.000
80.000
119.000
120.000
150.000
150.000
320.000
> 321.000

290

32,3

12,04