Seaman personal blog

Rangkum oleh Mas Edy

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.

Di rangkum oleh Mas Edy

On shore, 3 February 2010

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.

Di rangkum oleh Mas Edy

On shore, 02 February 2010

Anchor handling tug supply (AHTS) vessels are vessels which supply oil rigs, tow them to location, anchor them up and, in a few cases, serve as an Emergency Rescue and Recovery Vessel (ERRV).

AHTS differ from Platform Supply Vessels (PSV’s)in being fitted with winches for towing and anchor handling, having an open stern to allow the decking of anchors, and having more power to increase the bollard pull. The machinery is specifically designed for anchor handling operations. They also have arrangements for quick anchor release, which is operable from the bridge or other normally manned location in direct communication with the bridge. The reference load used in the design and testing of the towing winch is twice the static bollard pull.

Oleh: Mas Edy

On shore : 31 January 2010

Kulit dimuat berlembar, atau beberapa lembar diikat jadi satu (ikatan), berbentuk segi empat. Kulit yg masih basah (mentah) di padatkan perlembar di dalam palka, dan harus di cegah kontak langsung dgn bagian2 kapal atau logam- logam lainya. Susunan nya harus datar, dgn menggunakan garam di antara setiap lapisan. Pemadatan yg paling baik ialah bagian yg tidak berambut di tutupkan dgn yang tidak berambut sambil menyebarkan garam di antaranya sehingga yg berambut juga akan berhadapan dgn yg berambut.

Kulit yg telah di persiapkan dgn baik sebelum di muat, biasanya dalam ikatan – ikatan yg berbentuk segi empat, dimana bagian yg ada rambut nya terletak di sebelah luar. Kulit dapa di rusak oleh air hujan, air tawar, logam dan lumut.

Karena kulit mengeluarkan bauh yg tajam, maka harus di pisahkan dari jenis – jenis muatan yg pekah terhadap odor dan juga basah udara. Peranginan harus baik dan kayu terapan harus dari bahan yg tidak merusak kulit.

Oleh: Mas Edy

On shore, 21 January 2010

‘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.

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Oleh: Mas Edy

On shore, 20 January 2010

MARPOL POLLUTION – 73/78

Marpol contains 6 annexes, concerned with preventing different forms of marine pollution from ships:

Annex I: Prevention of pollution by oil

Annex II: Control of pollution by noxious liquid substances

Annex III: Prevention of pollution by harmful substances in packaged form

Annex IV: Prevention of pollution by sewage from ships

Annex V: Prevention of pollution by garbage from ships

Annex VI: Prevention of Air Pollution from Ships

1. Annex I : Peraturan pencegahan pencemaran yang ditimbulkan oleh minyak (Oil) in bulk.

2. Annex II : Peraturan pencegahan pencemaran yang ditimbulkan oleh cairan berbahaya dalam bentuk curah ( Noxious liquid substances in bulk )

3. Annex III : Peraturan pencegahan pencemaran yang ditimbulkan oleh Zat – Zat berbahaya dalam kemasan ( Harmfull substances in package )

4. Annex IV : Peraturan pencegahan pencemaran yang ditimbulkan oleh pembuangan kotoran ( Sewage )

5. Peraturan pencegahan pencemaran yang ditimbulkan oleh Sampah ( Garbage ).

6. Peraturan pencegahan pencemaran yang ditimbulkan oleh Pencemaran udara ( Air pollution )

Isi dalam MARPOL bukan melarang pembuangan zat-zat pencemar ke laut, tetapi mengatur cara pembuangan nya. Agar dgn pembuangan tersebut laut tidak tercemar ( rusak ), dan ekosistim laut tetap terjaga.

Seperti pada Annex I , kapal masih membuang minyak kelaut dgn ketentuan :

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Oleh: Mas Edy

On shore, 19 January 2009

Selang pemuatan harus sesuai spesifikasi standar penguasa nasional seperti British Standards Institution (BS 1435) atau sesuai rekomendasi OCIMF.

Selang harus di gunakan sesuai fungsinya, untuk penggunaan biasa ada tiga macam/tipe:

# R – rough bore, adalah selang yang di perkuat dengan kawat di gunakan untuk penggunaan berat (heavy ducy), utk sub marine dan floating adalah R X M.

# S – smooth bore, Selang yg tidak di perkuat dgn lilitan kawat, di gunakan utk keperluan lebih ringan ( lighter) utk floating & sub marine adalah S X M.

# L – light weight, untuk keperluan-keperluan ringan misalnya bunkering.

Selang tidak boleh digunakan melebihi klafikasinya. Klafikasi selang adalah berdasarkan besarnya tekanan atau besarnya kecepatan aliran (flow velocity). Sesuai spesifikasi OCIMF maka;

L & S dengan flow velocities 12 m/scc (40 feet / sec)

R dengan flow velocities 15 m.scc (50 feet / sec).

TESTING SELANG

Testing harus dilaksanakan secara berkala dan

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Oleh Mas Edy

On shore, 18 January 2010

a. Bahaya-bahaya keracunan

Bahaya keracunan minyak bumi akan di alami seseorang bila ada kontak dgn nya. Petunjuk yg tepat kadar raccun gas utk menghindari gangguan / bahaya kesehatan di tunjukan oleh nilai ambang batas & Time Weighted Average ( T.L.V & T.W.A ) yg dinyatakan dalam ppm.

T.L.V Threshold Limid Values, angka ini di dapat dari rumus oleh badan kesehatan kerja.

Apabila T.L.V nya menurun maka gas tersebut beracun.

Gas L.P.G T.L.V di atas 1000

T.L.V (NAB) kadar maksimum gas dalam udara dinyatakan dlm ppm dimana seseorang dpt tinggal selama 8 jam / hari kerja atau, 40 jam per minggu kerja terus menerus tanpa efek yg merugikan.

b. Kontak dgn cairan minyak bumi.

Ada dua yaitu: bila tertelan akan mual dan muntah. Bila mengenai kulit akan menimbulkan rangsangan pada kulit kemudian menimbulkan radang kulit (dermatitis)

c. Menghirup Gas minyak bumi

Akibat utama ialah kehilangan kesadaran (narcosis), gejala-gejala pertama: pusing, mata pedas, berkurangnya kesadaran (mabuk). Utk konsentrasi/kadar tinggi dapat lumpuh, hilang rasa atau mati.

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