Seaman personal blog » prosedur http://www.noltime.com Indonesian seafarer Wed, 02 Nov 2011 10:10:00 +0000 en hourly 1 http://wordpress.org/?v=3.3 International Safety Management Code http://www.noltime.com/international-safety-management-code.html http://www.noltime.com/international-safety-management-code.html#comments Thu, 21 Jan 2010 06:46:00 +0000 Arnold http://www.noltime.com/?p=770 Oleh: Mas Edy

On shore, 21 January 2010

 

‘International Safety Management (ISM) Code means the International Management Code for the safe Operation of Ships and for Pollution Prevention

The purpose of ISM Code is:

* To ensure Safety at Sea

* To prevent human injury or loss of life

* To avoid damage to the environment and to the ship.

SOLAS adopted the ISM Code in 1994 and incorporated it into chapter IX. By 1998 much of the commercial shipping community was required to be in compliance with the ISM code. By 2002 almost all of the international shipping community was required to comply with the ISM Code.

In order to comply with the ISM Code, each ship class must have a working Safety Management System (SMS). Each SMS consists of the following elements:

* Commitment from top management

* A Top Tier Policy Manual

* A Procedures Manual that documents what is done onboard the ship

* Procedures for conducting both internal and external audits to ensure the ship is doing what is documented in the Procedures Manual

* A Designated Person to serve as the link between the ships and shore staff

* A system for identifying where actual practices do not meet those that are documented and for implementing associated corrective action

* Regular management reviews

Another part of the ISM is the mandatory Planned Maintenance System which is used as a tool maintaining the vessel according to the specified maintenance intervals.

Each ISM compliant ship is inspected regularly by classification society to check the effectiveness of their SMS. Once classification society verifies the SMS is working and effectively implemented, the ship is issued a Safety Management Certificate. Comments from the classification society and from the ship are incorporated into the SMS by headquarters.

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]]> http://www.noltime.com/international-safety-management-code.html/feed 0 Ukur dan Hitung Minyak http://www.noltime.com/ukur-dan-hitung-minyak.html http://www.noltime.com/ukur-dan-hitung-minyak.html#comments Tue, 15 Dec 2009 10:08:00 +0000 Arnold http://www.noltime.com/?p=741 Oleh: Mas Edy

On board, 15 December 2009

Sumber loss

Loss yang bersifat Fisik

Loss yang bersifat Semu

Sifat Minyak

Minyak bumi mempunyai titik didih yang sangat banyak yaitu dari titik didih 25 C s/d 500 C.

Selain senyawa hydrocarbon, dalam minyak bumi terdapat senyawa sulfur, metal, nitrogen, air dll.

Minyak sukar di ukur volumenya dengan tepat karena sangat rentan berubah pada perubahan suhu dan bentuk tanki.

Pengambilan Contoh Minyak dari Tanki

Composite spot

Middle spot

All-levels

Running sample

Sample cocks

Pemeriksaan Contoh Minyak

Dengan menggunakan Hydrometer, disesuaikan pada suhu 15 C.

Untuk minyak yang lebih kental dan hitam diadakan koreksi miniskus yang tepat.

Hasil pengukuran dengan hydrometer yang di laksanakan pengukurannya mendekati suhu minyak yang sebenarnya.

Ketepatan pengukuran density sangat di perlukan untuk dapat di konversi ke volume standard 15C.

Density dapat menentukan kualitas crude.

Density cairan merupakan berat massa tersebut dalam kilogram dengan volume dalam liter pada suhu standard (15C)

SG merupakan perbandingan antara berat suatu massa dalam suatu volume tertentu pada suhu 60 F dengan berat massa air murni pada volume yang sama dengan suhu yang sama

Nilai observed merupakan hasil pemeriksaan pada suhu saat pemeriksaan, yang suhunya dapat berbeda beda.

Ketelitian Peralatan : Alat Ukur Manual

Alat pengukuran level cairan.

Alat pengukuran air bebas.

Alat pengukuran suhu.

Alat pengambilan sample.

Alat pengukuran density.

Ketelitian SDM

SDM pelaksana sangat berperan dalam proses arus minyak.

Tertib Administrasi

R1 (Loading loss) sebagai cermin kinerja pengirim.

R2 (Transport loss) sebagai cermin kinerja pengangkut.

R3 (Discharge loss) sebagai cermin kinerja penerima.

R4 (Supply loss) merupakan cermin kerjasama korporat tiga pihak tersebut.

Sistimatis Pengukuran Minyak

Pengukuran Refference Depth untuk mengetahui apakah tidak ada botom fluktuasi.

Pengukuran ketinggian cairan sampai mendapatkan angka yang identik (Selisihnya < 3 mm).

Pengukuran air bebas (sama seperti point 2).

Pengukuran temperature minyak dalam tanki.

Pengambilan Sample minyak.

Pengukuran density minyak dan temperaturnya.

Pengukuran temperature minyak dalam tanki

> 5 M = 3 X

1 M di bawah permukaan cairan.

Dipertengahan tinggi cairan.

1 M di atas dasar tanki.

3M s/d 5 M = 2 X

1 M di bawah permukaan cairan.

1 M di atas dasar tanki.

< 3 M= 1 X

Di pertengahan tinggi cairan.

Pengambilan Sample minyak

> 5 M = 3 X

5/6 tinggi cairan

3/6 tinggi cairan

1/6 tinggi cairan

3 M s/d 5 M = 2 X

¾ tinggi cairan

¼ tinggi cairan

< 3 = 1 X

Di tengah tengah tinggi cairan

Pengukuran density minyak dan temperaturnya

Gelas ukur / mattglass pada tempat datar dan rata.

Terhindar dari tiupan angin.

Pembacaan Tegak Lurus.

3 X sample: 1/3 bagian dari tiap-tiap sample

2 X sample : ½ bagian dari tiap-tiap sample.

1 X sample : Seluruhnya di tuangkan ke gelas ukur

Peralatan Standard

A. Innage Tape (Dipp Tape)

ASTM D. 1085 – API. 2545

B. Water Stick Bar / Bob runcing

ASTM D. 1085 – API. 2545

Cup Case / Flushing Case Assembly

(Temperature Measurement)

ASTM D. 1086 – API. 2543

Weighted Beaker

ASTM D. 270 – API 2546

Hydrometer

ASTM D. 1298 – API. 2547

Menyiapkan alat ukur, formulir pencatatan, tabel tanki dan ASTM

Alat sounding yang sesuai dan terbaca.

Density meter (15 C) sesuai dengan Grade.

Thermometer Luar.

Gelas Ukur.

Thermometer dalam.

Botol Sample.

Pasta Air dan Minyak.

Formulir Pencatatan.

Tabel Kalibrasi Kapal.

Tabel ASTM IP D 1250

Alat Hitung / Calculator.

Langkah langkah Pengukuran

Catat Draft Depan, Tengah dan Belakang.

Catat Hell.

Lakukan Pengukuran ullage / sounding untuk cairan minyak dan free water sesuai dengan peraturan pada setiap tanki.

Lakukan pengambilan sample untuk pengukuran density dan temperatur observe sesuai dengan peraturan pada setiap tanki.

Lakukan pengukuran density dan temperatur observe sesuai dengan peraturan pada setiap tanki.

Lakukan pengukuran temperatur tanki sesuai dengan peraturan pada setiap tanki.

Menghitung Nett Volume Observe

Menghitung Trim Kapal

Menghitung koreksi ullage / sounding & koreksi hell untuk cairan minyak dan free water pada setiap tanki dengan menggunakan tabel kalibrasi kapal.

Menghitung gross volume observe setiap tanki berdasarkan angka ullage / sounding yang telah di koreksi dengan menggunakan tabel kalibrasi kapal.

Menghitung free water volume setiap tanki berdasarkan angka ullage / sounding yang telah di koreksi dengan menggunakan tabel kalibrasi kapal.

Menghitung Nett Volume Observe setiap tanki

= Gross Volume Observe – Free Water Volume

Menghitung Volume ( KL 15 C )

Menghitung dan menentukan angka density 15 C berdasarkan angka hasil pengukuran density dan temperatur observe pada setiap tanki dengan menggunakan tabel 53 ASTM IP D 1250.

Menghitung dan menetukan angka Volume Correction Factor (VCF)berdasarkan angka density 15 C dan temperatur tanki yang telah di peroleh dengan menggunakan tabel 54 ASTM D 1250.

Menghitung Volume KL 15 C pada setiap tanki.

= Nett Volume observe X V Corr Factor

Menghitung Volume dalam Barrel 60 F

Menentukan angka Volume Conversion Factor (VCF) berdasarkan angka density 15 C yang telah di peroleh dengan menggunakan tabel 52 ASTM IP D 1250 pada setiap tangki.

Menghitung Volume Barrel 60 F

= Volume KL 15 C X Vol.Conv.Factor

Menghitung Berat dalam Long Ton

Menghitung dan menentukan angka Weight Conversion Factor (WCF) berdasarkan angka density 15 C yang telah di peroleh dengan menggunakan tabel 57 ASTM IP D 1250 pada setiap tangki.

Menghitung Berat dalam Long Ton :

= Volume KL 15 C X Weight Conv.Factor

Menghitung Berat dalam Metric Ton

Menghitung dan menetukan angka Weight Conversion Factor (WCF) berdasarkan density 15 C yang telah di peroleh dengan menggunakan tabel 56 ASTM IP D 1250 pada setiap tangki.

Menghitung berat dalam Metric Ton :

= Volume KL 15 C X Weight Conv.Factor

Atau

Menggunakan angka WCF dari LT ke Metric Ton dengan menggunakan tabel 1 ASTM IP D 1250

= Long Ton X 1.01605

Vessel Experince Factor

Dengan Metoda IP PMM Part XVI Appendix C

Dengan Metoda API MPMS Chapter 17

Voyage yang tidak boleh di perhitungkan :

Voyage pertama setelah melaksanakan docking.

Pengoperasian tidak di muati full.

Voyage di mana B/L berdasarkan angka ship figure.

Voyage pertama apabila ada perubahan capasitas yang berdampak pada jumlah muatan yang di angkut.

Voyage yang hanya di isi kurang dari 80% kapasitas.

Istilah – Istilah

TCV:Total Calculated Volume

VLR:Vessel Load Ratio

VDR:Vessel Discharge Ratio

VEFL:Vessel Experience Factor – Loading

VEFD:Vessel Experience Factor – Disch

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]]> http://www.noltime.com/ukur-dan-hitung-minyak.html/feed 15 Masters` Standing Order http://www.noltime.com/masters-standing-order.html http://www.noltime.com/masters-standing-order.html#comments Sun, 23 Aug 2009 03:39:52 +0000 Arnold http://www.noltime.com/2009/08/23/masters-standing-order/      Oleh: Mas Edy

     On board, 23 August 2009

  • Company’s Bridge standing orders shall be complied.
  • The relieving officer shall report to the bridge at least 5 minutes before the hours and must ascertain the vessel’s position before the relieve officer leaves the bridge.
  • All watch keeping Officer’s should know how to operate all bridge equipment and GMDSS certificate holders should be able to send DSC message on the MF/HF radio.
  • Engine and steering on your disposal, do not hesitate to use whenever it’s required.
  • The OOW shall not engage the look out man in long frivolous talks.
  • At a time, the 2/OF shall ensure that there is an effective look out man on duty whilst he preparing the noon report.

  • During approaches to anchorages and harbors’ transit vessel’s position shall be fixed at intervals of 6 minutes, this shall include pilot passage.
  • Always take proper action to avoid collision with ample time either in open seas, channel, or fairways.
  • Steer the ship manually in condition of high traffic density, narrow channel and in restricted visibility.
  • Keep away from any floating object which endangers the vessel such as floating container, floating log and fishing net markers.
  • OOW shall be aware of planned UKC, squat effects and in tidal windows in areas with the reduced Under keel clearance, planned UKC shall not be less than 1.5 meters.
  • The Echo Sounder shall be operated in narrow channels and approaches to harbors’, the UKC at such shall not be less than 2 meters where the available depth of water would not permit this, Master shall be informed in ample time to enable reduction in speed to minimize the effect of squat.
  • Inform the master immediately if distress call is received in close proximity or when vessel in distress is sighted.
  • Anti piracy measures are maintained from sunset to sunrise while at sea as required, safety fire patrols are to be carried out by the relieved OOW after his watch.
  • Monitor movement of fast moving targets on radar and call the master is suspected to be pirate in any water whether the ship is at anchor or underway.
  • Never be part from the provision under the bridge procedures guide, rules of the road and this master’s standing orders.
  • Officers are to remember that the master is always on standby, call at anytime you are in any difficult or in any doubt, but never fail to take an action.
  • These standing orders are not for window dressing purpose, Officer are to read its carry its out. Do remember that indiscipline is a kin to careless mess, which is a harbinger of accident.

                                                                                                    Master of …MT……..

Acknowledgement :

I acknowledge that I have read and understood master’s and

Company’s standing orders in this booklet.

Chief Officer                           Second Officer                                    Third Officer

Name,initials,rank & date       Name,initials,rank & date                 Name,initials,rank & date

………………………….                    …………………………                                ………………………..

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]]> http://www.noltime.com/masters-standing-order.html/feed 0 Calling the Master http://www.noltime.com/calling-the-master.html http://www.noltime.com/calling-the-master.html#comments Fri, 21 Aug 2009 11:02:00 +0000 Arnold http://www.noltime.com/2009/08/21/calling-the-master/

Oleh: Mas Edy

On board, 21 August 2009

 

The Officer of the watch should notify the master immediately in the following circumstances:

1. If restricted visibility is encountered or experienced.

2. If traffic conditions of the movement of the other ships are causing concern.

3. If difficult is experienced in maintaining course.

4. If failure to sight land, navigation mark or to obtain sounding by expected time.

5. If unexpectedly, land or navigation mark is sighted or change in sounding occur.

6. On breakdown of engine, steering gear or any other essential navigational

     equipment.

7. In heavy weather if any doubt about of the possibility of weather damage.

8. If the ship meet any hazardous to navigation.

9. In any other emergency or situation in which he is in any doubt.

10. On receiving distress call on GMDSS.

Despite the requirement to notify the master immediately in the foregoing circumstance, the Officer of watch should in addition not hesitate to take immediate action for the safety of the ship where circumstances so required.

Please remember the Master can no create miracles, master should be called before the ship reaches. “ The point of no return” .

 

 

 

 

 

 

 

 

 

(                                        )

              Master

( .              )                           ( .                        )               ( .                       )

CH. OFFICER                         2nd OFFICER                        3rd OFFICER

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]]> http://www.noltime.com/calling-the-master.html/feed 0 Minimum Under Keel Clearance http://www.noltime.com/minimum-under-keel-clearance.html http://www.noltime.com/minimum-under-keel-clearance.html#comments Sat, 11 Jul 2009 12:04:00 +0000 Arnold http://www.noltime.com/?p=476

Oleh: Mas Edy

On Saturday, 11 July 2009

Minimum Underkeel Clearance

(minimum UKC)

In order to promote the safety and environmental security of the waterway resources of the Port or Channel, minimum Under Keel Clearance (UKC) (between Keel to Sea Bed) should be kept as follows, in case of no any specified recommendation by the Port authority, Pilot, Facility representative or Agent.

Minimum UKC = 10 % of ships` Draft

Example:Ships` Draft= 5.5m

UKC = 10 % of ships Draft

Draft= 5.5 m x 0.10 = 0.55 m

Requered minimum dept = 5.5 m + 0.55 m = 6.05 m

Minimum UKC = 10 % of ships` Draft

Example:

Ships` Draft= 5.5m

UKC = 10 % of ships Draft

Draft= 5.5 m x 0.10 = 0.55 m

Requered minimum dept = 5.5 m + 0.55 m = 6.05 m

To be posted at wheel house. MT. XXXX

*by 2nd off

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]]> http://www.noltime.com/minimum-under-keel-clearance.html/feed 0 Steering gear: Testing and drills http://www.noltime.com/steering-gear-testing-and-drills.html http://www.noltime.com/steering-gear-testing-and-drills.html#comments Fri, 26 Jun 2009 12:04:32 +0000 Arnold http://www.noltime.com/?p=432

Oleh: Mas edy

Friday, 26 June 2009

Steering gear: Testing and drills

1.Within 12 hours before departure, the ship’s steering gear shall be checked andtested by the ship’s crew. The test procedure shall include, where applicable, theoperation of the following:

.1 the main steering gear;

.2 the auxiliary steering gear;

.3 the remote steering gear control systems;

.4 the steering positions located on the navigation bridge;

.5 the emergency power supply;

.6 the rudder angle indicators in relation to the actual position of the rudder;

.7 the remote steering gear control system power failure alarms;

.8 the steering gear power unit failure alarms; and

.9 automatic isolating arrangements and other automatic equipment.

2.The checks and tests shall include:

.1 the full movement of the rudder according to the required capabilities of the steering gear;

.2 a visual inspection for the steering gear and its connecting linkage; and

.3 the operation of the means of communication between the navigation bridge and steering gear compartment.

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