To promote and develop the Marine Industry, which includes shipbuilding and repairing industry, off-shore structures fabrication, marine engineering, marine survey/inspection/consultancy and such other marine-related services, consisting of state-owned enterprises, cooperatives and private companies.

To form means of communication between members, provide facilities for the discussion on matters for the development of the Marine Industry, afford proper and desirable advises and assistances to members on all relevant matters.

To represent the common interests of the members in taking such actions as may be necessary together with the Government or Non-governmental Agencies in striving for objectives of the Association, either at home or abroad.

To act a legal source with regards the opinion of the members in promoting the Marine Industry the Government, the Legislative Body and Public.

IPERINDO is managed according the following structure :

• General Meeting of Members, is the highest organ having the highest authority


• The Board of Supervisors has nine (9) members including the Chairman.


• The Board of Management consists of a General Chairman and four (4) Chairmen, each coordinating the fields of shipbuilding/ship-repairing and sub contracting, offshore industry, supporting/related industries, design engineering consultancy and other maritime services.


• The Executive Management is chaired by the Secretary General, who runs the daily activities with executives for market/business development, economics and financing, human resource development and legal & organization.

Sekapur Sirih

Pertama-tama saya mengucapkan puji syukur kehadirat Allah SWT karena atas ijinnya maka lahirlah kembali situs website Iperindo.org.co.id dengan wajah serta penampilan baru. Memang situs ini sudah pernah muncul beberapa waktu silam namun dalam perjalanannya belum sesuai dengan tujuan yang diharapkan.

IPERINDO yang merupakan salah satu asosiasi resmi yang diakui Pemerintah khususnya dibidang industri galangan kapal dan industri lepas pantai beserta industri penunjangnya mempunyai tantangan sekaligus harapan dalam menumbuhkembangkan industri galangan termasuk industri pendukungnya (saya sebut kluster industri perkapalan) agar benar-benar memberikan nilai tambah bagi tujuan kemandirian, kesejahteraan maupun kemakmuran bagi bangsa Indonesia.

Salah satu cara adalah dengan mengembangkan jejaring (networking) baik sesama anggota IPERINDO maupun dengan asosiasi-asosiasi lain sehingga tercipta hubungan komplimentasi antara para pihak sesuai dengan kepentingannya masing-masing. Banyak hal yang masih perlu tindak lanjut, misalnya pelaksanaan Inpres 5 tentang azas cabotage, memberi masukan kepada pemerintah dalam rangka penerbitan Peraturan Pemerintah sebagai Implementasi UU Pelayaran no. 17/2008. Tentu kesemuanya itu membutuhkan pemikiran dan komunikasi. Dalam hal ini IPERINDO telah maju selangkah dengan membuka kembali situs website IPERINDO yang lebih disempurnakan.

Saya berharap media ini bisa di akses secara kontinyu tidak hanya oleh anggota IPERINDO saja tetapi juga oleh semua 'stake holder'. Mari bersama-sama kita manfaatkan website ini dan kita tingkatkan baik mutu maupun pelayanannya sehingga dapat kita rasakan manfaatnya bersama.

Pada akhirnya saya ucapkan selamat kepada Tim Website IPERINDO, terutama kepada saudara Rio dan saudara Brigatnoro selaku 'man behind the gun' atas peluncuran website tersebut.

Vivat Iperindo !

Until 16th Century

As any other maritime country in the world, shipbuilding in Indonesia started with the building of wooden conoes/praus and later developed to building wooden sailing boats. This can be observed by the sailing ship relief stone wall of the famous 8 th century Borobudur temple in Central Java.

According to historians, Indonesian traders using sailing ships had been trading in South east Asian waters since early history and also to India and China, and even the sailed as for as to east African coast (Madagascar island) and to Central Pacific islands.

16th - 20th Century

The exploration of western nations using sailing ships to various parts of the world, including Indonesia, first for purposes and later for colonization, had hampered the development of Indonesian shipbuilding. Many restrictions were imposed upon colonized countries.

During that period of time, shipbuilding technology underwent significant development in Europe particularly with the change of wood material to steel and propulsion-by-sail to engine and propeller. But such development could not be experienced by Indonesian shipbuilding industry and the remained a backward industry producing wooden ship with their traditional building method.

In the 19th and 20th century, modern steel shipbuilding industry was introduced to Indonesia, but only by the establishment of shiprepairing yards, while building of new ship were executed in European shipyards. Educational institutions institutions in the field of shipbuilding technology were non-existent in Indonesia.

World War II

During Japanese occupation of Indonesia in World War II (1942-1945), the Japanese military government, making use of the aboundant supply of teak wood on Java island, built hundreds of modern motorized wooden cargo ships of about 300-400 T size along the northern coast of Java island. Engines were produced at machinery factories in Central and East Java. The ships were used to carry logistic supply for their war machine and were sailing in For Eastern, South-east Asian and South-western Pacific war zones.

During that time, a shipbuilding technical high school was established in Semarang, Central Java and this could be recorded as the first educational institution in modern shipbuilding technology in Indonesia.

Since Independence in 1945

1945 - 1960

After the national independence, proclaimed in 1945 and recognized in 1945 and recognized in 1949, some Indonesion nationals established a steel shipyard in 1951 (Carya Shipyard, Jakarta) and started to build steel ships up to 500 DWT size. Although this shipyard was small in size, the establishment was a milestone in the history of Indonesian Shipbuilding industry.

In the years 1950-1955, many Indonesian students were sent to foreign countries to study science and technology, including modern naval architecture and marine engineering a.o. to Netherland, England, Germany, Sweden, Italy, Yugoslavia, Poland, Russia and Japan. The first group of graduates returned to Indonesia in 1957.

1960-1990

In 1960, due to Indonesia-Dutch political conflict, all Dutch companies, including dockyards, were nationalized by Indonesia government and become state companies.

They were then modernized and additional facilities, machineries and equipment were fitted to make them possessing the capability to build new ships. Those companies were :

• Dok Tanjung Priok, Jakarta (established in 1924)
• Pakin Shipyard, Jakarta (established in 1924)
• IPPA Shipyard, Jakarta, Cirebon (West Java), Semarang (Central Java) (established in 1926)
• Dok Surabaya, Surabaya (established in 1910)
• Alir Menjaya Shipyard, Palembang (South Sumatra) (established in 1930)

Since then, many new shipyards were established by the government and private sector as well; a..o.:

• Menara Shipyard 1961, Tegal, Central Java (private)
• Kapin Shipyard 1963, Jakarta (private), built under aid program from Yugoslav Government (the yard was later named Inggom Shipyard by new management)
• Koja Shipyard 1964, Jakarta (state)
• Waiame Shipyard 1965, Ambon (state)
• Adiguna Shipyard 1968, Jakarta (private)
• Pelita Bahari Shipyard 1971, Jakarta (state)
• Intan Sengkunyit Shipyard 1974, Palembang, South Sumatra (private)
• Industri Kapal Indonesia (IKI Shipyard) 1977, Makasar, South Sulawesi & Bitung
• Jasa Marine Indah (JMI Shipyard) 1977, Semarang, Central Java (private)
• Dumas Shipyard 1978, Surabaya (private)
• Pabrik Kapal Indonesia (PAL Indonesia Shipyard) 1980, Surabaya (state)

To meet the changing business situation and to upgrade capability to enter the international market, in 1979 and 1992, the government reorganized by merging state shipyards and dockyards located in the western part of Indonesia (Pakin, Alir Menjaya, Koja, Dok Priok, Pelita Bahari (IPPA) into one company named Dok Kodja Bahari (DKB Shipyard). DKB Shipyard’s head office is in Jakarta with yards located in Sabang (North Sumatra), Padang (West Sumatra), Palembang (South Sumatra), Banjarmasin (South Kalimantan), Jakarta (4 yards), Cirebon (West Java) and Semarang (Central Java).

PAL Indonesia Shipyard was established on the former location of naval shipyard in Surabaya and wos designed to become the most advanced and modern shipyard in Indonesia, capable of building/repairing larger size merchant ships, naval vessels, special type ships and marine offshore structures. The shipyard was also planned to be engaged in the production of marine engines and machinery, equipment and components.

Regional Cooperation

The agreement between the government of Indonesia, Malaysia and Singapore on joint regional development had established The SUORI (Singapore, Johar, Riau) Regional Development Area with special trade arrangement a.o. exemption of import fax & valve added fax.

Since 1990, on Batam and Karimun islands of Indonesia, more than 20 joint venture and domestic shipyards were established, mostly affiliated with Singapore shipyards, Facilities include 60.000 T floating docks, 7.000 T synchrolift. Ships of up to 8.000 DWT had been built during the past years. It is expected that more facilities will be built in the near future. Main shipyards on Batam-Karimun island are :

• Karimun Sembawang Dockyard
• Batamex Shipyard
• Pan United Shipyard
• Batamas Shipyard
• Nanindah Shipyard

Planning, Supervision & Support to the Shipbuilding Industry

1957

For the first time, Indonesia had a government department with a division in charge of planning and supervision of the shipbuilding industry e.g. the Shipbuilding Industry Division, Department of Shipping.

The division was later fransferred to the Department of Industry & Trade and is now under theDirectorate General of Basic Metal, Machinery, Electronic and Multivarious Industries.

1960

A Faculty of Ocean Engineering was founded at the Surabaya Institute of Technology and became the first higher educational institution in Indonesia for the study of naval architecture, marine engineering and marine offshore technology. In the years between 1960-1990, many state and private universities established their Faculties of Naval Architecture & Marine Engineering a.o. :

• Pattimura University, Ambon (state)
• Hasanuddin University, Makasar (state)
• Hang Tuah University, Surabaya (private)
• Aditama Institute of Technology, Surabaya (private)
• Muhammadiyah University, Surabaya (private)
• Veteran University, Jakarta (private)
• Darma Persada University, Jakarta (private)
• Diponegoro University, Semarang (state) 1964

To survey and class the expanding Indonesia fleet, Indonesia foundled its own ship classification society named Biro Klasifikasi Indonesia (BKI). It was the first classification bureau in the Asean region. At present about 3.000.000 T of ships had been classed to BKI.

1968

Joint efforts were made to develop shipbuilding technology and industry in Indonesia to enhance the national development. Indonesia enterprises engaged in shipbuilding industry founded the marine industry association, named : Ikatan Perusahaan Industri Kapal dan Sarana Lepas Pantai Indonesia (Indonesia Shipbuilding & Offshore Industries Association), better known in Indonesia as (IPERINDO, IPERINDO's activities cover 4 sectors e.g. shipbuilding & repairing, production of marine-related material/machineries/equipment, marine off-shore structure construction and marine survey/inspection/consultancy service.

1974

To support and increase the stength of the Indonesia fleet, the government established a fleet development financing corporation called PT. Pengembangan Armada Niaga Nasional Multi Finance (National Merchant Fleet Development Multi Finance Corporation / PT. PANN MF) The Corporation has the task to extend financial assistance to shipping companies in acquiring new as well as second hand ships with easier terms of payment, giving priority and first choice in the building of new ships and repairing ships at domestic yards.

Since its foundation PT. PANN MF had been in charge of building serial cargo and semi-container ships at domestic yards (6 units of 750 DWT, 3 units of 950 DWT and 32 units of 3.600 DWT) At present, PT. PANN MF has a fleet of 60 ships, which were leased on a hire-purchase contract to shipping companies.

1991

To contibute to the development of shipbuilding and maritime technology, Indonesia experts, engineers and professionals founded the Himpunan Ahli Teknologi Maritim Indonesia/HATMI (The Society of Indonesian Maritime Engineers) which can be said to be equivalent to The Society of Naval Architects & Marine Engineers or SNAME in foreign countries. HATMI has now about 600 members.

1995

After about 8 years of preparatory works of design and construction, finally in 1995, Indonesia succeeded to inaugurate its shipbuilding experimental test tank and research center in Surabaya, East Java, named Laboratorium Hidrodinomika Indonesia/LHI (Indonesian Hydrodynamic Laboratory). LHI has the following facilities:

• towing tank test basin of 234.5 m length, 11 m width and 5.5 m depth
• cavitation tunnel of 18 m length and 12 m height
• maneuvering test basin of 60 x 35 m and 45 x 35 m
• ship model manufacturing shop

LHI is the largest known hydrodynamic research laboratory in the southern hemisphere. It is hoped that LHI would contribute to the development of science and technology at national and international level, particularly in the shipbuilding field.

Activities

According to Department of Industry and Trade, shipbuilding covers the following activities.

• New ship construction of all types and sizes made of steel, wood, fible glass and other metal or material.
• Maintenance, repair, conversion and recondition of ships
• Fabrication of offshore structures
• Manufacturing, assembling of marine machineries, equipment and components
• Shipbreaking
• Marine design, engineering, survey, inspection and consultancy services

Facilities and Capabilities

Shipbuilding and Shiprepair

• Number of companies registered by The Department of Industry & Trade : 240 (including 5 state companies and 22 companies on Batam/Karimun islands)
• Newbuilding bearth : 153 units
• Largest capacity newbuilding berth : 50.000 dwt
• Newbuilding, annual capacity : 180.000 gt
• Graving dock, floating dock, slipway : 208 units
• Largest dock capacity : 65.000 dwt
• Docking, annual capacity : 3.600.000 gt

Since the start of First Five Year Development Plan (FYDP I) in 1969, Indonesian shipbuilding industry had built hundreds of ships of vavious types and sizes. Warth to be mentioned are the following types and sizes of ships:

• Passenger and Trailer Ro-ro Ferry Boat 18.900 GT (export)
• 90 m/500 Pax/4000 GT Pure Passenger Ship (3 units)
• Passenger & Car Ro-ro Ferry Boat 5.000 GT
• General Cargo Ship/Semi-container 3.650 DWT (32 units)
• Container Carrier 208 TEU/4.200 DWT (out of 24 units, 9 units delivered)
• Container Carrier 400 TEU
• Container Carrier 1.600 TEU
• Log Carrier 8.000 DWT (3 units)
• Bulk Carrier 42.000 DWT (export)
• White/Block Oil Tanker 1.500 DWT/3.500 DWT/6.500 DWT/17.500 DWT
• Chemical Tanker 16.000 DWT (export)
• LPG Carrier 5.600 m3 (export)
• Firefighting Tugboat 4.500 HP
• SAR Tugboat 7.500 HP (under construction)
• Tuna Longliner 300 GT (out of 33 units, 9 units delivered)
• Fast Patrol Boat 400 T/57 m/6.000 HP/30 knots (9 units)
• Fast Patrol Boat 60 T/28/3.600 HP/28 knots (12 units)
• Floating Dock 2.500 Tlc (3 units)

Offshore Structure Fabrication

Since 1970, the Indonesian marine offshore structure fabrication industry had been developed to support the rapid expanding oil & gas industry, especially in offshore exploration, exploitation and production activities.

The range of products include jackets, platforms, accommodation modules, single point mooring buoys, crane barges, oil/gas process equipment (separators, heat exchangers, pressure vessels, well manifolds etc). Many of those products were exported.

There are now 19 Companies registered by the Department of Industry & Trade with location on Java, Sumatra Batam, Sulawesi and East Kalimantan.

Total annual capacity : 35.000 T steel.

Ship Material, Machinery and Equipment

As more and more ships were built at domestic shipyards, favourable condition exists for investment to manufacture shipbuilding material, machineries and equipment.

Many new factories were established beside existing metal, machinery and electrical/ electronic equipment factories which diversified their products into the marine field. Theor existence was boosted by the construction of standardized vessels like:

• The Caraka Jaya domestic fleet modernization program
• (56 cargo/semicontainer ships of 3.000 DWT-3.650 DWT-4.200 DWT)


• The domestic tanker fleet replacement program
• (25 tankers of 1.5000 DWT-3.500 DWT-6.500 DWT-17.500 DWT)


• The expansion of domestic fleet of passenger-car ro-ro ferry boats
• (40 ships of 200 GT-600 GT)


• The Navy fast patrol boat building program
• (9 units of 57 m/400 T/6.000 HP/30 knots FPB)


• The Custom/Marine Pilice patrol boat building program
• (15 units of 28 m/60 T/2.440 HP/30 knots FPB)


• The harbour tug boat building program
• (tug boats of 800 HP, 1.600 HP, 2.400 HP/3600 HP, 4.200 HP)

Ships material, machineries & equipment which had been manufactured locally are a.o.:

• steel plate, steel profile, welding electrode
• diesel main/auxiliary engine, shaft, sterntube, propeller
• generator, motor, pump, main switchboard, panel, marine cable.
• oil separator, heat excharger, pressure vessel
• deck machinery, cargo handling gear, hatch cover, steering gear
• ventilating fan, blower, steel door, alumunium Windows
• bollard, anchor, chain, wire rope
• life boat, life raft, davit, fire extinguisher
• valve, pipe & fittings
• forging and casting products, zinc/alumunium anode
• refrigerating machine, galley equipment
• paint

Marine Design, Engineering, Survey, Inspection and Consultancy Services

The demand for marine services in design, engineering, survey, inspection, supervision and consultancy grew with the development of the shipbuilding industry. Since 1960, companies in this field of activities began operating their services to serve the marine industry. At present, there are 7 competent companies in this marine service business.

Indonesia practically started its shipbuilding industry in 1950, about 5 years since independence. In a developing country like Indonesia, the level of shipbuilding technology development can be observed by the deliveries of newly built ships.

In 1969, the First Five Year Development Plan (FYDP I) was launched and since then rapid development accurred and Indonesia succeeded in building many ships of various and types, from 100 DWT coastal cargo ships to 3.000/4.200 DWT inter-island cargo/semi-container ships and 42.000 DWT ocean coastal cargo ships to 3.000/4.200 DWT inter-island cargo/semi-container ships and 42,000 DWT ocean going bulk carrier for export. In the building of passenger ships, 500 passengers/90 m/4.000 GT pure passenger ships had been built.

As to oil tankers, domestic shipyards had the experience to build ships from small oil barges to double-hull oil tankers of 17.500 DWT; also LPG tanker of 5,600 m3 and chemical tanker of 16.000 DWT.

Indonesian shipyards also had gained experience building special type ships like fast patrol boats of 57m/400T/30 knots, tin bucket dredger of 12.000 T. hopper trailing dredger 1.500 DWT, passengers trailer ro-ro ferry of 18.900 GT for export, floating docks 5.000 Tlc. Modern fishing boats up to 300 GT had also built (fisheries training ships, tuna long liner, shrimp trawler and athers).

The development of shipbuilding technology in Indonesia can be attributed to the existence and support of Faculty of Shipbuilding Technology of state and private universities, the Agency for Assessment and Application of Technology (BPPT) of the Ministry of Research and Technology and the ship classification society Biro Klasifikasi Indonesia (BKI).

It is also the result of continiuous efforts by the shipbuilding industry to be always in touch with the latest development, for example the application of CAD/CAM.

In the near future, the development of shipbuilding/marine technology in Indonesia will be further enhanced and strengthened with the operation of the Indonesia Hydrodynamic Laboratory (LHI) which was inaugurated in 1995.

Government Policy

• To invite foreign investment in shipbuilding and related industries. The present regulation permits foreign investors to own 100% shares and 95% shares in joint venture companies.
• The simplification of licensing procedures
• Tax incentives for industrial restructurization
• The promotion of Batam, Bintan and Karimun island as main alternative for foreign investors to relocate their manufacturing base
• Exemption of valve added tax (VAT) for newbuilding and repair/maintenance service
• The permission to import second-hand ships

Development Strategy

• To increase shipbuilding and shiprepair capacity to meet demand of replacement and expansion of national fleet (merchant fleet, fisheries fleet, defence fleet, offshore oil/gas industry fleet, special-type fleet).
• To improve capability to enter the regional and international market
• To estabilish training centers to continuously upgrade skill and experience of manpower in the framework of human resources development.
• To upgrade and modernize production process technology and efficiency
• To upgrade managerial skill in all levels.
• To promote conducive loans to shipowners for newbuilding and to shipbuilding industry for investment and working capital.
• To enhance R & D activities in shipbuilding technology
• To enhance strategic cooperation with foreign shipbuilding industry

PT. Guna Nusa Utama

Hamdok Corps

PT. Rekapola

PT. Dok dan Perkapalan Surabaya

PT. PAL

Terafulk Megantara Design

PT Dumas Tanjung Perak Shipyard

Indonesia Marina