Oleh Mas Edy
On shore 16 July 2010
Nah ini sama-sama di sebut V.C.F tetapi bukan VCF (Volume Corection Factor) tetapi Convertion Vactor jadi beda tipis aja ada V.C.F corection dan V.C.F convertion ok. taulah arti nya dalam bahasa daera masing2. he2.
Jadi, VCF (Volume Convertion Factor) adalah suatu angka atau factor perkalian untuk mendapatkan Barrels@ 60 F , Gallons dan Gallons ke Liter@ 15°C.
Misal nya anda sounding minyak dalam tanki lalu dengan tabel sudah anda koreksi trim, kemiringan dan hasil nya adalah= 3,400 kilo liter. Kemudian sudah di koreksi dengan perkalian untuk mendapatkan Net kilo liter sehingga anda mendapatkan hasil seperti ini
Gross KL = 3,400
V.C.F = 0.980206 x
Net KL = 3,332.7
Ok, anda sudah sampai pada Net kilo liter sekarang lanjutkan dengan mencari Barrels@ 60 F
Net KL = 3,332.7
V.C.F = ? x
Barrels@ 60 F = ?
Yang perlu di ketahui adalah: Density pada 15°C
Bagaimana kita mencari daftar 52… Untuk menemukan Barrels ?
Diketahui:
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Density pada 15°C = 0.7251 (sumber dari table 53)
Untuk mengetahui Nilai Daftar 52 ? seperti gopean di bawa ini.
Jadi V.C.F (Daftar 52) adalah: 6.294 ok, tinggal di masukan, gampang kan???
Net KL = 3,332.7
V.C.F = ? x
Barrels = ?
Di pertamina suda di tetepkan daft 52 untuk konversi ke barrels sbb:
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Untuk premium daft 54 nya adalah: 6.294
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Untuk kerosine daft 54 nya adalah: 6.293
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Untuk solar daft 54 nya adalah: 6.293
Dibawa ini salah satu contoh cara lain (sama aja, beda style aja) penyelesaian yang di sajikan menurut buku daftar ASTM ( American Society For Testing Materials ) selamat mencoba. sukses..
Postingan lain yang mungkin berhubungan:
]]>Oleh Mas Edy
On shore 16 July 2010
WCF (Weight Convertion Factor) adalah suatu angka atau factor perkalian untuk mendapatkan Long Tons dan Short Tons.
Ok, jadi kita suda selesaikan perhitungan sampai pada menetukan Barells, kalo anda membaca postingan saya berurutan berarti sedikit nyambung.
Misal nya anda sounding minyak dalam tanki lalu dengan tabel sudah anda koreksi trim, kemiringan dan hasil nya adalah= 3,400 kilo liter. Kemudian sudah di koreksi dengan perkalian untuk mendapatkan Net kilo liter sehingga anda mendapatkan hasil seperti ini
Gross KL = 3,400
V.C.F = 0.980206 x
Net KL = 3,332.7
Anda sudah mendapatkan NET KL pada temperatur 15°C sudah cukup data untuk bisa konversi ke berbagai macam satuan Barrels, Long Tons, Short Tons, Metric Tons.
anda juga sudah mencari Barrels@ 60 F sudah okelah ya, sekarang lanjutkan dengan mencari Long Tons, Bagaimana kita mencari W.C.F untuk mendapatkan Long Tons
Ikuti langkah2 berikut ini.
Yang perlu di ketahui adalah Density pada 15°C. ya cukup Density
Diketahui:
Density pada 15°C = 0.7251 (sumber dari table 53)
Silahkan menyimak gambar berikut ini.
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Yang di cari adalah: 0.7251
ada nggak di kolom table yang nyambung dengan 0.7251 ? Gk ada, maka kita interpolasi sbb:
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Selisih antara 0.7250 dan 0.7260 adalah: 10
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Selisih antara 0.7125 dan 0.7134 adalah: 9
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Maka interpolasinya adalah: 1/10 x 9 = 0.9
0.7125
0.9 +
0.71259
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Jadi 0.7251nya adalah = 0.71259 betul?
Artinya nilai W.C.F (daft 57) adalah: 0.71259
Tinggal masukin angka W.C.F pada perkalian bersusun dibawa ini dan mendapatkan Long tonsnya dan selesai. Gampang kan?
Net KL = 3,332.7
W.C.F = ? x
Long Tons = ?
Dibawa ini salah satu contoh cara lain (sama aja, beda style aja) penyelesaian yang di sajikan menurut buku daftar ASTM ( American Society For Testing Materials ) selamat mencoba. sukses..
lupa lagi trus dari Long Tons mau ke Metric Tons maka seperti ini copi paste yang dari atas ya di tambain ke bawa lagi jadi :
Net KL = 3,332.7
W.C.F = ? x
Long Tons = ?
Coefisien = 1.01605 x (jangan taya dari mana ini suda ketetapan)
MT =
-
maka metric ton ketemu deh… t rus lagi nih misal nya anda tidak ingin ke Long Ton tapi mau langsung ke Metric Tons. maka cukup sampai dulu di Net KL setelah itu buatlah seperti ini :
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Net KL = 3,332.7
W.C.F = ? x ( Density – 0.0011) Weight Correction Factor
Metric Tons = ? dapat deh Metric Tons nya.
Sekian.. selesai.
Postingan lain yang mungkin berhubungan:
]]>Oleh Mas Edy
On Shore 16 July 2010
Awal dari perhitungan muatan menggunakan daftar ASTM table hitung muatan tanker adalah membuka daftar ASTM table 53 ini.
Daftar 53 ASTM table adalah untuk mencari / menemukan Density yang kita ambil/observasi menggunakan gelas ukur di tanki kapal pada suhu normal saat itu di jetty ke dalam ingat kedalam suhu/temperature 15°C.
Bagaimana kita mencari daftar 53…?? Contoh seperti gopean di bawa ini.
Diketahui:
Observasi Density = 0.711
Observasi Temperature= 32°
Gampang kan,, hasil nya adalah density pabila temperature cargo 15°C adalah : 0.7251
Nilai ini akan kita gunakan untuk mencari daftar 54. Ingat tanpa nilai ini kita tidak dapat mencari daftar 54, daft 52 dan daftar 57.
Dibawa ini salah satu contoh cara penyelesaian Daftar 53 yang ada dalam buku daftar ASTM
Postingan lain yang mungkin berhubungan:
]]>Oleh Mas Edy
On shore 16 July 2010
VCF (Volume Corection Factor) adalah suatu angka atau factor perkalian untuk mendapatkan net volume dalam kilo liter. Jadi misal nya anda sounding minyak dalam tanki lalu dengan tabel sudah anda koreksi trim, kemiringan dan hasil nya adalah= 3,400 kilo liter. Ini sebenar nya masi gross kilo liter belum di sebut neto atau volume bersih.
Mengapa? karena material di bumi sangan rentang berubah dengan kondisi suhu atau temperature apalagi bahan cair. Maka standar perhitungan material benda cair di satukan di seluruh dunia harus satu standar yaitu di hitung pada suhu/temperature 15C. Jadi mau anda dimana aja suhunya panas atau dingin supaya tidak merugikan pihak lain ya harus di konversi ke dalam temperature 15°C.
Contoh Soal
Carilah Volume muatan 3 400 000 liter ( 3,400 KL) pada temperature 15°C ?
Penyelesaiannya:
Kita akan mencari V.C.F dengan membuka daftar tabel 54
Yang perlu di ketahui dalam membuka tabel ini adalah density @15°C dan suhu atau temperature observasi cargo saat itu.
Contoh sebagai berikut:
Density pada 15°C = 0.7251 (sumber dari table 53)
Observasi temperature= 32°C
Silahkan menyimak baik2 potongan salah satu halaman tabel di bawa ini.
Yang kita cari adalah: 0.7251 ada ngak di kolom table yang nyambung dengan 0.7251 ? Gk ada, maka kita interpolasi sbb:
Selisih antara 0.7250 dan 0.7300 adalah: 50 betul?
Selisih antara 0.9802 dan 0.9805 adalah: 3 ( aturan menulis nya 0.0050 dan 0.0003 tetapi karena saya anggap lebih mudah untuk di pahami apabila tidak berdereet banyak angka di belakang koma)
Maka interpolasinya adalah 1/50 x 3 = 0.06
0.9802
0.06 +
0.980206
Jadi 0.7251 nya adalah = 0.980206 betul? Tetapi apabila pihak Consegnee tidak mempermasalakan menggunakan hanya 4 digit decimal maka hasil interpolasi kita tadi bulatkan menjadi seperti 0.9802 saja. Ok, kita abaikan pengandayain di atas artinya nilai V.C.F (Daftar 54) adalah: 0.980206 dari nilai ini kita akan mendapatkan NET KL @ 15° dengan susunan perkalian:
Gross KL = 3,400
V.C.F = 0.980206 x
Net KL = 3,332.7
Jadi Volume muatan 3 400 000 liter ( 3,400 KL) pada temperature 15°C
adalah: 3,332,700 liter ( 3,332.7 KL) gampang kan.. ialah kalo belum tau ya susah.. uda tau gampang aja.
Dibawa ini salah satu contoh cara lain (sama aja, beda style aja) penyelesaian yang di sajikan menurut buku daftar ASTM ( American Society For Testing Materials ) selamat mencoba. sukses
Postingan lain yang mungkin berhubungan:
]]>Onshore: 2nd June 2010
Medical Fitness And Eyesight Standards
Reference is made to the Directorate General of Sea Communication Decree:
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No. DL.22/1/1-99 dated January 26, 1999 on Guidelines for Implementation of Medical Examination and Assessment for functional sailing crewmembers.
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No. UM.48/15/11-99, dated October 28, 1999 on Guideline for the Appointment of Hospital, Examiners’ and Assessors’ Team for Medical Clearance for functional sailing crewmembers.
Based on the Decrees, 52 have been approved by Director General of Sea Communication, the list of Hospitals as follows :
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RS. PELABUHAN SURABAYA, Jl. Kalianget No. 1- 2, Surabaya, Phone: (62-31) 3294801 – 3294802 – 3294803, Fax: (62-31) 3294804.
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RSUD SERANG, Jl. Rumah Sakit No. 1, Serang, Phone: (62-254) 200528 – 200829, Fax: (62-254) 200724.
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RS. PELNI PETAMBURAN, Jl. AIP KS. Tubun, Jakarta, Phone: (62-21) 5306901- 5480608 – 5484809, Fax: (62-21) 5483145.
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RS. PELABUHAN JAKARTA, Jl. Kramat Jaya, Tanjung Priok, Jakarta Utara, Phone: (62-21) 4403026, Fax: (62-21) 4403551.
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RSU. BELAWAN BAHAGIA, Jl. Setasiun No. 92, Belawan, Phone: (62-61) 6941927, Fax: (62-61) 6940120.
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KKP. UJUNG PANDANG, Jl. Hatta No. 3, Makassar, Phone: (62-411) 317482, Fax: (62-411) 334564.
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RS. PELABUHAN PALEMBANG, Jl. Mayor Memed Sastrowiryo, Palembang, Phone: (62-711) 711843 – 719741, Fax: (62-711) 717100.
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RS. OTORITA BATAM, Jl. Dr. Cipto Mangunkusumo, Batam, Phone: (62-778) 322165, Fax: (62-778) 322165.
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RS. PELABUHAN CIREBON, Jl. Sisingamangaraja No. 45, Cirebon, Phone: (62-231) 208948 – 205657 – 230024, Fax: (62-231) 234670.
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DINAS KESEHATAN KOTA BALIKPAPAN, Jl. Jenderal Sudirman No. 118, Balikpapan, Phone: (62-542) 733580 – 7205800, Fax: (62-542) 733580.
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RS. SAMARINDA, Jl. Niaga Timur No. 130, Samarinda, Phone: (62-541) 741092, Fax: (62-541) 741092.
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RSUD. DUMAI, Jl. Tanjung Jati No. 04, Dumai, Phone: (62-765) 38367 – 31041 – 38368, Fax: (62-765) 31041.
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RS. UMUM DAERAH CILACAP, Jl. Jenderal Gatot Subroto No. 28, Cilacap, Phone: (62-282) 533010 – 535233, Fax: (62-282) 533058.
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RS. PUSAT PERTAMINA, Jl. Kyai Maja, Kebayoran Baru PO. BOX 12120, Jakarta Selatan, Phone: (62-21) 7200290 – 7219200 – 7219187, Fax: (62-21) 7203540 – 7209811, Telex 47475 RSPP IA.
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KLINIK ARMADA BARAT, Jl. Gunung Sahari No. 67, Jakarta Pusat, Phone: (62-21) 4241108 ext. 4101, Fax: (62-21) 4246145.
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RS. MITRA KEMAYORAN, Jl. Landas Pacu Timur Kemayoran, Jakarta Pusat, Phone: (62-21) 6545555 – 6545888, Fax: (62-21) 6545959.
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KLINIK AMANAH MEDIKA PURA, Jl. Tebet Raya No. 31 , Jakarta Selatan 12820, Phone: (62-21) 83792701, Fax: (62-21) 83792702.
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KLINIK PURI MEDIKA MEDICAL CENTER, Jl. Sungai Bambu Raya No. 5 Tanjung Priok, Jakarta Utara, Phone: (62-21) 43903355 – 3903377, Fax: (62-21) 43903388, E-mail : medcen@centrin.net.id.
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RS. PERTAMINA JAYA, Jl. Jend. Ahmad Yani No. 2, Jakarta Pusat 10510, Phone: (62-21) 4211911, Fax: (62-21) 4211913.
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KLINIK KOPERASI KESEHATAN KERJA PELAYARAN (KOKESPEL), Jl. Ancol Baru No. 1 Tanjung Priok, Jakarta Utara, Phone: (62-21) 4372447, Fax: (62-21) 4372468.
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RS. PT. PUSRI PALEMBANG, Jl. Mayor Zein, Palembang 30118, Phone: (62-711) 712111 – 712222, Fax: (62-21) 712071.
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RSUD BITUNG, Jl. Manembo-nembo, Bitung, Phone: (62-438) 38066, Fax: (62-438) 30951.
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RSUD Dr. AHMAD YANI PEKAN BARU, Jl. Diponegoro No. 2, Pekanbaru, Phone: (62-761) 23418 – 21618 – 21657, Fax: (62-761) 20253.
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RSUD ULIN BANJARMASIN, Jl. A. Yani No. 13, Banjarmasin, Phone: (62-511) 3252180-3257470, Fax: (62-21) 325229.
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KANTOR KESEHATAN PELABUHAN DENPASAR, Jl. Raya Gusti Ngurah Rai, Denpasar, Phone: (62-361) 751407 – 751033, Fax: (62-361) 761881.
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RSUD MATARAM, Jl. Pejanggik No. 6, Mataram, Phone: (62-370) 621345 – 639717, Fax: (62-370) 621345.
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Kesehatan Daerah Militer Padang, Jl. Dr. Wahidin No. 1, Padang, Phone: (62-751) 31003, Fax: (62-751) 31003.
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RS. YOS SUDARSO, Jl. Sitayuh No. 1, Padang, Phone: (62-751) 33230 – 33231, Fax: (62-751) 31811.
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International SOS Jakarta Clinic, Jl. Numfor No. 1, Tembaga Pura, Phone: (62-901) 407666 – 301111 – 407652, Fax: (62-901) 404487.
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RSAL JAYAPURA, Jl. Amphibi 1 Hamadi, Jayapura, Phone: (62-967) 522958 – 532146.
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RSAL DR. R. GANDHI AT, Kompleks TNI AL Sorido, Biak, Phone: (62-981) 21899 – 21644, Fax: (62-981) 22979.
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RS. PERTAMINA SORONG, Jl. Ahmad Yani No. 13, Sorong, Phone: (62-951) 321581 – 326110, Fax: (62-951) 326110.
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RSUD SORONG, Jl. Kesehatan No. 36, Sorong, Phone: (62-951) 321850 – 321763, Fax: (62-951) 321763.
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RSUD MERAUKE, Jl. Soekarjo Wiryopranoto No. 1, Merauke, Phone: (62-971) 321124 – 321125.
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Rumah Sakit Casa Medical Centre Batam, Jl. Ahmad Yani No. 8 Muka Kuning, Batam, Phone: (62-778) 371002 – 371003, Fax: (62-778) 371001.
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Kantor Kesehatan Pelabuhan Panjang, Jl. Sumatera Pelabuhan Panjang, Panjang, Phone: (62-721) 31144.
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RSUD Dokter Soedarso, Jl. Adi Sucipto, Pontianak, Phone: (62-561) 732077 – 737701, Fax: (62-561) 732077.
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RSU Saint Antonius, Jl. KH Wahid Hasyim, Pontianak, Phone: (62-561) 733626, Fax: (62-561) 733263.
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RS Theresia Jambi, Jl. Dr. Sutomo No.19, Jambi, Phone: (62-741) 23119, Fax: (62-741) 20832.
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RS Pelabuhan Surabaya Cabang Semarang, Jl. Usman Janatin, Semarang, Phone: (62-24) 3549735, Fax: (62-24) 3548008.
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Poliklinik PIP Semarang, Jl. Singosari No. 2A, Semarang 50242, Phone: (62-24) 8311527 – 8311528, Fax: (62-24) 8311529.
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Klinik Jakarta Marindo, Komp. Perkantoran Yos Sudarso Megah Blok I no. 1 Jln. Yos Sudarso Kav. 1 Tanjung Priok, Jakarta Utara, Phone: (62-21) 43934870 – 43910267, Fax: (62-21) 43934872.
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RSUD Tual, Jl. Merdeka No. 3, Tual, Phone: (62-916) 21612 – 21613, Fax: (62-916) 21614.
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RS Sukmul Sisma Medika, Jl. Tawes 18-20 Tanjung Priok, Jakarta Utara, Phone: (62-21) 4301269 – 4301272, E-mail : sukmul@indosat.net.id.
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Kantor Kesehatan Pelabuhan Banten, Jl. Mayjen Sutoyo No. 21, Cilegon, Phone: (62-254) 571083, Fax: (62-21) 572491.
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Klinik Medilab Batam, Komp. Taman Niaga Sukajadi Blok J No. 3A s/d 5 Kel. Baloi Permai Kec. Nongsa, Batam 29463, Phone: (62-778) 7372022 – 7372023, Fax: (62-778) 7372024.
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RS Kartini Sorong, Jl. Mesjid Raya No. 10, Sorong, Phone: (62-951) 332091, Fax: (62-951) 327048.
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KKP Balikpapan, Jl. Yos Sudarso No. 51, Balikpapan 76111, Phone: (62-542) 421740.
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KKP Tanjung Priok, Jl. Raya Pelabuhan No. 17 Tanjung Priok, Jakarta Utara, Phone: (62-21) 43931045 – 4373266, Fax: (62-21) 4373265.
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Klinik Indosehat 2003, Jl. Cilincing Raya No. 74 Semper Timur Cilincing, Jakarta Utara, Phone: (62-21) 9193272, Fax: (62-21) 4411281.
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PT. Insani Medical Centre, Jl. Basuki Rachmat No. 18, Jakarta Timur, Phone: (62-21) 8192222, Fax: (62-21) 85911506.
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Rajawali Lestari Maritim Clinic, Jl. Senen raya No. 66, Jakarta Pusat, Phone: (62-21) 3440039, Fax: (62-21) 3440039.
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]]>On shore : 15 May 2010
Bukan saja saat menghadapi ujian di sekolah saat bertugas jaga di anjungan saja kadang masi lupa dengan lampu-lampu navigasi di laut.
berikut ini sekedar link saja agar mengingatkan lagi ingatan kita akan sosok lampu2 navigasi..
5. Vessels anchored and aground
6. Vessels Constrained by its Draught
7. Vessels Restricted in its Ability to Manoeuvre
10. Fishing Vessels
11. Pilot Vessels
12. Other Vessels
Postingan lain yang mungkin berhubungan:
]]>On Shore, 17 February 2010
Tulisan ini timbul setelah saya mendapat kesulitan untuk mencari jarak port to port dimana saya mendapat job mengantar atau delivery sebuah kapal.
Persoalan yg saya ingin mencari solusinya adalah saat saya mendapatkan tawaran tsbt tentu saya masih di darat dan bagaimana cara nya agar saya bisa mengetahui kira2 estimate time under way, ETA atau estimate kapan kapal berangkat dari pelabuhan dan kapan akan tiba tujuan??.. Wah belum join kapal uda pusing2 ngitung jarak di darat. Tentu ini bukan tanpa alasan, mengapa saya mencari solusi untuk hal ini ??. Alasan nya adalah karena saya sudah lebih dulu menunggu join kapal di sebuah perusahaan, Tapi karena masih stand by maka tak ada salahnya saya mengantar kpl lain untuk waktu beberapa hari, lumayan bisa buat tambahan uang saku.Jadi abis ngantar kapal kembali untuk memenuhi panggilan company lama hehe2.. Ok.
Pada tulisan saya terdahulu saya memberikan tips koreksi peta, tide predictions online Sakarang mencari jarak dgn cepat gaya mobile. Jadi cara ini bisa untuk panduang membuat garis haluan agar jarak tidak terlampau jauh dari distance table. Terutama untuk pelayaran ocean going, great circle dan juga membantu bagi anda yang tidak mau repot membuka Admiralty Distance Table.
Semua kepraktisan tentu butuh pengorbanan juga. yah butuh online. Barangkali ada software distance table yang bisa anda install di pc anda dan bekerja offline, tetapi tips ku ini bekerja secara online anda hanya perlu koneksi ke internet dimana pun anda berada lalu kunjingilah link ini.( haya untuk yang membutuhkan nya bisa comment dan aku berikan link nya). setelah terbuka anda di minta untuk memasukan beberapa data seperti :
- Leaving from (masukan pelabuhan keberangkatan)
- Going to (masukan pelabuhan tujuan)
- Time begin (masukan jam keberangkatan. Disini tidak ada pilihan untuk date karena di anggap tanggal nya adalah tanggal saat anda melakukan perhitungan)
- Speed (masukan speed rata-rata kapal anda)
Setelah data-data tersebut sudah di masukan, selanjutnya klik pada tab submit. Tunggu beberapa saat anda akan diberikan informasi seperti contoh di bawa ini. Dari Shanghai ke- Singapore. (dengan data yg saya gunakan departure Date: 16 Feb 2010 / 14.00 LT, speed 12 knots )
Search Results
Distance = 2237 Nautical Miles
Time usage = 7 days 18 hours
Departure from SHANGHAI
Port Code: CNSHA
Country: CHINA
Longitude: 121°27′E
Latitude: 31°14′N
Date: 16-02-2010
Time: 14:00
Arriving to SINGAPORE
Port Code: SGSIN
Country: SINGAPORE
Longitude: 103°49′E
Latitude: 1°16′N
Date: 24-02-2010
Time: 08:00
Postingan lain yang mungkin berhubungan:
]]>On shore 15 February 2010
L.N.G Liquefied natural gas adalah gas alam yang telah diproses untuk menghilangkan ketidakmurnian dan hidrokarbon berat dan kemudian dikondensasi menjadi cairan pada tekan atmosfer dengan mendinginkannya sekitar -160° Celcius.
L.N.G Liquefied natural gas
N.G.L Natural gas liquids
Kebanyakan jenis tangki L.N.G adalah membran atau "moss".
LNG menawarkan kepadatan energi yang sebanding dengan bahan bakar petrol dan diesel dan menghasilkan polusi yang lebih sedikit.
LNG berasal dari gas alam yang merupakan campuran dari beberapa gas yang bereda sehingga tidak memililiki nilai panas yang spesifik.Nilai panasnya bergantung pada sumber gas yang digunakan dan proses yang digunakan untuk mencairkan bentuk gasnya. Nilai panas tertinggi LNG berkisar sekitar 24MJ/L pada suhu -164 derajat Celsius dan nilai terendahnya 21ML/L.
LPG adalah kependekan dari Liquefied Petroleum Gas, merupakan gas hasil produksi dari kilang minyak atau kilang gas, yang komponen utamanya adalah gas propane (C3H8) dan butane (C4H10) yang dicairkan.
Postingan lain yang mungkin berhubungan:
]]>On shore, 6 February 2010
Mates were in high demand during World War II.
The International Regulations for Preventing Collisions at Sea are a cornerstone of safe watchkeeping. Safety requires that one live these rules and follow the principles of safe watchkeeping. Maximizing bridge teamwork, including Bridge Resource Management is an emerging focus in watchkeeping.
The main purpose for Radar and Automatic Radar Plotting Aids (ARPA) on a ship’s bridge are to move safely among other vessels. These tools help to accurately judge information about prominent objects in the vicinity, such as:
• range, bearing, course and speed
• time and distance of closest point of approach
• course and speed changes
These factors help the officer apply the COLREGS to safely maneuver in the vicinity of obstructions and other ships.
Unfortunately, radar has a number of limitations, and ARPA inherits those limitations and adds a number of its own. Factors such as rain, high seas, and dense clouds can prevent radar from detecting other vessels. Conditions such as dense traffic and course and speed changes can confuse ARPA units. Finally, human errors such as inaccurate speed inputs and confusion between true and relative vectors add to the limitations of the radar/ARPA suite.
The radar operator must be able to optimize system settings and detect divergences between an ARPA system and reality. Information obtained from radar and ARPA has to be treated with scrutiny: over reliance on these systems has sunk ships. The officer must understand system performance. Examples include limitations and accuracy, tracking capabilities and limitations, and processing delays, and the use of operational warnings and system tests.
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]]>On shore, 5 February 2010
While a ship is underway, the officers navigate it, typically in three shifts or watches.
Celestial, terrestrial, electronic, and coastal navigation techniques are used to fix a ship’s position on a navigational chart. Accounting for effects of winds, tides, currents and estimated speed, the officer directs the helmsman to keep to track. The officer uses supplemental information from nautical publications, such as Sailing Directions, tide tables, Notices to Mariners, and radio navigational warnings to keep the ship clear of danger in transit.
Safety demands the mate be able to quickly solve steering control problems and to calibrate the system for optimum performance. Since magnetic and gyrocompasses show the course to steer, the officer must be able to determine and correct for compass errors.
Weather’s profound effect on ships requires the officer be able to interpret and apply meteorological information from all available sources. This requires expertise in weather systems, reporting procedures, and recording systems.
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]]>On shore, 05 February 2010
At sea, the mate on watch has three fundamental duties: to navigate the ship, to safely avoid traffic, and to respond to emergencies. Mates generally stand watch with able seamen who act as helmsman and lookout. The helmsman executes turns and the lookout reports dangers such as approaching ships. These roles are often combined to a single helmsman/lookout and, under some circumstances, can be eliminated completely. The ability to smartly handle a ship is key to safe watchstanding. A ship’s draught, trim, speed and under-keel clearance all affect its turning radius and stopping distance. Other factors include the effects of wind and current, squat, shallow water, and similar effects. Shiphandling is key when the need arises to rescue a man overboard, to anchor, or to moor the ship.
The officer must also be able to transmit and receive signals by Morse light and to use the International Code of Signals
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]]>On shore, 4 February 2010
A second mate is almost always a watchstander. In port and at sea, the second mate is responsible to the captain for keeping the ship, its crew, and its cargo safe for eight hours each day. Traditionally, the second mate stands a "12-4" watch: from midnight until 4am and noon until 4pm. On watch, he must enforce all applicable regulations, such as safety of life at sea and pollution regulations. In port, the watch focuses on duties such as cargo operations, fire and security watches, monitoring communications, and the anchor or mooring lines.
IMO regulations require the officer be fluent in English. This is required for a number of reasons, such as to use charts and nautical publications, understand weather and safety messages, communicate with other ships and coast stations, and to be able to work with a multi-lingual crew
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]]>On Shore, 03 February 2010
A second mate (2/M) or second officer is a licensed member of the deck department of a merchant ship. The second mate is the third in command and a watchkeeping officer, customarily the ship’s navigator. Other duties vary, but the second mate is often the medical officer and in charge of maintaining distress signaling equipment. On oil tankers, the second mate usually assists the chief mate with the tank-cleaning operations.
The navigator role focuses on creating the ship’s passage plans. A passage plan is a comprehensive, step by step description of how the voyage is to proceed from berth to berth. The plan includes undocking, departure, the en route portion of a voyage, approach, and mooring at the destination.
The GMDSS officer role consists of performing tests and maintenance, and ensuring the proper log-keeping on the ship’s Global Maritime Distress Safety System equipment. Safety equipment includes Emergency Position-Indicating Radio Beacons, a NAVTEX unit, INMARSAT consoles, various radios, Search and Rescue Transponders, and Digital Selective Calling systems.
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Emergencies
Emergencies can happen at any time, and the officer must be equipped to safeguard passengers and crew. After a collision or a grounding, the officer must be able to take initial action, perform damage assessment and control, and understand the procedures for rescuing persons from the sea, assisting ships in distress, and responding to any emergency which may arise in port.
The officer must understand distress signals and know the IMO Merchant Ship Search and Rescue Manual.
Cargo handling
The ship’s officer must be able to oversee the loading, stowage, securing and unloading of cargoes. Requirements include understanding the care of cargo during the voyage.
Of particular importance is knowledge of the effect of cargo including heavy lifts on the seaworthiness and stability of the ship. The officer must also understand safe handling, stowage and securing of cargoes, including cargoes that are dangerous, hazardous or harmful.
Controlling ship operations
The officer has special responsibilities to keep the ship, the people on board and the environment safe. This includes keeping the ship seaworthy during fire and loss of stability, and providing aid and maintaining safety during man overboard, abandoning ship, and medical emergencies.
Understanding ship’s stability, trim, stress, and the basics of ship’s construction is a key to keeping a ship seaworthy. Competencies include knowing what to do in cases of flooding and loss of buoyancy. Fire is also a constant concern. Knowing the classes and chemistry of fire, fire-fighting appliances, and systems prepares the officer to act fast in case of fire.
An officer must be expert in the use of survival craft and rescue boats, their launching appliances and arrangements, and their equipment including radio life-saving appliances, satellite EPIRBs, SARTs, immersion suits and thermal protective aids. It’s important to be expert in the techniques for survival at sea techniques in case it’s necessary to abandon ship.
Officers are trained to perform medical tasks and to follow instructions given by radio or obtained from guides. This training includes what to do in case of common shipboard accidents and illnesses.
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‘International Safety Management (ISM) Code means the International Management Code for the safe Operation of Ships and for Pollution Prevention
The purpose of ISM Code is:
* To ensure Safety at Sea
* To prevent human injury or loss of life
* To avoid damage to the environment and to the ship.
SOLAS adopted the ISM Code in 1994 and incorporated it into chapter IX. By 1998 much of the commercial shipping community was required to be in compliance with the ISM code. By 2002 almost all of the international shipping community was required to comply with the ISM Code.
In order to comply with the ISM Code, each ship class must have a working Safety Management System (SMS). Each SMS consists of the following elements:
* Commitment from top management
* A Top Tier Policy Manual
* A Procedures Manual that documents what is done onboard the ship
* Procedures for conducting both internal and external audits to ensure the ship is doing what is documented in the Procedures Manual
* A Designated Person to serve as the link between the ships and shore staff
* A system for identifying where actual practices do not meet those that are documented and for implementing associated corrective action
* Regular management reviews
Another part of the ISM is the mandatory Planned Maintenance System which is used as a tool maintaining the vessel according to the specified maintenance intervals.
Each ISM compliant ship is inspected regularly by classification society to check the effectiveness of their SMS. Once classification society verifies the SMS is working and effectively implemented, the ship is issued a Safety Management Certificate. Comments from the classification society and from the ship are incorporated into the SMS by headquarters.