Seaman personal blog » navigasi http://www.noltime.com Indonesian seafarer Wed, 02 Nov 2011 10:10:00 +0000 en hourly 1 http://wordpress.org/?v=3.3 True Azimuth http://www.noltime.com/true-azimuth.html http://www.noltime.com/true-azimuth.html#comments Sun, 15 Aug 2010 09:26:00 +0000 Arnold http://www.noltime.com/true-azimuth.html Oleh Mas Edy

On shore  15 Aug 2010

 

Noltime.com Melanjutkan cerita saya mengenai cara hitung error compass pada postingan saya sebelunya salah satu janji saya adalah “True Azimuth”

True Azimuth di dapat dari perhitungan kecil membuka Nautical Almanac dan Daftar Ilmu Pelayaran atau Norie`s Nautical Tables atau calculator menggunakan formula / rumus.

 

Pada STEP II. True Azimuth ini,

Perlu pahami bahwa True Azimuth bisa anda dapat apabila ada 3 macam hal lain terlebih dahulu sudah anda ketahui.

3 hal yang saya maksudkan adalah: LHA matahari, Lintang anda, dan Declinasi matahari. Itu saja tiga poin tersebut apabila anda telah ketahui maka kita bisa mendapakan True Azimuth.

 

Penjelasan singkat:

  1. LHA matahari di dapat dari Nautical Almanac dengan sedikit perhitungan kecil tidak ada nories nautical tables atau tabel apa pun di butuhkan disini. Murni hanya nautical almanac.
  2. Posisi Lintang Observasi di dapat dari posisi GPS kapal anda.
  3. Declination di dapat dari Nautical Almanac dengan tambahan sedikit koreksi. ini juga tidak di butuhkan nories table.

 

Nah dari 3 poin tersebut di atas yang sudah anda ketahui tentu adalah poin nomor 2 “Posisi Lintang Observasi” ( karena anda langsung nyontek dari GPS kapal )

Tetapi poin no.1 dan 3 belum anda ketahui. Betul ?

Oke, untuk urain poin no.1 dan 3 ( LH.A dan Declinasi ) ada pada postingan terpisah.

Setelah anda mengetahui ke tiga hal yang saya maksud tersebut, maka hasil nya adalah seperti ini ( Uraian perhitungan LHA di lihat pada postingan lain yang saya maksud) di bawa ini adalah hasil nya:

LHA matahari : 64°

Lintang : 03° N

Declinasi : 20° N

 

Untuk mendapatkan True Azimuth, nah disini baru keluarkan buku tabel “Nories Nautical Tables”.

Almanac tidak lagi di butuhkan. Jauhkan dan singkirkan dari meja anda itu hanya membuat konsentrasi anda boyerrr..

oke langsung saja ya saya tulis sebelum nya bleng seperti ini:

A :

B :

C :

True Azimuth :

True Azimuth :

 

Anda membuka Daftar “Nories Nautical Tables”  truss… anda dapat hasil sbb:

A : 0.03 S

B : 0.40 N ( – )

C : 0.37 N

True Azimuth : N 69.7° W

True Azimuth : 360° – 69.7° = 290.3° T

 

Akhir nya anda telah mendapat True Azimuth.

Wah paya nih mas arnold maen langsung – langsung aja. Gmana jalan nya kok tiba – tiba telah mendapat True Azimuth. pake ABC segalah lagi..!! emang mi goreng ABC apa??. ya paya. “kurang mantap”.. he2thumbs_down

mie sedap kali kurang mantap.

ini nih ketahuan yang abis jaga suka buat mie pake telor. Pantas koki nya suka “merajuk” kata orang melayu.. abis yang suka buat mie AB gak Officer piring pada banyak numpuk gk ada yg mau nyuci. yang merasa ya. di kapal suka nyesalin koki ntar masak nya gak enak lho.smile_zipit

ok kembali ke topik..

Ok jadi sabar fren,, saya hanya mengarahkan cara berpikir anda memahami gaya penjelasan ku.

maka saya jelaskan:

Pertama:

Anda telah mendapat LHA matahari : 64-02.6,  Lintang : 02-31.2 N, Declinasi : 20-03.2 N (lihat di atas)

 

Kedua:

Selanjut nya ambil lah buku "NORIE`S NAUTICAL TABLES" bawa kemari semua macam2 buku di atas meja jauhkan yang ada hanyalah "NORIE`S NAUTICAL TABLES" di atas menja. Kemudian bukalah di halaman buku tersebut cari daftar A.B.C Azimut, letak halaman nya kira2 berada di tengah halaman ke akhir halaman buku dengan bagian BAB. CELESTIAL NAVIGATION. Sudah temukan?? Selanjutnya silahkan di isi isian bagan kosong di atas. perhatikan pada kolom yang anda sebut Mie goreng ABC.

 

Penjelasan untuk A

0.03 di dapat dari "Norie`s Nautical Tables" dengan argument LHA dan Lintang (Lihat Gambar: Table-A)

Mengapa di belakang angka 0.03 ada tanda S ? alasan nya karena Lintang adalah N. Hukum nya, A ini sebutan nya selalu belawanan dengan Lintang. maka apabila Lintang N berarti sebutan A harus lah  S artinya berlawanan. perhatikan baik2..

 

Table-A

                                        ( Gambar: Tables-A ) Norie`s Nautical Tables

 

 

 

Penjelasan untuk B

0.40 di dapat dari "Norie`s Nautical Tables" dengan argument LHA dan Declinasi matahari (Lihat Gambar: Table-B)

Mengapa di belakang angka 0.40 ada tanda N ? Alasan nya karena Declinasi adalah N. Hukum nya, B ini sebutan nya selalu senama dengan Declinasi. Maka apabila Declinasi N berarti B ini penyebutan nya harus N juga artinya selalu senama.

(sampai disini gmana? gampang yah.. saya sudah pernah bilang sesuatu pekerjaan terkesan sulit kalo belum tau. Tetapi kalo uda tau yahh segitu aja. iakan? bagaimana dengan maneuver tugboat gandeng tongkang. sulit gk?? kalo belum pernah jangan coba-coba. praktek dulu atau latihan main game perang sebelum sungguh2 berperang).

 

Table-B

      

                     ( Gambar: Table-B )  Norie`s Nautical Tables

 

 

 

Penjelasan untuk C

0.37 (bukan di dapat dari Norie`s Nautical Tables) tapi di dapat dari Penjumlahan atau Pengurangan A dan B. Hukum nya apabila A dan B senama maka di jumlahkan kedua nya. Tetapi apabila tidak senama maka di kurangkan.

Mengapa di belakang angka 0.37 ada tanda N ? alasan nya penyebutan di C ini akan otomatis mengikuti penyebutan A atau B salah satu yang memiliki nilai paling besar.

 

Penjelasan untuk True Azimuth ( perhatikan di atas )

 

mengapa tertulis seperti ini,  N 69.7° W (perhatikan di atas)

69.7° di dapat dari "Norie`s Nautical Tables" dengan argument C dan Lintang.

Perhatikan baik – baik dengan argument 0.37 dan lintang. Maka angka ini anda cari di Norie`s Nautical Tables pada Daftar C. cari angka 0.37 ada di sana. Lihat paling atas sekali cari di semua halam Daftar C. apabila sudah ketemu, kemudian tarik pandangan ke bawa sejajar dengan lintang 03°  maka anda mendapat angka ini, 69.7 Sudah dapat, catat, tulis di kertas orek2an anda dengan di tambahkan  penyebutan nya sehingga jadi seperti ini: N 69.7° W saya jelaskan sedikit… mengapa ada N?  alasan nya karena C adalah N. Mengapa W ? alasan nya karena LHA. karena nilai LHA masih di antara 000° – 180° . Namun apabila LHA nilai nya di antara 180° – 360° berarti penyebutan nya E.

 

Untuk lebih memudahkan pemahaman anda saya sertakan gambar,  Daftar C lihat gambar

 Table-C

                         ( Gambar: Table – C ) Norie`s Nautical Tables

 

 

 

Catatan:

Pengalaman saya sejauh saya mengamati matahari, saya hanya bisa mengambil error kompas dan dapat mengambil error kompas dengan LHA matahari hanya antara 270° – 360° itu adalah letak matahari dari matahari terbit di timur sampai dengan siang hari tegak lurus di atas kepala anda. kemudian 000° – 090° ini adalah sudut jam matahari di atas kepala anda sampai dengan matahari terbenam di barat… kemungkinan anda bisa mendapat LHA lebih dari contoh saya di atas apabila anda berlayar di atas Lintang 10°N ke dibawa Lintang 10°S anda bisa mendapatkan LHA lebih dari ketentuan saya di atas dengan catatan Declinasi hampir sama dengan Lintang Anda, maka tentu terasa matahari libih lama bersinar daripada terbenam. Tetapi apabila anda berlayar hanya di sekitar khatulistiwa saja maka LHA anda tidak akan jauh dari patokan saya tersebut. Jadi apabila anda menulis LHA tidak di antara 270° – 360° dan 000° – 090° itu artinya anda ulangi lagi perhitungan LHA anda karena salah.

Tetapi apabila memang perhitungan LHA anda tetap hasil nya di luar jauh dari pada 000° – 090° dan 270° – 360°, berararti anda barangkali memang betul juga,,??i

Hanya saja perluh panggil Captain karena kemungkinan anda mengidap ganguan jiwa melihat matahari pada malam hari.. atau mungkin isu kiamat 2010 betul terjadi bumi tidak lagi perputar. hehe2 just kidding.

JAdi maksud saya LHA di luar dari pada yang saya sebutkan, itu adalah LHA matahari di bawa cakrawala maya / horizon. uda gk nampak matahari mana mungkin anda bisa baring matahari. okee..

maka saat keluarkan ilmu perbintangan anda….

Mari kembali ke topik.. hhmm ..Ilmu bintang lain pembahasan ya.!! tenang aja masi banyak Ilmu gw yang mau w bagi2 smile_omg

 

Penjelasan untuk True Azimuth ( perhatikan ini adalah final )

Setelah anda mendapkan True Azimuth adalah N 69.7° W anda perluh lagi mengkonversi ke dalam penyebutan standar arah mata angin. maksud nya begini aku lupa juga bagaimana cara penyampaian ya. Jadi bagaimana itu (N 69.7° W) bisa di sebut cukup 001° atau 070° atau apa aja sampai 360° jadi tidak ada lagi di pake N dan W.

ayoo.. gimana: ahh taulah ya maksud nya.

Kalo anda belum nyambung juga ya payah… mari ikuti saya:

 

NW artinya : 360° ke 270° betul ya.

NE artinya : 000° ke 090°

SW artinya : 180° ke 270°

SE artinya 180° ke 090°

betul ya—- trus sumber nya dari sini.

N = North = 360°

W = West = 270°

S = South = 180°

E = East = 090°

 

Jadi kalo penyebutan ya N 69.7° W

Berarti 360° – 69.7° = 290.3° T

tanda T hanya penekanan saja bahwa  T (True Azimuth) tidak ada aturan yang mengatur.

 

Ok, maka kita sudah mendapat True Azimuth. untuk mendapatkan Error kompas seperti yang sudah saya katakan kita harus menyelesaikan 2 tugas pokok yaitu:

  1. Compas Azimuth sudah kita dapat adalah : 291° (lihat pada postingan lain cara mendapatkan compass azimuth)
  2. True Azimuth sudah kita dapat juga adalah : 290.3°

 

Setelah sudah dapat kedua pentolan itu mari kita jabarkan hingga ketemu Error kompas

Buatlah di buku cakaran anda seperti ini(Lihat Gambar: Error-calculation )

sudah saya masukin pada bagan singkat di bawa silahkan di bayang – bayangkan.

bagan macam itu bukan dari kampus seperti dosen ku pak bekti ajarin.

Bagan ini cara komplet penyelesaian 3 macam error kompas di kapal sekaligus dalam satu perhitungan dan saya rasa ini paling mudah di pahami ketimbang di kampus. Dapat ilmu dari mas Suwondo. thks gk siah2 dulu cadet di kapal lokal ilmu foreign going.

 Error-calculation-4

                                       (Gambar: Error-calculation )

Catatan: untuk tanda penulisan pada Gyro Compass bukan untuk magnetik, itu harus anda tulis dengan tanda L atau H. Artinya ;

L = West,

H = East

dari gambar di atas bisa di baca

 

Error Gyro = 0.7° L

Error Standard kompas  =  2.7° W

Error Steering = 0.7° L

Variasi di peta tahun 2010 adalah: 0.3° W   (klik  disini untuk melihat contoh)

Deviasi  Gyro = 0.4° L

Deviasi  Standard kompas  =  2.4° W

Deviasi Steering = 0.4° L

Selanjut nya tinggal anda pindahkan hasil di atas ke buku Jurnal Kompas Error.

Selesai. 

Thanks arnold indonesian seafarers. mohon comentar ya, kalo uda dibaca. agar saya koreksi bila ada kekurangan.

Postingan lain yang mungkin berhubungan:

]]> http://www.noltime.com/true-azimuth.html/feed 3 Compass Azimuth http://www.noltime.com/compass-azimuth.html http://www.noltime.com/compass-azimuth.html#comments Sat, 14 Aug 2010 04:00:00 +0000 Arnold http://www.noltime.com/compass-azimuth.html Oleh Mas Edy

On shore 14 August 2010

 

Noltime.com Pengalaman saya dalam menghitung error compass, banyak Officer maupun cadet yang sibuk terlebih dahulu dengan membayangkan perhitungan yang begitu rumit sebelum ia benar – benar melaksakan nya. Maka alhasil "malas" dan "banyak pekerjaan" sehingga tidak sempat mengambil error kompas begitu alasan nya.

Maka ada baik nya anda fokuskan pikiran anda hanya pada dua hal saja yaitu :

  1. Compass Azimuth dan
  2. True Azimuth

 

Compass Azimut, anda tidak perluh menghitung untuk mendapatkan nya tetapi melakukan pembaringan langsung terhadap matahari. Sedangkan..

 

True Azimuth di dapat dari perhitungan kecil membuka Nautical Almanac dan Daftar Ilmu Pelayaran atau juga Norie`s Nautical Tables.

Setelah anda melakukan kedua hal itu, maka error compas pun dapat di ketahui.

Mari kita memulai pelaksanaan dengan:

STEP I. Compass Azimuth.

Untuk mengetahui Compass Azimuth maka kita di haruskan melakukan baringan terhadap matahari langsung dengan tahap – tahap sebagai berikut:

Di atas kapal kita harus mempunyai alat2 seperti Gyro Compass, Standard Compass, dan Repeater. Dan kemudian kita juga ada alat yang nama nya Azimuth Mirror dan Chronometer / alat penunjuk waktu tersedia di atas kapal. kalo gk ada Chronometer bisa menggunakan jam yg ada di GPS. Jam nya itu terupdate dari satelit jadi akurat.

Setelah semua nya ada di atas kapal perhatikan lagi karena kita nanti juga akan menghitung True Azimuth untuk waktu yang sama dimana anda mengambil compass azimuth tersebut maka persiapkan juga Nautical Almanac, Daftar Ilmu Pelayaran, atau Norie`s Nautical Tables suda stand by untuk di gunakan.

 

Setelah itu kita akan memulai pengambilan baringan atau Gyro bearing matahari tetapi sesaat sebelum atau sesaat setelah pengambilan baringan, perikasa dulu penunjukan haluan standard compass, gyro compass atau master gyro (yang adanya sedikit tersembunyi bisa anda cari di sekitar kemudi itu ada lubang kecil lalu intip). Kemudian cek juga steering, dan Center Repeater, Starboard and Port Repeater. Suda, lalu catat penunjukan haluan masing2 dan juga perbedaan satu sama lain bila ada. Atau apabila perbedaan nya cukup besar misal nya lebih dari 5° maka perluh di adjust repeater paling tidak lebih mendekati sama dengan penunjukan master gyro atau lebih kurang dari 3° boleh lah untuk Master Gyro dan Repeater. Bukan magnetic kompas (standar kompas) mengapa? Karena gk mungkin kan anda adjust master gyro disamain dengan magnetic compass atau Standar kompas??

 

Selanjutnya silahkan menghampiri salah satu repeater entah itu yang center repeater atau starboard dan port repeater yang mana menurut anda leluasa tidak terhalang bagian2 anjungan kapal bila saat pengambilan baringan.

 

Letakanlah azimut mirror pada bagian atas repeater. Pastikan circular plate azimut mirror masuk benar pada bundaran repeater. Kalo masih belum pas anda coba sedikit di tekan sampai benar masuk dan bisa di geser / putar tidak lengket atau terasa berat.

 

Arahkan reflecting glass (macam kaca pemantul) azimuth mirror ke arah matahari ( paling baik matahari sekitar jam 4 soreh sampai jam 5 soreh atau jam 6 bahkan mendekati sunset kalo langit cerah sehingga nampak jelas matahari, sebalik nya juga di pagi hari dengan tinggi matahari tidak terlalu tinggi tetapi jelas dan bersinar terang ) kemudian adjust dengan mengerakan reflecting glass tersebut dari atas ke bawa sampai pantulan matahari tepat di kaca yang lain pada piringan Azimut mirror tsbt. Sesuaikanlah dengan ayunan oleng kapal ke kiri dan kanan. Tahan lah pada bidang datar dengan kelincahan mata anda melihat titik tengah dari pengukuran spirit level (macam water pass) pada azimut mirror tsbt. Sehingga pada mark disk atau mawar compass repeater anda akan mendapati seberkas sinar tepat seperti garis cahaya mengenai titik-titik derajat pada mawar repeater. Pada saat yang tepat pula baca lah penunjukan nya… Lalu catat. (catat menunjukan berapa derajat)

 

Dengan waktu yang hampir bersamaan juga, bacalah penunjukan jam. Catatlah  dalam detik-menit-dan jam. Dan tentu juga tangal hari itu. ( langsung aja dlm jam GMT)

 

Catat juga posisi GPS anda Lintang dan Bujur saat tersebut.

 

Informasi atau data tersebut bisa anda catat dengan urutan dan format pada sebuah buku catatan/cakaran perhitungan Error kompas seperti ini:

 

Date : 23 – JUL- 2010

Time : 09h 36m 40s  UTC (utc atau GMT sama saja maksud nya)

Position : Lat:  02° 31.20′ N       Long:  101° 30.00′ E   (Malacca Strait)

Compass Azimuth :     291°     ( Port Repeater)

Course,  Gyro: 128°   Standard:   130°    Steering:  128°

 

Atau seperti gambar.

Error-calculation-1

                                    Gambar STEP I. Compass Azimuth

 

Anda telah menyelesaikan STEP I. Compass Azimuth,  perhatikan baik2 setelah anda menyelesaikan tahap ini berarti anda telah menyelesaikan  1 tugas di antara 2 tugas utama  sebagai sumber informen untuk mengungkap error compass. Seperti yang suda saya katakan hanya ada dua poin utama tugas anda untuk menyelesaikan perhitungan Error Compass yaitu  Compass Azimuth, True Azimuth.

Maka Step berikut nya, kita masuk pada ulasan menyelesaikan True Azimuth atau bisa kita sebut:

STEP II. True Azimuth

To be continue.. Next Post

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]]> http://www.noltime.com/compass-azimuth.html/feed 1 Hitung error kompas http://www.noltime.com/hitung-error-kompas.html http://www.noltime.com/hitung-error-kompas.html#comments Wed, 11 Aug 2010 10:45:00 +0000 Arnold http://www.noltime.com/hitung-error-kompas.html Oleh Mas Edy

On Shore 11 August 2010

Noltime.com Saya akan bercerita sedikit tentang  bagaimana mencari Error Kompas, tapi pasti kawan2 suda pada taulah … Ok. Ini versi ku nanti akan saya uraikan begitu santai dalam 2 atau 3 bagian postingan secara terpisah supaya teman2 yang belum paham benar akan mengerti Menghitung Error Compass.

Apa itu TRUE AZIMUTH dan COMPASS AZIMUTH, metode perhitungan menggunakan "NORIE`S NAUTICAL TABLES" dan juga calculator dengan menggunakan formula atau rumus.

Yang menjadi poin pertanyaan saya hingga masala error kompas ini saya tulis adalah “Sudah kah anda mengerjakan minimal salah satu Deck Officer di anjungan untuk mengisi buku jurnal kompas dengan prosedur perhitungan mulai dari membaring matahari sampai pada orek2an di atas kertas hingga mendapat baringan sejati matahari atau True Azimuth”.

Persoalan:

Banyak kita yang sibuk terlebih dahulu dengan membayangkan perhitungan yang begitu rumit sebelum ia benar – benar melaksanakan nya. Maka alhasil nya adalah "malas" dan "banyak pekerjaan" tidak sempat mengambil error kompas begitu alasan nya.

  1.  

Pengalaman pribadi…. saya waktu join pada salah satu kapal tanker asing kebetulan crew nya adalah berkebangsaan Indonesia dan beberapa Philiphin dan Malaysia. Mualim nya campur ada Philiphin dan juga Indonesia termasuk saya. Nah masalah yang jadi perhatian saya adalah di anjungan seorang teman bilang begini "Bagaimana cara menghitung error kompas di kapal ini menggunakan Norie`s nautical tables, saya benar belum paham menggunakan nya. Saya dulu mempelajari nya di sekolah dengan menggunakan Daftar Ilmu Pelayaran atau DIP" Ujar teman saya.

Nah jadi kawan saya betul…. di Indonesia yang di ajarkan dosen menggunakan Daftar Ilmu Pelayaran DIP sedangkan di kapal yang ada Norie`s Nautical Tables.. Ayo jadi repot kan..?? Yang disalahkan dosen nya apa system kurikulum kita….?! Soalnya nggak real apa yang kita temui di lapangan dengan apa yang di ajarkan di bangku kuliah. smile_embaressed

Ahh bodo yang di cari duit bukan jadi Ahli Nautical di kapal…..smile_omg

Padahal jelas – jelas menyandang gelar ANT Ahli Nautika Tingkat .. berapa ayoo… yang bergelar tingkat tinggi harus bisa tanggung jawab ya atas gelar nya. he2 becanda boss jangan tersinggung.

Jadi begini menurut paham saya ini hanyalah masalah tabel "Daftar Ilmu Pelayaran" atau "Nories Nautical Tables" Saya anggap sama saja tapi yang berbeda hanya tata letak logaritma nya sehingga membingunkan bagi yang belum pernah untuk membuka nya.

Kalo anda juga mengalami masalah ini, maka beberapa hari akan saya bercerita sedikit pengalam saya tentang topik ini.

Saya hanya iseng berbagi pengalaman bukan mengajari jadi hanya sejauh yang saya pahami. Kalo di antara para pembaca ada senior ku atau pengajar atau dosen disini.. mohon maaf ya, seyum – seyum aja karena kalo tulisan saya hanya terkesan lucu.

Postingan nya sudah saya siapkan namun saya publish dengan mode schedule dalam beberapa hari baru akan otomatis tampil pada halaman blog.

Judulnya adalah “True Azimuth” dan “Compass Azimuth” dan mungkin ada yang lain lagi menyusul

To be continue.. Next Post

Postingan lain yang mungkin berhubungan:

]]> http://www.noltime.com/hitung-error-kompas.html/feed 0 Navigation Light http://www.noltime.com/navigation-light.html http://www.noltime.com/navigation-light.html#comments Sat, 15 May 2010 05:00:00 +0000 Arnold http://www.noltime.com/?p=871 Oleh Mas Edy

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..

1. Power-driven vessels

2. Pushing Vessels

3. Towing Vessels

4. Towing Vessels – different

5. Vessels anchored and aground

6. Vessels Constrained by its Draught

7. Vessels Restricted in its Ability to Manoeuvre

8. Vessels Not Under Command

9. Trawling (Fishing) Vessels

10. Fishing Vessels

11. Pilot Vessels

12. Other Vessels

Postingan lain yang mungkin berhubungan:

]]> http://www.noltime.com/navigation-light.html/feed 1 Mudah nya mencari alamat company, broker dengan Ovi maps & google maps http://www.noltime.com/mencari-alamat-crewing-agency-shipping-company-broker-bantuan-google-ovi-maps.html http://www.noltime.com/mencari-alamat-crewing-agency-shipping-company-broker-bantuan-google-ovi-maps.html#comments Mon, 01 Mar 2010 01:41:00 +0000 Arnold http://www.noltime.com/?p=845 Oleh Mas Edy

Onshore, 1 March 2010

Maps atau peta bagi saya sangan penting sekali, entah karena saya sebagai seorang pelaut dan bekerja di kapal yang selalu berhubungan dengan peta.

Ovi maps dan Google maps mungkin dari sebagian kita lebih mengenal nama google karena google sudah menjadi icon dunia internet. Sedangkan ovi maps, barangkali hanya sebagian orang saja terutama para pengguna handsets Nokia sudah tidak asing lagi. Tetapi tidak menutup kemungkinan juga para pengguna Nokia belum tentu mengoptimalkan handset nya pada hal, handset terbaru saat ini sudah mendukung banyak hal yang tidak hanya sekedar alat telepon biasa.

Ovi maps adalah sebuah aplikasi besutan Nokia, dan Google maps lebih kepada free aplication untuk kebutuhan mobile khalayak umum pengguna mobile divice. Dari kedua maps ini, saya akan bercerita sedikit mengenai pengalaman saya menggunakan nya. Ovi maps sendiri masih disebut nokia maps waktu itu setahu saya di kenalkan oleh nokia N95 keluaran pertama. Sedangkan google maps saya baru menggunakan nya kira-kira akhir tahun 2008. Saya mendapatkannya  waktu itu iseng-iseng menggunakan hp saya untuk googling dan tidak sengaja saya mendapatkan link download google maps di http://m.google.com/latitude Karena saya mengetahui google maps hanya membukanya dari pc, maka saya pun lumayan gembira wahh.. sekarang google maps bisa di download dan di instal ke handphone.

Nah ketika saya sudah mengistal google maps tersebut pada handset nokia saya, keterbatasan saya untuk mengakses google maps di pc pun tidak menjadi halangan. Seakan-akan kamera pengintai satelit sudah ada di genggam saya. Sejalan nya waktu, saya merasa wahh google maps sangat lah membantu kebutuhan saya. Contoh nya, saya ingin mencari alamat sebuah perusahaan pelayaran atau browker, maka yang terpenting adalah saya memasukan atau mengetik nama jalan pada kolom search, klik lalu google maps akan menunjukan letak jalan tersebut. Apabila saya hendak pergi ke alamat jalan tersebut, maka saya perintahkan google maps untuk menuntun jalan dengan panduan GPS (Global Position System) handset saya. Benar2 menyenangkan seolah – olah saya membuat way poin pada GPS di kapal dan saya mulai berlayar dengan sepeda motor andalan ku yang menggunakan box di belakang. haha…  maklum mobil blum kebeli. doain ya. ok, lanjut…

.. trus, apabila kapal keluar dari track maka alarm pun berbunyi pertanda kita harus mengeset auto steering lagi agar kapal tetap pada garis haluan.

Dengan berjalan nya waktu terus pada akhir nya saya menggunakan Nokia E72, dari panjang perjalanan Nokia mengupayakan produk- produk nya dari persaingan terhadap kemunculan handset merek baru maupun merek lama yang mengancam posisi nya sebagai pemimpin pasar ponsel baik kelas kacang goreng maupun sampai kelas smartphone di Indonesia. Seperti kemunculan Blackberry, Samsung, Sony Ericson dan Motorola dengan product andalan masing-masing dan system operasi yang beragam. Kemudian akhirnya saya mengenal Ovi maps yang terbaru yang disertakan pada E72. Sebenarnya masih biasa-biasa saja karena tentuh bagi saya google maps masih lebih unggul. Tetapi sejalannya waktu, saya mengupdate trus ovi maps dan ternyata ovi maps bukan sekedar maps biasa, walaupun google maps tetep favorit ku.

Manfaat yang saya perole dari menggunakan google maps dan Ovi maps selama ini, saya akan memberikan sedikit tips dan manfaat secara pribadi yang benar-benar saya alami sebuah Google maps dan Ovi maps sangan membantu dan memenuhi kebutuhan mobile saya, antara lain:

Contoh saja, saya datang ke sebuah kota yang baru pertama kalinya sehingga saya tidak mengetahui banyak tempat, pusat perbelanjaan, nama jalanan dll. Sebut saja Jakarta, anda baru tiba di soekarno-hatta airport lalu anda hendak ke Tg. Periok dengan taxi. karena anda orang baru, sopir taxi pun kadang suka iseng di bawa mutar-mutar sebelum tiba di tempat tujuan. Alasan nya di depan macet, di sini macet liwat sana lebih baik. Dan ternyata macet juga…. akhirnya anda harus membuang waktu cukup lama sampai akhirnya tiba di tempat tujuan.

clip_image001

Saya sekedar menampilkan gambar berikut ini cara menggunakan ovi maps.

Pertama – tama bukalah handset nokia anda, seperti gambar di samping

1).Kemudian pilihlah icon seperti yang saya lingkarin warna pink.

2).Kalo tidak ada di tampilan awal, silahkan carilah di menu apps.

3).Kalo tidak ada juga silahkan upgrade software nokia anda dgn ovi maps terbaru menggunakan Computer kalo anda mengerti cara mengupgrade tentu via internet. kalo tidak mau repot ya datang langsung  ke nokia care terdekat mungkin kena charge, kalo langsung liwat internet ya saat ini free.

mobile2 Berikut nya, pilih icon pada gambar ditandai lingkaran.

Pada tampilan ini ada beberapa pilihan lain silahkan di coba-coba. Karena kita naik taxi jadi saya pilih drive. Saya yakin anda pasti di manjakan dengan menu ovi maps yang semakin hari semakin di update.

 

 

clip_image003

Ok.. Lanjut, sekarang anda di minta set destination ( set tujuan) pada pilihan ini ada bberapa pilihan:

- history artinya; set tujuan anda dari tempat yang baru saja atau sudah perna anda lewati.

- favorites artinya; set tujuan anda bisa dari tempat yang sudah anda simpan dalam handset anda.( akan di simpan dalam favourite ).

- Search artinya; set tujuan anda dengan mencari (ketik nama jalan, tempat, kota dll. akan menunjukan jalan kesana) seperti gambar berikut.

-From maps artinya; set tujuan anda plot langsung di maps.

to be continue……

Postingan lain yang mungkin berhubungan:

]]> http://www.noltime.com/mencari-alamat-crewing-agency-shipping-company-broker-bantuan-google-ovi-maps.html/feed 2 Mualim II Traffic management http://www.noltime.com/mualim-ii-traffic-management.html http://www.noltime.com/mualim-ii-traffic-management.html#comments Sat, 06 Feb 2010 14:36:00 +0000 Arnold http://www.noltime.com/?p=795 Di rangkum oleh Mas Edy

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.

Postingan lain yang mungkin berhubungan:

]]> http://www.noltime.com/mualim-ii-traffic-management.html/feed 0 PERATURAN INTERNATIONAL TENTANG PENCEGAHAN TUBRUKAN DI LAUT 1972 (English) http://www.noltime.com/peraturan-international-tentang-pencegahan-tubrukan-di-laut-1972-english.html http://www.noltime.com/peraturan-international-tentang-pencegahan-tubrukan-di-laut-1972-english.html#comments Mon, 04 May 2009 20:07:00 +0000 http://berlayar.wordpress.com/?p=364 Di rangkum oleh Arnoldus Edyson Taemnanu

Tuesday, 5 May 2009

INTERNATlONAL REGULATlONS FOR PREVENTING COLLlSlONS AT SEA, 1972

PART A. GENERAL

Rule 1 Application

(a) These Rules shall apply to all vessels upon the high seas and in all waters connected therewith navigable by seagoing vessels.

(b) Nothing in these Rules shall interfere with the operation of special rules made by an appropriate authority for roadsteads, harbours, rivers, lakes or inland waterways connected with the high seas and navigable by seagoing vessels. Such special rules shall conform as closely as possible to these Rules.

(c) Nothing in these Rules shall interfere with the operation of any special rules made by the Government of any State with respect to additional station or signal lights, shapes or whistle signals for ships of war and vessels proceeding under convoy, or with respect to additional station or signal lights or shapes for fishing vessels engaged in fishing as a fleet. These additional station or signal lights, shapes or whistle signals shall, so far as possible, be such that they cannot be mistaken for any light, shape or signal authorized elsewhere under these Rules.

(d) Traffic separation schemes may be adopted by the Organization for the purpose of these Rules.

(e) Whenever the Government concerned shall have determined that a vessel of special construction or purpose cannot comply fully with the provisions of any of these Rules with respect to the number, position, range or arc of visibility of lights or shapes, as well as to the disposition and characteristics of sound-signalling appliances, such vessel shall comply with such other provisions in regard to the number, position, range or arc of visibility of lights or shapes, as well as to the disposition and characteristics of soundsignalling appliances, as her Government shall have determined to be the closest possible compliance with these Rules in respect of that vessel.

Rule 2 Responsibility

(a) Nothing in these Rules shall exonerate any vessel, or the owner, master or crew thereof, from the consequences of any neglect to comply with these Rules or of the neglect of any precaution which may be required by the ordinary practice of seamen, or by the special circumstances of the case.

(b) In construing and complying with these Rules due regard shall be had to all dangers of navigation and collision and to any special circumstances, including the limitations of the vessels involved, which may make a departure from these Rules necessary to avoid immediate danger.

Rule 3 General definitions

For the purpose of these Rules, except where the context otherwise requires:

(a) The word "vessel" includes every description of water craft, including non-displacement craft and seaplanes, used or capable of being used as a means of transportation on water.

(b) The term "power-driven vessel" means any vessel propelled by machinery.

(c) The term "sailing vessel" means any vessel under sail provided that propelling machinery, if fitted, is not being used.

(d) The term "vessel engaged in fishing" means any vessel fishing with nets, lines, trawls or other fishing apparatus which restrict manoeuvrability, but does not include a vessel fishing with trolling lines or other fishing apparatus which do not restrict manoeuvrability.

(e) The word "seaplane" includes any aircraft designed to manoeuvre on the water .

(f) The term "vessel not under command" means a vessel which through some exceptional circumstance is unable to manoeuvre as required by these Rules and is therefore unable to keep out of the way of another vessel.

(g) The term "vessel restricted in her ability to manoeuvre" means a vessel which from the nature of her work is restricted in her ability to manoeuvre as required by these Rules and is therefore unable to keep out of the way of another vessel. The term "vessels restricted in their ability to manoeuvre" shall include but not be limited to:

(i) a vessel engaged in laying, servicing or picking up a navigation mark, submarine cable or pipeline;
(ii) a vessel engaged in dredging, surveying or underwater operations;
(iii) a vessel engaged in replenishment or transferring persons, provisions or cargo while underway;
(iv) a vessel engaged in the launching or recovery of aircraft;
(v) a vessel engaged in mine clearance operations;
(vi) a vessel engaged in a towing operation such as severely restricts the towing vessel and her tow in their ability to deviate from their course.

(h) The term " vessel constrained by her draught" means a power-driven vessel which, because of her draught in relation to the available depth and width of navigable water, is severely restricted in her ability to deviate from the course she is following.

(i) The word "underway" means that a vessel is not at anchor, or made fast to the shore, or aground.

(j) The words "length" and "breadth" of a vessel mean her length overall and greatest breadth.

(k) Vessels shall be deemed to be in sight of one another only when one can be observed visually from the other.

(l) The term " restricted visibility" means any condition in which visibility is restricted by fog, mist, falling snow, heavy rainstorms, sandstorms or any other similar causes.

 

PART B. STEERING AND SAILING RULES

Rule 4 Application

Rules in this section apply in any condition of visibility.

Rule 5 Look-out

Every vessel shall at all times maintain a proper look-out by sight and hearing as well as by all available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collision.

Rule 6 Safe speed

Every vessel shall at all times proceed at a safe speed so that she can take proper and effective action to avoid collision and be stopped within a distance appropriate to the prevailing circumstances and conditions. In determining a safe speed the following factors shall be among those taken into account:

(a) By all vessels:

(i) the state of visibility.
(ii) the traffic density including concentrations of fishing vessels or any other vessels;
(iii) the manoeuvrability of the vessel with special reference to stopping distance and turning ability in the prevailing conditions;
(iv) at night the presence of background light such as from shore lights or from back scatter of her own lights;
(v) the state of wind, sea and current, and the proximity of navigational hazards;
(vi) the draught in relation to the available depth of water.

(b) Additionally, by vessels with operational radar:

(i) the characteristics, efficiency and limitations of the radar equipment;
(ii) any constraints imposed by the radar range scale in use;
(iii) the effect on radar detection of the sea state, weather and other sources of interference;
(iv) the possibility that small vessels, ice and other floating objects may not be detected by radar at an adequate range;
(v) the number, location and movement of vessels detected by radar;
(vi) the more exact assessment of the visibility that may be possible when radar is used to determine the range of vessels or other objects in the vicinity.

Rule 7 Risk of collision

(a) Every vessel shall use all available means appropriate to the prevailing circumstances and conditions to determine if risk of collision exists. If there is any doubt such risk shall be deemed to exist.

(b) Proper use shall be made of radar equipment if fitted and operational, including long-range scanning to obtain early warning of risk of collision and radar plotting or equivalent systematic observation of detected objects.

(c) Assumptions shall not be made on the basis of scanty information, especially scanty radar information.

(d) In determining if risk of collision exists the following considerations shall be among those taken into account:

(i) such risk shall be deemed to exist if the compass bearing of an approaching vessel does not appreciably change;
(ii) such risk may sometimes exist even when an appreciable bearing change is evident, particularly when approaching a very large vessel or a tow or when approaching a vessel at close range.

Rule 8 Action to avoid collision

(a) Any action to avoid collision shall, if the circumstances of the case admit, be positive, made in ample time and with due regard to the observance of good seamanship.

(b) Any alteration of course and/or speed to avoid collision shall, if the circumstances of the case admit, be large enough to be readily apparent to another vessel observing visually or by radar; a succession of small alterations of course and/or speed should be avoided.

(c) If there is sufficient sea-room, alteration of course alone may be the most effective action to avoid a close-quarters situation provided that it is made in good time, is substantial and does not result in another close-quarters situation.

(d) Action taken to avoid collision with another vessel shall be such as to result in passing at a safe distance. The effectiveness of the action shall be carefully checked until the other vessel is finally past and clear.

(e) If necessary to avoid collision or allow more time to assess the situation, a vessel shall slacken her speed or take all way off by stopping or reversing her means of propulsion.

(f) (i) A vessel which, by any of these Rules, is required not to impede the passage or safe passage of another vessel shall, when required by the circumstances of the case, take early action to allow sufficient sea-room for the safe passage of the other vessel.
(ii) A vessel required not to impede the passage or safe passage of another vessel is not relieved of this obligation if approaching the other vessel so as to involve risk of collision and shall, when taking action, have full regard to the action which may be required by the Rules of this part.
(iii) A vessel the passage of which is not to be impeded remains fully obliged to comply with the Rules of this part when the two vessels are approaching one another so as to involve risk of collision.

Rule 9 Narrow channels

(a) A vessel proceeding along the course of a narrow channel or fairway shall keep as near to the outer limit of the channel or fairway which lies on her starboard side as is safe and practicable.

(b) A vessel of less than 20 metres in length or a sailing vessel shall not impede the passage of a vessel which can safely navigate only within a narrow channel or fairway.

(c) A vessel engaged in fishing shall not impede the passage of any other vessel navigating within a narrow channel or fairway.

(d) A vessel shall not cross a narrow channel or fairway if such crossing impedes the passage of a vessel which can safely navigate only within such channel or fairway. The latter vessel may use the sound signal prescribed in Rule 34(d) if in doubt as to the intention of the crossing vessel.

(e) (i) In a narrow channel or fairway when overtaking can take place only if the vessel to be overtaken has to take action to permit safe passing, the vessel intending to overtake shall indicate her intention by sounding the appropriate signal prescribed in Rule 34(c)(i). The vessel to be overtaken shall, if in agreement, sound the appropriate signal prescribed in Rule 34(c)(ii) and take steps to permit safe passing. If in doubt she may sound the signals prescribed in Rule 34(d).

(ii) This Rule does not relieve the overtaking vessel of her obligation under Rule 13.

(f) A vessel nearing a bend or an area of a narrow channel or fairway where other vessels may be obscured by an intervening obstruction shall navigate with particular alertness and caution and shall sound the appropriate signal prescribed in Rule 34(e).

(g) Any vessel shall, if the circumstances of the case admit, avoid anchoring in a narrow channel.

Rule 10 Traffic separation schemes

(a) This Rule applies to traffic separation schemes adopted by the Organization and does not relieve any vessel of her obligation under any other rule.

(b) A vessel using a traffic separation scheme shall:

(i) proceed in the appropriate traffic lane in the general direction of traffic flow for that lane;
(ii) so far as practicable keep clear of a traffic separation line or separation zone;
(iii) normally join or leave a traffic lane at the termination of the lane, but when joining or leaving from either side shall do so at as small an angle to the general direction of traffic flow as practicable.

(c) A vessel shall, so far as practicable, avoid crossing traffic lanes but if obliged to do so shall cross on a heading as nearly as practicable at right angles to the general direction of traffic flow.

(d) (i) A vessel shall not use an inshore traffic zone when she can safely use the appropriate traffic lane within the adjacent traffic separation scheme. However, vessels of less than 20 metres in length, sailing vessels and vessels engaged in fishing may use the inshore traffic zone.

(ii) Notwithstanding subparagraph (d)(i), a vessel may use an inshore traffic zone when en route to or from a port, offshore installation or structure, pilot station or any other place situated within the inshore traffic zone, or to avoid immediate danger.

(e) A vessel other than a crossing vessel or a vessel joining or leaving a lane shall not normally enter a separation zone or cross a separation line except:

(i) in cases of emergency to avoid immediate danger;
(ii) to engage in fishing within a separation zone.

(f) A vessel navigating in areas near the terminations of traffic separation schemes shall do so with particular caution.

(g) A vessel shall so far as practicable avoid anchoring in a traffic separation scheme or in areas near its terminations

(h) A vessel not using a traffic separation scheme shall avoid it by as wide a margin as is practicable.

(i) A vessel engaged in fishing shall not impede the passage of any vessel following a traffic lane.

(j) A vessel of less than 20 metres in length or a sailing vessel shall not impede the safe passage of a power-driven vessel following a traffic lane.

(k) A vessel restricted in her ability to manoeuvre when engaged in an operation for the maintenance of safety of navigation in a traffic separation scheme is exempted from complying with this Rule to the extent necessary to carry out the operation.

(l) A vessel restricted in her ability to manoeuvre when engaged in an operation for the laying, servicing or picking up of a submarine cable, within a traffic separation scheme, is exempted from complying with this Rule to the extent necessary to carry out the operation.

Rule 11 Application

Rules in this section apply to vessels in sight of one another.

Rule 12 Sailing vessels

(a) When two sailing vessels are approaching one another, so as to involve risk of collision, one of them shall keep out of the way of the other as follows:

(i) when each has the wind on a different side, the vessel which has the wind on the port side shall keep out of the way of the other;
(ii) when both have the wind on the same side, the vessel which is to windward shall keep out of the way of the vessel which is to leeward;
(iii) if a vessel with the wind on the port side sees a vessel to windward and cannot determine with certainty whether the other vessel has the wind on the port or on the starboard side, she shall keep out of the way of the other.

(b) For the purpose of this Rule the windward side shall be deemed to be the side opposite to that on which the mainsail is carried or, in the case of a square-rigged vessel, the side opposite to that on which the largest fore-and-aft sail is carried.

Rule 13 Overtaking

(a) Notwithstanding anything contained in the Rules of part B, sections I and II, any vessel overtaking any other shall keep out of the way of the vessel being overtaken.

(b) A vessel shall be deemed to be overtaking when coming up with another vessel from a direction more than 22.5 degrees abaft her beam, that is, in such a position with reference to the vessel she is overtaking, that at night she would be able to see only the sternlight of that vessel but neither of her sidelights.

(c) When a vessel is in any doubt as to whether she is overtaking another, she shall assume that this is the case and act accordingly.

(d) Any subsequent alteration of the bearing between the two vessels shall not make the overtaking vessel a crossing vessel within the meaning of these Rules or relieve her of the duty of keeping clear of the overtaken vessel until she is finally past and clear.

Rule 14 Head-on situation

(a) When two power-driven vessels are meeting on reciprocal or nearly reciprocal courses so as to involve risk of collision each shall alter her course to starboard so that each shall pass on the port side of the other.

(b) Such a situation shall be deemed to exist when a vessel sees the other ahead or nearly ahead and by night she could see the masthead lights of the other in a line or nearly in a line and/or both sidelights and by day she observes the corresponding aspect of the other vessel.

(c) When a vessel is in any doubt as to whether such a situation exists she shall assume that it does exist and act accordingly.

Rule 15 Crossing situation

When two power-driven vessels are crossing so as to involve risk of collision, the vessel which has the other on her own starboard side shall keep out of the way and shall, if the circumstances of the case admit, avoid crossing ahead of the other vessel.

Rule 16 Action by give- way vessel

Every vessel which is directed to keep out of the way of another vessel shall, so far as possible, take early and substantial action to keep well clear.

Rule 17 Action by stand-on vessel

(a) (i) Where one of two vessels is to keep out of the way the other shall keep her course and speed.

(ii) The latter vessel may however take action to avoid collision by her manoeuvre alone, as soon as it becomes apparent to her that the vessel required to keep out of the way is not taking appropriate action in compliance with these Rules.

(b) When, from any cause, the vessel required to keep her course and speed finds herself so close that collision cannot be avoided by the action of the give-way vessel alone, she shall take such action as will best aid to avoid collision.

(c) A power-driven vessel which takes action in a crossing situation in accordance with subparagraph (a)(ii) of this Rule to avoid collision with another power-driven vessel shall, if the circumstances of the case admit, not alter course to port for a vessel on her own port side.

(d) This Rule does not relieve the give-way vessel of her obligation to keep out of the way.

Rule 18 Responsibilities between vessels

Except where Rules 9, 10 and 13 otherwise require:

(a) A power-driven vessel underway shall keep out of the way of:

(i) a vessel not under command;
(ii) a vessel restricted in her ability to manoeuvre;
(iii) a vessel engaged in fishing;
(iv) a sailing vessel.

(b) A sailing vessel underway shall keep out of the way of:

(i) a vessel not under command;
(ii) a vessel restricted in her ability to manoeuvre;
(iii) a vessel engaged in fishing.

(c) A vessel engaged in fishing when underway shall, so far as possible, keep out of the way of.

(i) a vessel not under command;
(ii) a vessel restricted in her ability to manoeuvre.

(d) (i) Any vessel other than a vessel not under command or a vessel restricted in her ability to manoeuvre shall, if the circumstances of the case admit, avoid impeding the safe passage of a vessel constrained by her draught, exhibiting the signals in Rule 28.

(ii) A vessel constrained by her draught shall navigate with particular caution having full regard to her special condition.

(e) A seaplane on the water shall, in general, keep well clear of all vessels and avoid impeding their navigation. In circumstances, however, where risk of collision exists, she shall comply with the Rules of this part.

Rule 19 Conduct of vessels in restricted visibility

(a) This Rule applies to vessels not in sight of one another when navigating in or near an area of restricted visibility.

(b) Every vessel shall proceed at a safe speed adapted to the prevailing circumstances and conditions of restricted visibility. A power-driven vessel shall have her engines ready for immediate manoeuvre.

(c) Every vessel shall have due regard to the prevailing circumstances and conditions of restricted visibility when complying with the Rules of section I of this part.

(d) A vessel which detects by radar alone the presence of another vessel shall determine if a close-quarters situation is developing and/or risk of collision exists. If so, she shall take avoiding action in ample time, provided that when such action consists of an alteration of course, so far as possible the following shall be avoided:

(i) an alteration of course to port for a vessel forward of the beam, other than for a vessel being overtaken;
(ii) an alteration of course towards a vessel abeam or abaft the beam.

(e) Except where it has been determined that a risk of collision does not exist, every vessel which hears apparently forward of her beam the fog signal of another vessel, or which cannot avoid a close-quarters situation with another vessel forward of her beam, shall reduce her speed to the minimum at which she can be kept on her course. She shall if necessary take all her way off and in any event navigate with extreme caution until danger of collision is over.

PART C LIGHTS AND SHAPES

Rule 20 Application

(a) Rules in this part shall be complied with in all weathers.

(b) The Rules concerning lights shall be complied with from sunset to sunrise, and during such times no other lights shall be exhibited, except such lights as cannot be mistaken for the lights specified in these Rules or do not impair their visibility or distinctive character, or interfere with the keeping of a proper look-out.

(c) The lights prescribed by these Rules shall, if carried, also be exhibited from sunrise to sunset in restricted visibility and may be exhibited in all other circumstances when it is deemed necessary.

(d) The Rules concerning shapes shall be complied with by day.

(e) The lights and shapes specified in these Rules shall comply with the provisions of Annex I to these Regulations.

Rule 21 Definitions

(a) "Masthead light" means a white light placed over the fore and aft centreline of the vessel showing an unbroken light over an arc of the horizon of 225 degrees and so fixed as to show the light from right ahead to 225 degrees abaft the beam on either side of the vessel.

(b) "Sidelights" means a green light on the starboard side and a red light on the port side each showing an unbroken light over an arc of the horizon of 112.5 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on its respective side. In a vessel of less than 20 metres in length the sidelights may be combined in one lantern carried on the fore and aft centreline of the vessel.

(c) "Sternlight" means a white light placed as nearly as practicable at the stern showing an unbroken light over an arc of the horizon of 135 degree and so fixed as to show the light 67.5 degrees from right aft on each side of the vessel.

(d) "Towing light" means a yellow light having the same characteristics as the "sternlight" defined in paragraph (c) of this Rule.

(e) "All-round light" means a light showing an unbroken light over an arc of the horizon of 360 degrees.

(f) "Flashing light" means a light flashing at regular intervals at a frequences of 120 flashes or more per minute.

Rule 22 Visibility of lights

The lights prescribed in these Rules shall have an intensity as specifies in section 8 of Annex I to these Regulations so as to be visible at the following minimum ranges:

(a) In vessels of 50 metres or more in length:

- a masthead light, 6 miles;
- a sidelight, 3 miles;
- a sternlight, 3 miles;
- a towing light, 3 miles;
- a white, red, green or yellow all-round light, 3 miles.

(b) In vessels of 12 metres or more in length but less than 50 metres in length:

- a masthead light, 5 miles; except that where the length of the vessel is less than 20 metres, 3 miles;
- a sidelight, 2 miles;
- a sternlight, 2 miles;
- a towing light, 2 miles;
- a white, red, green or yellow all-round light, 2 miles.

(c) In vessels of less than 12 metres in length:

- a masthead light, 2 miles;
- a sidelight, 1 mile;
- a sternlight, 2 miles;
- a towing light, 2 miles;
- a white, red, green or yellow all-round light, 2 miles

(d) In inconspicuous, partly submerged vessels or objects being towed:

- a white all-round light, 3 miles.

Rule 23 Power-driven vessels underway

(a) A power-driven vessel underway shall exhibit:

(i) a masthead light forward;
(ii) a second masthead light abaft of and higher than the forward one; except that a vessel of less than 50 metres in length shall not be obliged to exhibit such light but may do so;

(iii) sidelights;
(iv) a sternlight.

(b) An air-cushion vessel when operating in the non-displacement mode shall, in addition to the lights prescribed in paragraph (a) of this Rule, exhibit an all-round flashing yellow light.

(c) (i) A power-driven vessel of less than 12 metres in length may in lieu of the lights prescribed in paragraph (a) of this Rule exhibit an all-round white light and sidelights;

(ii) a power-driven vessel of less than 7 metres in length whose maximum speed does not exceed 7 knots may in lieu of the lights prescribed in paragraph (a) of this Rule exhibit an all-round white light and shall, if practicable, also exhibit sidelights;

(iii) the masthead light or all-round white light on a power-driven vessel of less than 12 metres in length may be displaced from the fore and aft centreline of the vessel if centreline fitting is not practicable, provided that the sidelights are combined in one lantern which shall be carried on the fore and aft centreline of the vessel or located as nearly as practicable in the same fore and aft line as the masthead light or the all-round white light.

Rule 24 Towing and pushing

(a) A power-driven vessel when towing shall exhibit:

(i) instead of the light prescribed in Rule 23(a)(i) or (a)(ii), two masthead lights in a vertical line. When the length of the tow, measuring from the stern of the towing vessel to the after end of the tow exceeds 200 metres, three such lights in a vertical line;

(ii) sidelights;
(iii) a sternlight;
(iv) a towing light in a vertical line above the sternlight;
(v) when the length of the tow exceeds 200 metres, a diamond shape where it can best be seen.

(b) When a pushing vessel and a vessel being pushed ahead are rigidly connected in a composite unit they shall be regarded as a power-driven vessel and exhibit the lights prescribed in Rule 23.

(c) A power-driven vessel when pushing ahead or towing alongside, except in the case of a composite unit, shall exhibit:

(i) instead of the light prescribed in Rule 23(a)(i) or (a)(ii), two masthead lights in a vertical line;
(ii) sidelights;
(iii) a sternlight.

(d) A power-driven vessel to which paragraph (a) or (c) of this Rule applies shall also comply with Rule 23(a)(ii).

(e) A vessel or object being towed, other than those mentioned in paragraph (g) of this Rule, shall exhibit:

(i) sidelights;
(ii) a sternlight;
(iii) when the length of the tow exceeds 200 metres, a diamond shape where it can best be seen.

(f) Provided that any number of vessels being towed alongside or pushed in a group shall be lighted as one vessel,

(i) a vessel being pushed ahead, not being part of a composite unit, shall exhibit at the forward end, sidelights;
(ii) a vessel being towed alongside shall exhibit a sternlight and at the forward end, sidelights.

(g) An inconspicuous, partly submerged vessel or object, or combination of such vessels or objects being towed, shall exibit:

(i) if it is less than 25 metres in breadth, one all-round white light at or near the forward end and one at or near the after end except that dracones need not exhibit a light at or near the forward end;
(ii) if it is 25 metres or more in breadth, two additional all-round white lights at or near the extremities of its breadth;
(iii) if it exceeds 100 metres in length, additional all-round white lights between the lights prescribed in subparagraphs (i) and (ii) so that the distance between the lights shall not exceed 100 metres;
(iv) a diamond shape at or near the aftermost extremity of the last vessel or object being towed and if the length of the tow exceeds 200 metres an additional diamond shape where it can best be seen and located as far forward as is practicable.

(h) Where from any sufficient cause it is impracticable for a vessel or object being towed to exhibit the lights or shapes prescribed in paragraph (e) or (g) of this Rule, all possible measures shall be taken to light the vessel or object towed or at least to indicate the presence of such vessel or object.

(i) Where from any sufficient cause it is impracticable for a vessel not normally engaged in towing operations to display the lights prescribed in paragraph (a) or (c) of this Rule, such vessel shall not be required to exhibit those lights when engaged in towing another vessel in distress or otherwise in need of assistance. All possible measures shall be taken to indicate the nature of the relationship between the towing vessel and the vessel being towed as authorized by Rule 36, in particular by illuminating the towline.

Rule 25 Sailing vessels underway and vessels under oars

(a) A sailing vessel underway shall exhibit:

(i) sidelights;
(ii) a sternlight.

(b) In a sailing vessel of less than 20 metres in length the lights prescribed in paragraph (a) of this Rule may be combined in one lantern carried at or near the top of the mast where it can best be seen.

(c) A sailing vessel underway may, in addition to the lights prescribed in paragraph (a) of this Rule, exhibit at or near the top of the mast, where they can best be seen, two all-round lights in a vertical line, the upper being red and the lower green, but these lights shall not be exhibited in conjunction with the combined lantern permitted by paragraph (b) of this Rule.

(d) (i) A sailing vessel of less than 7 metres in length shall, if practicable, exhibit the lights prescribed in paragraph (a) or (b) of this Rule, but if she does not, she shall have ready at hand an electric torch or lighted lantern showing a white light which shall be exhibited in sufficient time to prevent collision.

(ii) A vessel under oars may exhibit the lights prescribed in this Rule for sailing vessels, but if she does not, she shall have ready at hand an electric torch or lighted lantern showing a white light which shall be exhibited in sufficient time to prevent collision.

(e) A vessel proceeding under sail when also being propelled by machinery shall exhibit forward where it can best be seen a conical shape, apex downwards.

Rule 26 Fishing vessels

(a) A vessel engaged in fishing, whether underway or at anchor, shall exhibit only the lights and shapes prescribed in this Rule.

(b) A vessel when engaged in trawling, by which is meant the dragging through the water of a dredge net or other apparatus used as a fishing appliance, shall exhibit:

(i) two all-round lights in a vertical line, the upper being green and the lower white, or a shape consisting of two cones with their apexes together in a vertical line one above the other;
(ii) a masthead light abaft of and higher than the all-round green light; a vessel of less than 50 metres in length shall not be obliged to exhibit such a light but may do so;
(iii) when making way through the water, in addition to the lights prescribed in this paragraph, sidelights and a sternlight.

(c) A vessel engaged in fishing, other than trawling shall exhibit:

(i) two all-round lights in a vertical line, the upper being red and the lower white, or a shape consisting of two cones with apexes together in a vertical line one above the other;
(ii) when there is outlying gear extending more than 150 metres horizontally from the vessel, an all-round white light or a cone apex upwards in the direction of the gear;
(iii) when making way through the water, in addition to the lights prescribed in this paragraph, sidelights and a sternlight.

(d) The additional signals described in Annex II to these Regulations apply to a vessel engaged in fishing in close proximity to other vessels engaged in fishing.

(e) A vessel when not engaged in fishing shall not exhibit the lights or shapes prescribed in this Rule, but only those prescribed for a vessel of her length.

Rule 27 Vessels not under command or restricted in their ability to manoeuvre

(a) A vessel not under command shall exhibit:

(i) two all-round red lights in a vertical line where they can best be seen;
(ii) two balls or similar shapes in a vertical line where they can best be seen;
(iii) when making way through the water, in addition to the lights prescribed in this paragraph, sidelights and a sternlight.

(b) A vessel restricted in her ability to manoeuvre, except a vessel engaged in mine clearance operations, shall exhibit:

(i) three all-round lights in a vertical line where they can best be seen. The highest and lowest of these lights shall be red and the middle light shall be white;
(ii) three shapes in a vertical line where they can best be seen. The highest and lowest of these shapes shall be balls and the middle one a diamond;
(iii) when making way through the water, a masthead light or lights, sidelights and a sternlight, in addition to the lights prescribed in subparagraph (i);
(iv) when at anchor, in addition to the lights or shapes prescribed in subparagraphs (i) and (ii), the light, lights or shape prescribed in Rule 30.

(c) A power-driven vessel engaged in a towing operation such as severely restricts the towing vessel and her tow in their ability to deviate from their course shall, in addition to the lights or shapes prescribed in Rule 24(a), exhibit the lights or shapes prescribed in subparagraphs (b)(i) and (ii) of this Rule.

(d) A vessel engaged in dredging or underwater operations, when restricted in her ability to manoeuvre, shall exhibit the lights and shapes prescribed in subparagraphs (b)(i), (ii) and (iii) of this Rule and shall in addition, when an obstruction exists, exhibit:

(i) two all-round red lights or two balls in a vertical line to indicate the side on which the obstruction exists;
(ii) two all-round green lights or two diamonds in a vertical line to indicate the side on which another vessel may pass;
(iii) when at anchor, the lights or shapes prescribed in this paragraph instead of the lights or shape prescribed in Rule 30.

(e) Whenever the size of a vessel engaged in diving operations makes it impracticable to exhibit all lights and shapes prescribed in paragraph (d) of this Rule, the following shall be exhibited:

(i) three all-round lights in a vertical line where they can best be seen. The highest and lowest of these lights shall be red and the middle light shall be white;
(ii) a rigid replica of the International Code flag "A" not less than 1 metre in height. Measures shall be taken to ensure its all-round visibility.

(f) A vessel engaged in mine-clearance operations shall in addition to the lights prescribed for a power-driven vessel in Rule 23 or to the lights or shape prescribed for a vessel at anchor in Rule 30 as appropriate, exhibit three all-round green lights or three balls. One of these lights or shapes shall be exhibited near the foremast head and one at each end of the fore yard. These lights or shapes indicate that it is dangerous for another vessel to approach within 1000 metres of the mine clearance vessel.

(g) Vessels of less than 12 metres in length, except those engaged in diving operations, shall not be required to exhibit the lights and shapes prescribed in this Rule.

(h) The signals prescribed in this Rule are not signals of vessels in distress and requiring assistance. Such signals are contained in Annex IV to these Regulations.

Rule 28 Vessels eonstrained by their draught

A vessel constrained by her draught may, in addition to the lights prescribed for power-driven vessels in Rule 23, exhibit where they can best be seen three all-round red lights in a vertical line, or a cylinder.

Rule 29 Pilot vessels

(a) A vessel engaged on pilotage duty shall exhibit:

(i) at or near the masthead, two all-round lights in a vertical line, the upper being white and the lower red;
(ii) when underway, in addition, sidelights and a sternlight;
(iii) when at anchor, in addition to the lights prescribed in subparagraph (i), the light, lights or shape prescribed in Rule 30 for vessels at anchor.

(b) A pilot vessel when not engaged on pilotage duty shall exhibit the lights or shapes prescribed for a similar vessel of her length.

Rule 30 Anchored vessels and vessels aground

(a) A vessel at anchor shall exhibit where it can best be seen:

(i) in the fore part, an all-round white light or one ball;
(ii) at or near the stern and at a lower level than the light prescribed in subparagraph (i), an all-round white light.

(b) A vessel of less than 50 metres in length may exhibit an all-round white light where it can best be seen instead of the lights prescribed in paragraph (a) of this Rule.

(c) A vessel at anchor may, and a vessel of 100 metres and more in length shall, also use the available working or equivalent lights to illuminate her decks.

(d) A vessel aground shall exhibit the lights prescribed in paragraph (a) or (b) of this Rule and in addition, where they can best be seen:

(i) two all-round red lights in a vertical line;
(ii) three balls in a vertical line.

(e) A vessel of less than 7 metres in length, when at anchor, not in or near a narrow channel, fairway or anchorage, or where other vessels normally navigate, shall not be required to exhibit the lights or shape prescribed in paragraphs (a) and (b) of this Rule.

(f) A vessel of less than 12 metres in length, when aground, shall not be required to exhibit the lights or shapes prescribed in subparagraphs (d)(i) and (ii) of this Rule.

Rule 31 Seaplanes

Where it is impracticable for a seaplane to exhibit lights and shapes of the characteristics or in the positions prescribed in the Rules of this part she shall exhibit lights and shapes as closely similar in characteristics and position as is possible.

PART D. SOUND AND LIGHT SIGNALS

Rule 32 Definitions

(a) The word "whistle" means any sound signalling appliance capable of producing the prescribed blasts and which complies with the specifications in Annex III to these Regulations.

(b) The term "short blast" means a blast of about one second’s duration.

(c) The term "prolonged blast" means a blast of from four to six seconds’ duration.

Rule 33 Equipment for sound signals

(a) A vessel of 12 metres or more in length shall be provided with a whistle and a bell and a vessel of 100 metres or more in length shall, in addition, be provided with a gong, the tone and sound of which cannot be confused with that of the bell. The whistle, bell and gong shall comply with the specifications in Annex III to these Regulations. The bell or gong or both may be replaced by other equipment having the same respective sound characteristics, provided that manual sounding of the prescribed signals shall always be possible.

(b) A vessel of less than 12 metres in length shall not be obliged to carry the sound signalling appliances prescribed in paragraph (a) of this Rule but if she does not, she shall be provided with some other means of making an efficient sound signal.

Rule 34 Manoeuvring and warning signals

(a) When vessels are in sight of one another, a power-driven vessel underway, when manoeuvring as authorized or required by these Rules, shall indicate that manoeuvre by the following signals on her whistle:

- one short blast to mean "I am altering my course to starboard".
- two short blasts to mean "I am altering my course to port".
- three short blasts to mean "I am operating astern propulsion".

(b) Any vessel may supplement the whistle signals prescribed in paragraph (a) of this Rule by light signals, repeated as appropriate, whilst the manoeuvre is being carried out:

(i) these light signals shall have the following significance:

- one flash to mean "I am altering my course to starboard"
- two flashes to mean "I am altering my course to port".
- three flashes to mean "I am operating astern propulsion".

(ii) the duration of each flash shall be about one second, the interval between flashes shall be about one second, and the interval between successive signals shall be not less than ten seconds;

(iii) the light used for this signal shall, if fitted, be an all-round white light, visible at a minimum range of 5 miles, and shall comply with the provisions of Annex I to these Regulations.

(c) When in sight of one another in a narrow channel or fairway.

(i) a vessel intending to overtake another shall in compliance with Rule 9(e)(i) indicate her intention by the following signals on her whistle:

- two prolonged blasts followed by one short blast to mean "I intend to overtake you on your starboard side".
- two prolonged blasts followed by two short blasts to mean "I intend to overtake you on your port side".

(ii) the vessel about to be overtaken when acting in accordance with Rule 9(e)(i) shall indicate her agreement by the following signal on her whistle:

- one prolonged, one short, one prolonged and one short blast, in that order.

(d) When vessels in sight of one another are approaching each other and from any cause either vessel fails to understand the intentions or actions of the other, or is in doubt whether sufficient action is being taken by the other to avoid collision, the vessel in doubt shall immediately indicate such doubt by giving at least five short and rapid blasts on the whistle. Such signal may be supplemented by a light signal of at least five short and rapid flashes.

(e) A vessel nearing a bend or an area of a channel or fairway where other vessels may be obscured by an intervening obstruction shall sound one prolonged blast. Such signal shall be answered with a prolonged blast by any approaching vessel that may be within hearing around the bend or behind the intervening obstruction.

(f) If whistles are fitted on a vessel at a distance apart of more than 100 metres, one whistle only shall be used for giving manoeuvring and warning signals.

Rule 35 Sound signals in restricted visibility

In or near an area of restricted visibility, whether by day or night, the signals prescribed in this Rule shall be used as follows:

(a) A power-driven vessel making way through the water shall sound at intervals of not more than 2 minutes one prolonged blast.

(b) A power-driven vessel underway but stopped and making no way through the water shall sound at intervals of not more than 2 minutes two prolonged blasts in succession with an interval of about 2 seconds between them.

(c) A vessel not under command, a vessel restricted in her ability to manoeuvre, a vessel constrained by her draught, a sailing vessel, a vessel engaged in fishing and a vessel engaged in towing or pushing another vessel shall, instead of the signals prescribed in paragraphs (a) or (b) of this Rule, sound at intervals of not more than 2 minutes three blasts in succession, namely one prolonged followed by two short blasts.

(d) A vessel engaged in fishing, when at anchor, and a vessel restricted in her ability to manoeuvre when carrying out her work at anchor, shall instead of the signals prescribed in paragraph (g) of this Rule sound the signal prescribed in paragraph (c) of this Rule.

(e) A vessel towed or if more than one vessel is towed the last vessel of the tow, if manned, shall at intervals of not more than 2 minutes sound four blasts in succession, namely one prolonged followed by three short blasts. When practicable, this signal shall be made immediately after the signal made by the towing vessel.

(f) When a pushing vessel and a vessel being pushed ahead are rigidly connected in a composite unit they shall be regarded as a power-driven vessel and shall give the signals prescribed in paragraphs (a) and (b) of this Rule.

(g) A vessel at anchor shall at intervals of not more than one minute ring the bell rapidly for about 5 seconds. In a vessel of 100 metres or more in length the bell shall be sounded in the forepart of the vessel and immediately after the ringing of the bell the gong shall be sounded rapidly for about 5 seconds in the after part of the vessel. A vessel at anchor may in addition sound three blasts in succession, namely one short, one prolonged and one short blast, to give warning of her position and of the possibility of collision to an approaching vessel.

(h) A vessel aground shall give the bell signal and if required the gong signal prescribed in paragraph (g) of this Rule and shall, in addition, give three separate and distinct strokes on the bell immediately before and after the rapid ringing of the bell. A vessel aground may in addition sound an appropriate whistle signal.

(i) A vessel of less than 12 metres in length shall not be obliged to give the above-mentioned signals but, if she does not, shall make some other efficient sound signal at intervals of not more than 2 minutes.

(j) A pilot vessel when engaged on pilotage duty may in addition to the signals prescribed in paragraphs (a), (b) or (g) of this Rule sound an identity signal consisting of four short blasts.

Rule 36 Signals to attract attention

If necessary to attract the attention of another vessel any vessel may make light or sound signals that cannot be mistaken for any signal authorized elsewhere in these Rules, or may direct the beam of her searchlight in the direction of the danger, in such a way as not to embarrass any vessel. Any light to attract the attention of another vessel shall be such that it cannot be mistaken for any aid to navigation. For the purpose of this Rule the use of high intensity intermittent or revolving lights, such as strobe lights, shall be avoided.

Rule 37 Distress signals

When a vessel is in distress and requires assistance she shall use or exhibit the signals described in Annex IV to these Regulations.

PART E EXEMPTIONS

Rule 38 Exemptions

Any vessel (or class of vessels) provided that she complies with the requirements of the International Regulations for Preventing Collisions at Sea, 1960, the keel of which is laid or which is at a corresponding stage of construction before the entry into force of these Regulations may be exempted from compliance therewith as follows:

(a) The installation of lights with ranges prescribed in Rule 22, until four years after the date of entry into force of these Regulations.

(b) The installation of lights with colour specifications as prescribed in section 7 of Annex I to these Regulations, until four years after the date of entry into force of these Regulations.

(c) The repositioning of lights as a result of conversion from Imperial to metric units and rounding off measurement figures, permanent exemption.

(d) (i) The repositioning of masthead lights on vessels of less than 150 metres in length, resulting from the prescriptions of section 3(a) of Annex I to these Regulations, permanent exemption.

(ii) The repositioning of masthead lights on vessels of 150 metres or more in length, resulting from the prescriptions of section 3(a) of Annex I to these Regulations, until nine years after the date of entry into force of these Regulations.

(e) The repositioning of masthead lights resulting from the prescriptions of Section 2(b) of Annex I to these Regulations, until nine years after the date of entry into force of these Regulations.

(f) The repositioning of sidelights resulting from the prescriptions of sections 2(g) and 3(b) of Annex I to these Regulations, until nine years after the date of entry into force of these Regulations.

(g) The requirements for sound signal appliances prescribed in Annex III to these Regulations, until nine years after the date of entry into force of these Regulations.

(h) The repositioning of all-round lights resulting from the prescription of section 9(b) of Annex I to these Regulations, permanent exemption.

Attachments and Annexes

Annex 1 Positioning and technical details of lights and shapes

1. Definition

The term "height above the hull" means height above the uppermost continuous deck. This height shall be measured from the position vertically beneath the location of the light.

2. Vertical positioning and spacing of lights

(a) On a power-driven vessel of 20 metres or more in length the masthead lights shall be placed as follows:

(i) the forward masthead light, or if only one masthead light is carried, then that light, at a height above the hull of not less than 6 metres, and, if the breadth of the vessel exceeds 6 metres, then at a height above the hull not less than such breadth, so however that the light need not be placed at a greater height above the hull than 12 metres;
(ii) when two masthead lights are carried the after one shall be at least 4.5 metres vertically higher than the forward one.

(b) The vertical separation of masthead lights of power-driven vessels shall be such that in all normal conditions of trim the after light will be seen over and separate from the forward light at a distance of 1.000 metres from the stem when viewed from sea-level.

(c) The masthead light of a power-driven vessel of 12 metres but less than 20 metres in length shall be placed at a height above the gunwale of not less than 25 metres.

(d) A power-driven vessel of less than 12 metres in length may carry the uppermost light at a height of less than 2.5 metres above the gunwale. When however a masthead light is carried in addition to sidelights and a sternlight or the all-round light prescribed in Rule 23(c)(i) is carried in addition to sidelights, then such masthead light or all-round light shall be carried at least 1 metre higher than the sidelights.

(e) One of the two or three masthead lights prescribed for a power-driven vessel when engaged in towing or pushing another vessel shall be placed in the same position as either the forward masthead light or the after masthead light; provided that, if carried on the aftermast, the lowest after masthead light shall be at least 4.5 metres vertically higher than the forward masthead light.

(f) (i) The masthead light or lights prescribed in Rule 23(a) shall be so placed as to be above and clear of all other lights and obstructions except as described in subparagraph (ii).

(ii) When it is impracticable to carry the all-round lights prescribed by Rule 27(b)(i) or Rule 28 below the masthead lights, they may be carried above the after masthead light(s) or vertically in between the forward masthead light(s) and after masthead light(s), provided that in the latter case the requirement of section 3(c) of this Annex shall be complied with.

(g) The sidelights of a power-driven vessel shall be placed at a height above the hull not greater than three quarters of that of the forward masthead light. They shall not be so low as to be interfered with by deck lights.

(h) The sidelights, if in a combined lantern and carried on a power-driven vessel of less than 20 metres in length, shall be placed not less than 1 metre below the masthead light.

(i) When the Rules prescribe two or three lights to be carried in a vertical line, they shall be spaced as follows:

(i) on a vessel of 20 metres in length or more such lights shall be spaced not less than 2 metres apart, and the lowest of these lights shall, except where a towing light is required, be placed at a height of not less than 4 metres above the hull;

(ii) on a vessel of less than 20 metres in length such lights shall be spaced not less than 1 metre apart and the lowest of these lights shall, except where a towing light is required, be placed at a height of not less than 2 metres above the gunwale;

(iii) when three lights are carried they shall be equally spaced.

(j) The lower of the two all-round lights prescribed for a vessel when engaged in fishing shall be at a height above the sidelights not less than twice the distance between the two vertical lights.

(k) The forward anchor light prescribed in Rule 30(a)(i), when two are carried, shall not be less than 4.5 metres above the after one. On a vessel of 50 metres or more in length this forward anchor light shall be placed at a height of not less than 6 metres above the hull.

3 . Horizontal positioning and spacing of lights

(a) When two masthead lights are prescribed for a power-driven vessel, the horizontal distance between them shall not be less than one half of the length of the vessel but need not be more than 100 metres. The forward light shall be placed not more than one quarter of the length of the vessel from the stem.

(b) On a power-driven vessel of 20 metres or more in length the sidelights shall not be placed in front of the forward masthead lights. They shall be placed at or near the side of the vessel.

(c) When the lights prescribed in Rule 27(b)(i) or Rule 28 are placed vertically between the forward masthead light(s) and the after masthead light(s) these all-round lights shall be placed at a horizontal distance of not less than 2 metres from the fore and aft centreline of the vessel in the athwartship direction.

(d) When only one masthead light is prescribed for a powerdriven vessel, this light shall be exhibited forward of amidships; except that a vessel of less than 20 metres in length need not exhibit this light forward of amidships but shall exhibit it as far forward as is practicable.

4. Details of location of direction-indicating lights for fishing vessels, dredgers and vessels engaged in underwater operations

(a) The light indicating the direction of the outlying gear from a vessel engaged in fishing as prescribed in Rule 26(c)(ii) shall be placed at a horizontal distance of not less than 2 metres and not more than 6 metres away from the two all-round red and white lights. This light shall be placed not higher than the all-round white light prescribed in Rule 26(c)(i) and not lower than the sidelights.

(b) The lights and shapes on a vessel engaged in dredging or underwater operations to indicate the obstructed side and/or the side on which it is safe to pass, as prescribed in Rule 27(d)(i) and (ii), shall be placed at the maximum practical horizontal distance, but in no case less than 2 metres, from the lights or shapes prescribed in Rule 27(b)(i) and (ii). In no case shall the upper of these lights or shapes be at a greater height than the lower of the three lights or shapes prescribed in Rule 27(b)(i) and (ii).

5. Screens for sidelights

The sidelights of vessels of 20 metres or more in length shall be fitted with inboard screens painted matt black, and meeting the requirements of section 9 of this Annex. On vessels of less than 20 metres in length the sidelights, if necessary to meet the requirements of section 9 of this Annex, shall be fitted with inboard matt black screens. With a combined lantern, using a single vertical filament and a very narrow division between the green and red sections, external screens need not be fitted.

6. Shapes

(a) Shapes shall be black and of the following sizes:

(i) a ball shall have a diameter of not less than 0.6 metre;
(ii) a cone shall have a base diameter of not less than 0.6 metre and a height equal to its diameter;
(iii) a cylinder shall have a diameter of at least 0.6 metre and a height of twice its diameter;
(iv) a diamond shape shall consist of two cones as defined in (ii) above having a common base.

(b) The vertical distance between shapes shall be at least 1.5 metres.

(c) In a vessel of less than 20 metres in length shapes of lesser dimensions but commensurate with the size of the vessel may be used and the distance apart may be correspondingly reduced.

7. Colour specification of lights

The chromaticity of all navigation lights shall conform to the following standards, which lie within the boundaries of the area of the diagram specified for each colour by the International Commission on Illumination (CIE). The boundaries of the area for each colour are given by indicating the corner co-ordinates, which are as follows:

(i) White

X

0.525

0.525

0.452

0.310

0.310

0.443

Y

0.382

0.440

0.440

0.348

0.283

0.382

(ii) Green

X

0.028

0.009

0.300

0.203

Y

0.385

0.723

0.511

0.356

(iii) Red

X

0.680

0.660

0.735

0.721

Y

0.320

0.320

0.265

0.259

(iv) Yellow

X

0.612

0.618

0.575

0.575

Y

0.382

0.382

0.425

0.406

8. Intensity of lights

(a) The minimum luminous intensity of lights shall be calculated by using the formula:

I = 3.43 x 106 x T x D2 x K-D
where I is luminous intensity in candelas under service conditions,
T is threshold factor 2 x 10 -7 lux,
D is range of visibility (luminous range) of the light in nautical miles,
K is atmospheric transmissivity.
For prescribed lights the value of K shall be 0.8, corresponding to a meteorological visibility of approximately 13 nautical miles.

(b) A selection of figures derived from the formula is given in the following table:

Range of visibility
(luminous range) of light
in nautical miles D

Luminous intensity of
light in candelas for
K = 0.8 miles

1

0.9

2

4.3

3

12

4

27

5

52

6

94

NOTE: The maximum luminous intensity of navigation lights should be limited to avoid undue glare This shall not be achieved by a variable control of the luminous intensity.

9. Horizontal sectors

(a) (i) In the forward direction, sidelights as fitted on the vessel shall show the minimum required intensities. The intensities shall decrease to reach practical cut-off between 1 degree and 3 degrees outside the prescribed sectors.

(ii) For stemlights and masthead lights and at 22.5 degrees abaft the beam for sidelights, the minimum required intensities shall be maintained over the arc of the horizon up to 5 degrees within the limits of the sectors prescribed in Rule 21. From 5 degrees within the prescribed sectors the intensity may decrease by 50 per cent up to the prescribed limits; it shall decrease steadily to reach practical cut-off at not more than 5 degrees outside the prescribed sectors.

(b) (i) All-round lights shall be so located as not to be obscured by masts, topmasts or structures within angular sectors of more than 6 degrees, except anchor lights prescribed in Rule 30, which need not be placed at an impracticable height above the hull.

(ii) If it is impracticable to comply with paragraph (b)(i) of this section by exhibiting only one all-round light, two all-round lights shall be used suitably positioned or screened so that they appear, as far as practicable, as one light at a distance of one mile.

10. Vertical sectors

(a) The vertical sectors of electric lights as fitted, with the exception of lights on sailing vessels underway shall ensure that:

(i) at least the required minimum intensity is maintained at all angles from 5 degrees above to 5 degrees below the horizontal;
(ii) at least 60 per cent of the required minimum intensity is maintained from 7.5 degrees above to 7.5 degrees below the horizontal.

(b) In the case of sailing vessels underway the vertical sectors of electric lights as fitted shall ensure that:

(i) at least the required minimum intensity is maintained at all angles from 5 degrees above to 5 degrees below the horizontal;
(ii) at least 50 per cent of the required minimum intensity is maintained from 25 degrees above to 25 degrees below the horizontal.

(c) In the case of lights other than electric these specifications shall be met as closely as possible.

11. Intensity of non-electric lights

Non-electric lights shall so far as practicable comply with the minimum intensities, as specified in the table given in section 8 of this Annex.

12. Manoeuvring light

Notwithstanding the provisions of paragraph 2(f) of this Annex the manoeuvring light described in Rule 34(b) shall be placed in the same fore and aft vertical plane as the masthead light or lights and, where practicable, at a minimum height of 2 metres vertically above the forward masthead light, provided that it shall be carried not less than 2 metres vertically above or below the after masthead light. On a vessel where only one masthead light is carried the manoeuvring light, if fitted, shall be carried where it can best be seen, not less than 2 metres vertically apart from the masthead light.

13. High-speed craft

The masthead light of high-speed craft with a lenght-to-breadth ratio of less than 3.0 may be placed at a height related to the breadth of the craft lower than that prescribed in paragraph 2 (a)(i) of this annex, provided that the base angle of the isosceles triangles formed by the sidelights and masthead light, when seen in end elevation, is not less than 27 degrees.

14. Approval

The construction of lights and shapes and the installation of lights on board the vessel shall be to the satisfaction of the appropriate authority of the State whose flag the vessel is entitled to fly.

Annex 2 Additional signals for fishing vessels fishing in close proximity

1. General

The lights mentioned herein shall, if exhibited in pursuance of Rule 26(d), be placed where they can best be seen. They shall be at least 0.9 metre apart but at a lower level than lights prescribed in Rule 26(b)(i) and (c)(i). The lights shall be visible all round the horizon at a distance of at least 1 mile but at a lesser distance than the lights prescribed by these Rules for fishing vessels.

2. Signals for trawlers

(a) Vessels of 20 metres of more in length when engaged in trawling, whether using demersal or pelagic gear, shall exhibit:

(i) when shooting their nets: two white lights in a vertical line;
(ii) when hauling their nets: one white light over one red light in a vertical line;
(iii) when the net has come fast upon an obstruction: two red lights in a vertical line.

(b) Each vessel of 20 metres or more in length engaged in pair trawling shall exhibit:

(i) by night, a searchlight directed forward and in the direction of the other vessel of the pair;
(ii) when shooting or hauling their nets or when the nets have come fast upon an obstruction, the lights prescribed in 2(a) above.

(c) A vessel of less than 20 metres in length engaged in trawling, whether using demersal or pelagic gear or engaged in pair trawling, may exhibit the lights prescribed in paragraphs (a) or (b) of this section, as appropriate.

3. Signals for purse seiners

Vessels engaged in fishing with purse seine gear may exhibit two yellow lights in a vertical line. These lights shall flash alternately every second and with equal light and occultation duration. These lights may be exhibited only when the vessel is hampered by its fishing gear.

Annex 3 Technical details of sound signal appliances

1. Whistles

(a) Frequencies and range of audibility

The fundamental frequency of the signal shall lie within the range 70 – 700 Hz. The range of audibility of the signal from a whistle shall be determined by those frequencies, which may include the fundamental and/or one or more higher frequencies, which lie within the range 180 – 700 Hz ( +/- 1 per cent) and which provide the sound pressure levels specified in paragraph l(c) below.

(b) Limits of fundamental frequencies

To ensure a wide variety of whistle characteristics, the fundamental frequency of a whistle shall be between the following limits:

(i) 70 – 200 Hz, for a vessel 200 metres or more in length;
(ii) 130 – 350 Hz, for a vessel 75 metres but less than 200 metres in length;
(iii) 250 – 700 Hz, for a vessel less than 75 metres in length.

(c) Sound signal intensity and range of audibility

A whistle fitted in a vessel shall provide, in the direction of maximum intensity of the whistle and at a distance of 1 metre from it, a sound pressure level in at least one 1/3rd-octave band within the range of frequencies 180 – 700 Hz ( +/- 1 per cent) of not less than the appropriate figure given in the table below.

Length of vessel
in meters

1/3rd-octave band Audibility in metres level at 1 metre range in in dB referred to 2 x 10 -5 N/m2

Audibility range in nautical miles
200 or more

143

2
75 but less than 200

138

1.5
20 but less than 75

130

1
Less than 20

120

0.5

The range of audibility in the table above is for information and is approximately the range at which a whistle may be heard on its forward axis with 90 per cent probability in conditions of still air on board a vessel having average background noise level at the listening posts (taken to be 68 dB in the octave band centred on 250 Hz and 63 dB in the octave band centred on 500 Hz).

In practice the range at which a whistle may be heard is extremely variable and depends critically on weather conditions; the values given can be regarded as typical but under conditions of strong wind or high ambient noise level at the listening post the range may be much reduced.

(d) Directional properties

The sound pressure level of a directional whistle shall be not more than 4 dB below the prescribed sound pressure level on the axis at any direction in the horizontal plane within + 45 degrees of the axis. The sound pressure level at any other direction In the horizontal plane shall be not more than 10 dB below the prescribed sound pressure level on the axis, so that the range in any direction will be at least half the range on the forward axis The sound pressure level shall be measured in that 1/3rd-octave band which determines the audibility range.

(e) Positioning of whistles

When a directional whistle is to be used as the only whistle on a vessel, it shall be installed with its maximum intensity directed straight ahead. A whistle shall be placed as high as practicable on a vessel, in order to reduce interception of the emitted sound by obstructions and also to minimize hearing damage risk to personnel. The sound pressure level of the vessel’s own signal at listening posts shall not exceed 110 dB (A) and so far as practicable should not exceed 100 dB (A).

(f) Fitting of more than one whistle

If whistles are fitted at a distance apart of more than 100 metres, it shall be so arranged that they are not sounded simultaneously.

(g) Combined whistle systems

If due to the presence of obstructions the sound field of a single whistle or one of the whistles referred to in paragraph 1(f) above is likely to have a zone of greatly reduced signal level, it is recommended that a combined whistle system be fitted so as to overcome this reduction. For the purposes of the Rules a combined whistle system is to be regarded as a single whistle. The whistles of a combined system shall be located at a distance apart of not more than 100 metres and arranged to be sounded simultaneously. The frequency of any one whistle shall differ from those of the others by at least 10 Hz.

2. Bell or gong

(a) Intensity of signal

A bell or gong, or other device having similar sound characteristics shall produce a sound pressure level of not less than 110 dB at a distance of 1 metre from it.

(b) Construction

Bells and gongs shall be made of corrosion-resistant material and designed to give a clear tone. The diameter of the mouth of the bell shall be not less than 300 mm for vessels of 20 metres or more in length, and shall be not less than 200 mm for vessels of 12 metres or more, but of less than 20 metres in length. Where practicable, a power-driven bell striker is recommended to ensure constant force but manual operation shall be possible. The mass of the striker shall be not less than 3 per cent of the mass of the bell

3. Approval

The construction of sound signal appliances, their performance and their installation on board the vessel shall be to the satisfaction of the appropriate authority of the State whose flag the vessel is entitled to fly.

Annex 4 Distress signals

1. The following signals, used or exhibited either together or separately, indicate distress and need of assistance:

(a) a gun or other explosive signal fired at intervals of about a minute;

(b) a continuous sounding with any fog-signalling apparatus;

(c) rockets or shells, throwing red stars fired one at a time at short intervals;

(d) a signal made by radiotelegraphy or by any other signalling method consisting of the group . . . – - – . . . (SOS) in the Morse Code;

(e) a signal sent by radiotelephony consisting of the spoken word "Mayday";

(f) the International Code Signal of distress indicated by N.C.;

(g) a signal consisting of a square flag having above or below it a ball or anything resembling a ball;

(h) flames on the vessel (as from a burning tar barrel, oil barrel, etc.);

(i) a rocket parachute flare or a hand-flare showing a red light;

(j) a smoke signal giving off orange-coloured smoke;

(k) slowly and repeatedly raising and lowering arms outstretched to each side;

(l) the radiotelegraph alarm signal;

(m) the radiotelephone alarm signal;

(n) signals transmitted by emergency positioning-indicating radio beacons;

(o) approved signals transmitted by radiocommunication systems, including survival craft radar transponders.

2. The use or exhibition of any of the foregoing signals except for the purpose of indicating distress and need of assistance and the use of other signals which may be confused with any of the above signals is prohibited.

3. Attention is drawn to the relevant sections of the International Code of Signals, the Merchant Ship Search and Rescue Manual and the following signals:

(a) a piece of orange-coloured canvas with either a black square and circle or other appropriate symbol (for identification from the air);

(b) a dye marker.

WAH MELEHLAHKANJUGANGEDITNYA- WAH MELEHLAHKANJUGANGEDITNYA- WAH

nanti nyusul terjemahannya…

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]]> http://www.noltime.com/peraturan-international-tentang-pencegahan-tubrukan-di-laut-1972-english.html/feed 4 Cerpen seorang pelaut, Menyongsong Badai http://www.noltime.com/cerpen-seorang-pelaut-menyongsong-badai.html http://www.noltime.com/cerpen-seorang-pelaut-menyongsong-badai.html#comments Sun, 25 Jan 2009 19:33:00 +0000 http://berlayar.wordpress.com/?p=126 " Menyongsong Badai "

Di tulis oleh: Prasongko C/O

26 January 2009

 

Kapal Bima 1 diambil dari bahasa (Jawa)
Indonesia bernakhodakan Capt Damar Samudro tetapi berbendera Panama,sungguh ironis sekali. Kapal dengan panjang 315 m itu kini dalam komandoku. Ya kira-kira tiga kali panjang lapangan sepak bola. Route pelayaran pun berubah, kini menjadi antarnegara. Pernah kutanyakan pada bagian operasional dan perawatan kapal, kenapa kapal milik BUMN ini berbendera Panama? Bukankah kita bisa dan lebih bangga kalau merah putih berkibar di kapal, bahwa kapal Indonesia pun mampu melakukan pelayaran samudera seperti bangsa-bangsa maritim lainnya. Dengan alasan yang diplomatis bagian operasional dan perawatan pun menjelaskan alasannya. Entah alasan itu benar atau salah menurutku, tetapi jelas membuat hatiku kecewa kalau BUMN saja tidak berkenan menggunakan Biro Klasifikasi Indonesia (BKI),

 

lantas apakah mungkin perusahaan swasta dan asing mau menggunakan merah putih sebagai klasifikasinya? Bukan hanya negara tetapi juga masyarakat kita memang suka dengan yang berbau luar negeri. Dalam suatu kesempatan rapat di kantor pusat yang dihadiri nakhoda dan kepala bagian beserta staf, disampaikanlah beberapa laporan kerja dan program masing-masing bagian. Lagi yang membuatku kecewa, rapat yang dihadiri seratus persen WNI, tetapi kenapa mereka sering menggunakan selipan-selipan kata dengan menggunakan bahasa Inggris. Tidak diragukan lagi yang hadir dalam rapat pasti bias berbahasa Inggris juga diriku. Alangkah pantasnya jika di ruang sidang itu kita gunakan Bahasa Indonesia yang benar. Bahasa negara manapun boleh kita pelajari, tetapi setidaknya berbanggalah kita pada Bahasa Indonesia. Jauh beberapa tahun lalu 28 Oktober 1928 pemuda Indonesia bersepakat, Bahasa Indonesia adalah bahasa persatuan. Walaupun aku tahu bangsa Indonesia tidak harus seperti bangsa Inggris yang harus melakukan ekspansinya ke Negara lain sehingga bahasa mereka digunakan di dunia Internasional. Aku jadi ingat guru SMPku dulu yang mengatakan Bahasa Indonesia adalah bahasa nasional dan Bahasa Inggris adalah bahasa Internasional. Hingga saat ini tidak kujumpai peraturan atau ketetapan pemerintah RI yang mengatakan Bahasa Inggris adalah bahasa Internasional. Ataupun mungkin melalui TAP MPR/RI atau Keppres, wah….. itu tidak mungkin terjadi. Kapal Bima 1 pun berlayar dari Teluk Lampung menuju Vladivastok (Rusia). Kepulauan Nusantara pun terlalui hingga di pintu terluar NKRI kepuauanAnabas dan memasuki Laut Cina Selatan. Gelombang pun mulai tinggi dengan kecepatan angin yang bertambah. Awak kapal pun masih tenang-tenang saja, karena hal ini adalah biasa bagi kami. Sebagai rutinitas perwira radio melaporkan berita acara pada nakhoda,hal ini masih dalam batas wajar. Tiga hari pelayaran tepat melintang Vietnam, cuaca semakin buruk, mendung tebal dan gerimis. Jarak tampak tidak lebih dari 20m saja. Aku pun sebagai Nakhoda lebih hati-hati dan teliti. Kukumpulkan semua perwira navigasi untuk berdiskusi dan Bima 1 masuk daerah “Gale” (cuaca buruk) awal terbentuknya badai tropik. Mesin fax cuaca selalu kumonitor, Inmarsat (satelit maritim) tidak henti-hentinya berbunyi, membuktikan kami memasuki daerah badai tropik. Benar dari beberapa laporan stasiun pantai Yamaghuci dan Hongkong tergambar jelas Badai Tropik telah terbentuk di sebelah Timur Taiwan tepatnya laut China Timur. Dengan diameter putaran 112 Mil,Kecepatan putaran 107 Mil/jam arah perpindahan Tenggara 12 Mil/jam. Sebagai Nakhoda akupun mulai gelisah tapi tak pantas kutunjukkan kegelisahanku itu pada anak buah kapal. Mulai kuperhitungkan kecepatan kapalku dengan kecepatan arah perubahan mata badai tropik. Situasi di kapal pun mulai tegang dan gelisah, apalagi setelah anemometer mengalami kenaikan kecepatan angin dan Bharometer mengalami penurunan tekanan secara terus menerus. Bima 1 yang besar gagah dan dipenuhi alat navigasi yang canggih mulai sulit dikendalikan, terombang-ambing tak berirama. Hujan lebatpun turun disertai tiupan angin yang sangat kencang. Salah satu ABK berteriak, “Capt! Salah satu penolong di sisi kapal terlepas dari ikatannya” Benda seberat 120 Kg itu melesat seperti layang-layang. Jam kapal menunjukkan 14.05GMT tapi sungguh sulit dibedakan antara siang dan malam. Berita marabahaya terus terdengar yang menginformasikan beberapa kapal telah tenggelam dan nasib awak kapalnya belum diketahui. Untuk bersembunyi di kepulauan Vietnam dan China masih terlalu jauh, itupun tempat yang belum tentu aman. Pelayaran harus diteruskan walau resiko yang besar akan menghalang. Di hari ke lima tidak ada perubahan cuaca dan secara mengejutkan mata Badai Tropik berubah menuju arah Timur kecepatan 11 mil/jam. Perkiraan Stasiun Yamaghuci dan Hongkong meleset. Perkiraanku dengan segala perhitungan dan alat navigasi yang nyaris sempurna tiada berguna. Jarak mata Badai Tropik semakin mendekat dan Bima1 tak berirama, sambil berulangkali haluan dan badan kapal terbenam oleh gulungan gelombang 30 M. Atas perintahku perwira radio mengumumkan bahwa seluruh crew harus bersiaga dengan rompi pelampung dan siap di posisi yang ditentukan. Kucoba mengendalikan kapal sebisa mungkin. Semua teori yang kutahu telah kulaksanakan tanpa hasil yang berarti. Terdengar bunyi keras yang menghantam atap anjungan, kami pun terkejut bukan kepalang. Teriakan keras kembali terdengar dari ABK “Capt! Kami tengok scaner tiang radar 1 telah patah. Mana bisa kita selamat. Pipa besi berdiameter 150 cm saja patah oleh angin, bagaimana jika diriku berada di luar kapal?.”. “Kapan ini akan berakhir” sela salah seorang juru mudi. “Badai ini akan berakhir atau mungkin kehidupan kita akan berakhir sebelum badai ini berlalu” ku jawab pelan. “Tenannglah wahai teman-temanku dan anak buahku, kini kita telah menyongsong badai, tidak ada tempat bagi kita untuk berlari. Aku Capt. Damar Samudro yang dipercayai menakhodai BIMA 1 telah habis ilmu dan kemampuanku, tetapi harapan membuat manusia menjadi bersemangat untuk hidup”. Tersesak dalam bicara adalah hal biasa untuk keadaan semacam ini. Kulirik beberapa crew meneteskan air mata. Ada juga yang bersujud seperti memohon ampunan atau meminta keselamatan. Sementara salah satu ABK ku, orang Cina yang tidak jelas agamanya kali ini komat-kamit mengucap sesuatu yang tak bisa kudengar .

Terdiam aku untuk beberapa saat mengantarkanku pada masa laluku yang mengharu biru nyaris hilang mengikis harapan karena ambisi dan ego. Aku anak keempat. Semua saudaraku laki-laki. Bapakku seorang polisi berpangkat kopral. Ibuku seorang guru SD. Kami tinggal di asrama karena keterbatasan ekonomi kami. Tidak sedikit biaya yang kami butuhkan. Karena semangat dan doa orangtua yang mengantarku pada Sekolah Tinggi Ilmu Pelayaran Negeri. Memang biaya sekolah gratis, sebab tanpa uang mondok, tanpa uang gedung atau uang pembangunan. Tetapi tiap pulang ke kota nelayan, tanah kelahiran tetap butuh dana untuk bus atau kereta kelas ekonomi. Kereta ekonomi kesayanganku. Yang selalu setia dengan pedagang asongannya, ramai seperti pasar rakyat, dan penumpangnya berkeringat tanpa berolah-raga sambil memberikan receh sebagai bunga-bunga sosial pada pengamen yang diiringi gitar dan suara lokomotif. Angin sepoi-sepoi bercampur aroma keringat penumpang beserta bau toilet yang kran airnya macet menghiasi perjalananku. Sedang sehelai tali rafia terikat di daun pintu sebagai pengganti grendel pintu toilet yang rusak.

Sungguh keadaan penuh suka cita yang belum tentu dialami semua orang, terutama orang kaya. Namun hal itu menjadi suatu yang biasa bagiku. Semenjak kecil aku sudah terbiasa dengan bus dan kereta ekonomi. Orang tuaku berpesan agar tetap bisa menjaga diri di manapun aku berada dan selalu beribadah dalam keadaan lapang dan sempit. Lulus ANT 3 kuputuskan memilih perusahaan pemerintah. Masuk BUMN atas fasilitas kampus untuk mahasiswa ber-IPK tertinggi. Kali kedua karena untuk masuk perusahaan ini tanpa mengeluarkan uang charge. Memang armada yang kubawa kurang memenuhi kriteria target kekinianku. Paling tidak Arjuna I ini pijakan awalku. Kapal passanger antarpulau dengan panjang 75m berlayar di perairan Indonesia dengan kapasitas penumpang 600 orang. Sedikit saja timbul kebanggaan
dalam diri. Gajiku memang tidak terlalu besar jika dibandingkan gaji kapal-kapal foreign. Sedikit kesenangan sebab ada beberapa perempuan yang dapat kutemui secara berkala. GA 737 INA landing menuju Bandar Changi airport Singapura. Kupersiapkan paspor dan dokumen yang dibutuhkan. Keluar lorong gate pesawat aku hanya berusaha tenang walaupun sedikit bingung.
Kebingungan menghadapi wanita yang sering kutemui di kantor cabang. Wanita yang kujanjikan untuk kunikahi. Kami sempat dekat. Hanya karena aku tidak sanggup menanti untuk beberapa saat. Akhirnya adat membuatku tunduk untuk menjalin pernikahan dengan wanita Dayak yang kini menjadi istriku. “Igamala wanita yang kurang lebihnya mampu menjadi istri pelaut yang jarang di rumah. Wanita yang kupersiapkan untuk mengasuh dan mendidik anak-anakku kelak” gumamku. Berdiri perempuan cantik keturunan china memegang selembar kertas bertulis “Mr.Damar Samudro”. Agak sedikit kaget kupandang.wanita itu. Dia paling senang dipanggil Veron. Nama kesayangannya. ya dia wanita yang hingga kini masih ada sedikit di hatiku. “Good Afternoon are you Mr.Damar”. Dia masih seperti dulu dengan gaya berselorohnya seakan ia petugas yang menjemputku. Maklum awal jumpa memang ia ditugasi pihak kantor untuk menjemput crew kapal yang baru bergabung. Bisa jadi kantor menyadari kelebihannya sebagai daya tarik. Aku pikir langsung menuju kapal untuk bekerja tetapi setelah dari kantor aku dipersilahkan menginap 1 hari di hotel daerah Alexander Road, karena kapal belum selesai perbaikan. Enak sekali jadi pelaut, naik kapal dan tidur di hotel gratis pikirku, sesuatu yang sesekali kubayangkan saat aku kuliah dulu. Keesokan harinya aku check out dari hotel dan menuju kapal dipelabuhan Tuas sektor 1. Gaji yang kuperoleh kurang dari harapan. Kebutuhanku kini makin besar. Aku tidak lagi bias berjalan selaras dengan gaya hidup orangtuaku yang serba terbatas dan sederhana. Aku harus memenuhi semua keinginan istriku, wanita dayak berkulit putih yang kini hamil 8 bulan. Aku memang beda. Sedikit kesenangan di sela-sela persinggahanku di pelabuhan pun ada arti tersendiri dalam pergaulan kerjaku. Sebagai Nakhoda aku punya kewenangan membuat laporan palsu pada kantor. Yang sering aku melaporkan jumlah penumpang yang tak sebenarnya dengan kenyataan. Kadang penumpang yang kumuat sampai 1250 orang. Jumlah selisih yang ceroboh dan beresiko tinggi. Tetapi inilah usahaku. Di negaraku profesionalisme tidak sebanding dengan penghargaan.
Arjuna I yang kunakhodai pun kriteria kapal untuk pelayaran danau atau sungai. Tetapi atas perintah kantor aku harus mengantarkan penumpang antarpulau. Seandainya saja penumpang itu tahu bahwa jarak yang ditempuh dari Jakarta ke Kalimantan adalah sama dengan jarak pelayaran Indonesia ke Vietnam. Pasti mereka bangga karena beberapa negara telah dilalui sekaligus ngeri karena peralatan keselamatan yang ada tidak memenuhi jumlah di kapal. Gelar tertinggi bidang pelayaran telah kuraih. ANT 1 yang kugenggam yang ikut mengantarku menjadi nakhoda Bima 1 saksi karierku. Segudang ilmu telah kuraih walau aku tahu ilmu takkan pernah habis. Koleksi buku memenuhi lemari di rumah baik yang berbahasa Indonesia maupun berbahasa Inggris habis kubaca bahkan sambil sesekali kuberikan koreksi terhadap buku-buku pelayaran yang memberikan penjelasan kurang tepat menurutku. Termasuk buku-buku karya dosen-dosenku dulu. Timbullah rasa sombong dalam diriku tanpa terasa. Semuanya menjadi sampah dan hina dihadapan kuasa Illahi. Akupun sadar bahwa manusia adalah makhluk Tuhan yang serba terbatas. Sedang Tuhan adalah tanpa batas. Akupun bersyukur karena Tuhan telah memperlihatkan ayat-ayatnya di hadapanku, yang belum tentu dialami semua orang. Ada kekecutan tersendiri. Penghianatan kepada Pak Kopral yang bersahaja dan bu guru yang syahdu, juga jabang bayi bakal anakku. Seakan turut menarikku dalam kesangsian akan keselamatan awak kapal. Kutarik nafas panjang sambil tersenyum kupandangi anak buahku.

“Apa yang kalian takutkan tentang badai itu, sungguh dia adalah makhluk Tuhan sama seperti kita manusia.Dia berjalan menurut ketentuan-Nya, pantaskah kalian takut dengan badai atau mungkin kalian takut denngan kematian? Pemilik badai itu lebih pantas kalian takuti! Tuhan tak pernah meninggalkan kita tetapi kita yang lemah ini sering meninggalkan pencipta-Nya.” Kelu hatiku… semakin kecil tubuhku… kaku seluruh persendianku. Murninya bukan karena badai ini tapi lebih karena kesombonganku yang mungkin segera menarikku pada kematian. Pada kebinasaanku yang mestinya sebelumnya kusadari itu. Tapi semua terlambat. Kesalahanku yang mungkin tak kan termaafkan oleh orang-orang yang kusayangi sekaligus kukhianati.
Kutatap arah badai itu sambil lantang kuberkata dalam hati “Hai badai, kamu adalah makhluk lemah sama dengan kami disini sebagai makhluk lemah, tetapi kami bersama Tuhan yang kuasa atas segalanya” “Tunjukkan semangat kalian, mati terhormat dengan keyakinan itu lebih pantas bagi kita, walau kita tidak tahu kapan kematian itu tiba”. Lantang kuucap itu. Dengan seketika semua crew serempak bergerak. Kini semua awak tak lagi perhitungkan keadaan diri masing-masing. Kokiku yang sedang muntah-mabuk bergegas ikut membantu klasi yang membersihkan bagian kapal dari genangan air. Semua perwira pun berjaga. Teman-teman yang kutahu rajin sholat sambil mengumandangkan “Allahu Akbar….. Allahu Akbar”. Teman-teman lain yang menurut ceritanya tiap Minggu ke Gereja berkata, “TuhanYesus…. Tuhan Yesus, lindungi kami. Allah Bapa di Surga, sayangi kami”. Kuperintahkan kepada kepala kamar mesin untuk menaikkan putaran mesin sampai putaran maksimal walau itu belum pernah dilakukan nakhoda-nakhoda sebelumku.Risiko mesin mati sangat besar karena baling-baling kapal sering terangkat di permukaan tapi aku yakin mampu menghindar dar mata badai. Kurubah kemudi ke arah kiri secara berirama. Kuingat penggalan syair yang pernah kubaca dari diary istriku. Yang saat itu kutahu dia sedang tak enak hati ketika tahu hal Veron. Tapi buru-buru kutepis, kubilang dia masa laluku.

Detik demi detik
Kuarungi samudera
Bersama luka di hati
Perahuku terombang-ambing
Tanpa kepastian arah
Setiap hari bertemu ombak
Berselimut angin malam
Menusuk persendianku
Aku tenggelam dalam kecemasan*

Di hari berikutnya sampailah BIMA 1 di mulut Selat Taiwan, cuaca buruk masih berlangsung teta pimata badai sudah berada di kanan belakang dari kapal. Air mata pun tanpa terasa meleleh diantara mata anak buahku. Senang dan lega. Keesokan harinya matahari belum terlihat tapi cahayanya cukup menerangi pagi hari. Kami mengadakan pengecekan keliling kapal, kudapati 4 pipa peranginan setinggi 6 M telah hilang, dan tiang radar berikut scanernya telah roboh. Kubuat laporan kerusakan untuk kukirim ke kantor Jakarta. Untuk nantinya dapat diperbaiki di pelabuhan tiba. Hari ke-14 pelayaran telah mengantar BIMA 1 di pelabuhan Vladivastok Rusia. Segera kutelepon orangtua dan istriku. Kuceritakan perjalananku dari Palembang ke Vladivastok cukup menyenangkan dengan cuaca yang bersahabat. Memang aku berbohong pada mereka, tetapi aku tidak mau mereka gelisah karena profesiku. Kuharap aku sudah berada di Tanah Air dikelahiran anak pertamaku. “Biarlah kisah yang dahsyat itu cukup untuk diriku dan teman-temanku, tetapi bukan untuk Igamala.

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]]> http://www.noltime.com/cerpen-seorang-pelaut-menyongsong-badai.html/feed 14 Pasang surut online http://www.noltime.com/pasang-surut-online.html http://www.noltime.com/pasang-surut-online.html#comments Mon, 19 Jan 2009 04:17:00 +0000 Arnold http://berlayar.wordpress.com/?p=112 Oleh Mas Edy

Onboard: 19 January 2009

pasang-surut Ada salah satu kendala bagi sebagian officer khususnya 2nd officer adalah untuk mencari Pasang Surut / Tide Predictions sebuah pelabuhan yang hendak di singgahi untuk keperluan kalkulasi UKC atau pun untuk keperluan mengisi passage plan. Kalo sekedar hanya berlayar di perariran Indonesia dengan menggunakan Daftar Pasang Surut Indonesia saja saya rasa tidak terlalu rumit karena penyajian informasi pada Daftar Pasang Surut Indonesia Sangat Mudah. nahh.. sedikit rumit apabila anda berlayar di perairan luar negeri ocean going dgn kapal berbendera asing pula maka akan mengalami kendala untuk kita yang belum paham benar cara menggunakan ATT (Admiralty Tide Table) cara mendapatkan Secondary port dengan perhitungan menggunakan Standard port yang sedikit membutuhkan pengetahuan akan metode atau cara membuka tabel.

Menjawab keterbaatasan untuk anda yang tidak mau pusing dengan membuka table ATT saya menganjurkan anda untuk menggunakan pasang surut online. Metode ini menurut saya sangat simple sekali karena hanya dgn beberapa menit maka tempat di mana kita ingin mengetahui kedalaman air pun dengan mudah anda dapat. Yang di butuhkan adalah hanya sebuah perangkat computer yang terhubung ke Internet dengan step sbb:

1. Bukalah web  klik disini

2. Klik register untuk daftar member. ( layanan ini di sediakan gratis hanya anda di butuhkan menjadi member)

3. Isilah data diri anda selayak nya anda mendaftar menjadi anggota sebuah komonitas untuk mendapatkan account.

4. Setelah selesai Register. sign in lah dgn Email dan password yang telah anda daftar tadi.

5. setelah halaman dapat di access kliklah tab Predict pada halaman tsbt

6. kemudian akan keluar halaman berikut adalah Predict – Select Port

7. Lalu klik pada tab MAP ( untuk melihat map dunia) kemudian tinggal arahkan mose ke area dunia dimana lokasi yang anda hendak mencari pasang surut.

Selengkap nya untuk dapat menggunakan seluruh fasilitas tide prediction ini dengan mudah silahkan menelusuri tab-tab nya agar anda familiar menggunakan nya.

Catatan:
Pasang surut ini karena sejalan nya kemudahan layanan, tidak registrasi juga anda akan bisa menggunakan nya. (setelah klik link di atas—kemudian bisa langsung klik pada tab “PREDICT”
 
selamat menggunakan kemudahan yg ada. suksess

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