Registration is not one document but a layered certification stack under Ditjen Hubla. Here it is in dependency order — what each certificate proves, who issues it, and what to check.
What a properly certificated charter phinisi should produce on request. Being unable to produce any of these — or long delay — is a material compliance signal.
The primary ownership instrument, issued by the Ditjen Hubla ship registry — the maritime equivalent of a land title. For a commercial phinisi the registered owner must be an Indonesian entity.
A government surveyor measures the vessel and assigns its gross tonnage — a volume, not a weight. That figure sets safety certificates, manning requirements and port dues.
A vessel certificate does not authorise a company to run commercial sea transport. The operating PT needs its own Ministry of Transportation licence, applied for through OSS.
Not mandated by statute for every phinisi, but effectively required for commercial insurance and for the passenger safety certificate regime most liveaboards need.
Issued annually by the Syahbandar after inspecting liferafts, lifejackets, EPIRBs, flares, fire equipment, navigation lights and bilge pumps. Repair notices must be cleared before re-issue.
Three further instruments, often surveyed in the same Syahbandar cycle: maximum laden draught, GMDSS radio equipment and operator endorsement, and MARPOL oil and sewage compliance.
Issued by the Syahbandar from the vessel's GT, route and passenger capacity, it sets the minimum certificated crew. It is vessel-specific — no single national table applies.
01
The primary ownership instrument, issued by the Ditjen Hubla ship registry — the maritime equivalent of a land title. For a commercial phinisi the registered owner must be an Indonesian entity.
02
A government surveyor measures the vessel and assigns its gross tonnage — a volume, not a weight. That figure sets safety certificates, manning requirements and port dues.
03
A vessel certificate does not authorise a company to run commercial sea transport. The operating PT needs its own Ministry of Transportation licence, applied for through OSS.
04
Not mandated by statute for every phinisi, but effectively required for commercial insurance and for the passenger safety certificate regime most liveaboards need.
05
Issued annually by the Syahbandar after inspecting liferafts, lifejackets, EPIRBs, flares, fire equipment, navigation lights and bilge pumps. Repair notices must be cleared before re-issue.
06
Three further instruments, often surveyed in the same Syahbandar cycle: maximum laden draught, GMDSS radio equipment and operator endorsement, and MARPOL oil and sewage compliance.
07
Issued by the Syahbandar from the vessel's GT, route and passenger capacity, it sets the minimum certificated crew. It is vessel-specific — no single national table applies.
Short answers. Information, not legal advice — verify fees and requirements with KSOP or Ditjen Hubla.
It is the official vessel ownership deed issued by Ditjen Hubla — the equivalent of a land certificate. When buying, it must show an unbroken chain ending in the seller, with no undischarged liens. Have a maritime lawyer verify it before completing any purchase.
Not by a single statute for every small domestic vessel, but effectively yes: most marine insurers will not cover a wooden commercial vessel without class, and Syahbandar passenger safety certification typically relies on an active classification survey. Verify current requirements with BKI and your KSOP.
Generally no. The master and chief engineer must hold Indonesian ANT/ATT competency certificates. The Directorate General can grant limited exemptions, mainly for international routes, but they are not standard in the domestic charter market. Get specific confirmation from Ditjen Hubla.
The surat ukur records the officially measured gross tonnage and dimensions. The pas besar is the flag certificate establishing Indonesian registration. The surat ukur comes first, because its GT figure underpins the pas besar and the safe-manning certificate.
Generally no ANT certificate — they are not ship's officers on the safe-manning certificate. They still need a KITAS work permit and an employer RPTKA approval, and enforcement against unpermitted foreign dive staff has been reported in Komodo and Raja Ampat.
Fees are set by government tariff and updated by ministerial decree; published schedules are often out of date. Operators describe full certification from scratch as several thousand to tens of thousands of dollars, plus annual renewals. Verify current tariffs with KSOP before you budget.
Cabotage law, the 49% cap and the structures that hold after Law 66/2024.
Surat-surat yang wajib dicek sebelum membeli kapal phinisi.
Cara membaca rantai kepemilikan dan mengecek hipotek sebelum membeli.
Dari KBLI 50113 dan SIUPAL sampai sertifikat keselamatan tahunan.
49% caps, and why Law 66/2024 narrowed the old route.
The seven-stage roadmap, from defining the mission to planning the exit.
Tell us what you are planning. We point you to vessels that can produce their certificates on request — no hard sell, just independent information.
