GMDSS

• (PENGERTIAN) The Global Maritime Distress and Safety System (GMDSS) is a worldwide system for
automated emergency signal communication for ships at sea.
• (MACAM MACAM GMDSS) all GMDSS-regulated ships must carry a satellite EPIRB, a NAVTEX receiver
(if they travel in any areas served by NAVTEX), an Inmarsat-C (if they travel in any areas not served by
NAVTEX), a DSC-equipped VHF radiotelephone, two (if between 300 and less than 500 GRT) or three
VHF handhelds (if 500 GRT or more), and two 9 GHz search and rescue radar transponders (SART)
• DAILY TESTS
➢ VHF DSC
• During the mandatory daily testing, the internal connections, the transmitting
output power and the device display are checked. The functioning of the DSC system is tested
without transmitting any signals and using the built-in test facility.
➢ MF/HF DSC
• The daily test is also performed with built-in testing equipment without radiating
signals.
➢ INMARSAT-C
• It is important to make sure that the device is logged-in, in the desired Ocean
Region. The data should be displayed on the top line of the screen.
➢ GMDSS batteries
• Batteries, as a reserve energy source, should also be tested once a day; during the
test, their charge status is checked.
• WEEKLY TEST
➢ MF/HF DSC
Live testing on the MF/HF DSC distress and safety frequencies with coast stations is limited
to once a week. More frequent test calls overload the system, creating interference for
distress and safety calls.
To check the operation of the DSC facilities, it is necessary to make a test call to a coast
radio station fitted with DSC, on MF (i.e. on 2187.5 kHz) and on one HF channel. Note that
not every shore stations has an automatic acknowledgement facility. If this is the case,
contact the station by R/T and request for an acknowledgement on their working
frequencies (for example, on MF 2189.5/2177 kHz).
There is another way to check the performance of MF/HF equipment. If possible, you can
send a test call to a passing vessel and request confirmation.
➢ VHF DSC
Once a week, it is recommended to perform a DSC call between the two sets of VHF. To do
this, a selective call to the duplicate set on your own ship can be made (preferably using the
lower power setting). After making sure that the automatic acknowledgement function is
enabled, both sets can be tested with a single call.

• MONTHLY TEST
➢ VHF Handheld Radio
The check is carried out monthly at a frequency other than Ch.16 (other than on 156.8
MHz). If the transceiver has a sealed type, this becomes impractical.
➢ 406 MHZ EPIRB
The self-test function of EPIRBs should be checked at least once a month. The beacons are
also to be examined for physical damage. It is necessary to check the expiration date of the
battery and the condition of the HRU (hydrostatic release unit), to check for the lanyard and
the conditions of contact with seawater. The safety clip must be properly attached.
 ➢ AIS-SART
At least once a month, the AIS-SART should be visually inspected and checked for the
battery expiry date. It is also important to ensure that the MMSI label is legible and the
support stand is intact.
AIS-SART testing should be carried out sparingly to extend the battery life and prevent
unintentional activation.
When conducting the test in port, the port authorities must be warned in advance about
the activation. The successful completion of the test will be indicated by the ship's devices
accepting AIS data (AIS unit, ECDIS, radars).
➢ X-band SART
SARTs are not required to be tested routinely, however, they should be physically
examined at least once a month. It is important to pay attention to the expiration date of
the battery, as well as to the safety clip, it should be on its own place.
It is not recommended to perform a self-test whilst at sea. If the activation takes place in
port, you must first notify the port authority of your intentions.
The self-test of a number of SARTs is a live test. The user's guide will help you conduct the
test correctly.
If there is still a valid reason to perform the SART test at sea, the vessel should first check its
3-cm radar to see if any ships are within range. Then, before any live activation of the SART,
a safety priority VHF DSC announcement should be made. It is considered enough that the
SART is active for only 2 or 3 sweeps of the radar.

SOLAS
• (PENGERTIAN) The International Convention for the Safety of Life at Sea (SOLAS) is an important
international treaty concerning the safety of merchant ships. It ensures that ships registered by
signatory States comply with minimum safety standards in construction, equipment and operation of
ships.
• The solas there is any fourteen (14) Chapters
➢ Chapter I – General Provisions
➢ Chapter II – 1 – Construction-Subdivision and Stability, Machinery and Electrical Installations
➢ Chapter II – 2 – Fire Protection, Fire Detection and Fire Extinction
➢ Chapter III – Life-saving Appliances and Arrangements
➢ Chapter IV – Radiocommunications
➢ Chapter V – Safety of Navigation
➢ Chapter VI – Carriage of Cargoes
➢ Chapter VII – Carriage of Dangerous Goods
➢ Chapter VIII – Nuclear Ships
➢ Chapter IX – Management for the Safe Operation of Ships
➢ Chapter X – Safety Measures to Enhance Maritime Safety
➢ Chapter XI-1 – Special Measures to Enhance Maritime Safety
➢ Chapter XI-2 – Special Measures to Enhance Maritime Security
➢ Chapter XII – Additional Safety Measures for Bulk Carriers
➢ Chapter XIII – Verification of Compliance
➢ Chapter XIV – Safety Measures for Ships Operating in Polar Waters
 MARPOL
• (PENGERTIAN) MARPOL is the main international convention aimed at the prevention of pollution
from ships caused by operational or accidental causes
• The MARPOL there is any 6 Anex
➢ Annex I – Regulations for the Prevention of Pollution by Oil
Covers prevention of pollution by oil from operational measures as well as from accidental
discharges

➢ Annex II – Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk

Details the discharge criteria and measures for the control of pollution by noxious
liquid substances carried in bulk; some 250 substances were evaluated and included
in the list appended to the Convention; the discharge of their residues is allowed only
to reception facilities until certain concentrations and conditions (which vary with the
category of substances) are complied with.

n any case, no discharge of residues containing noxious substances is permitted

within 12 miles of the nearest land.

o Category X: Noxious Liquid Substances which, if discharged into the sea from tank
cleaning or deballasting operations, are deemed to present a major hazard to either
marine resources or human health and, therefore, justify the prohibition of the
discharge into the marine environment;

o Category Y: Noxious Liquid Substances which, if discharged into the sea from tank
cleaning or deballasting operations, are deemed to present a hazard to either marine
resources or human health or cause harm to amenities or other legitimate uses of the
sea and therefore justify a limitation on the quality and quantity of the discharge into
the marine environment;

o Category Z: Noxious Liquid Substances which, if discharged into the sea from tank
cleaning or deballasting operations, are deemed to present a minor hazard to either
marine resources or human health and therefore justify less stringent restrictions on
the quality and quantity of the discharge into the marine environment; and

o Other Substances: substances which have been evaluated and found to fall outside
Category X, Y or Z because they are considered to present no harm to marine
resources, human health, amenities or other legitimate uses of the sea when
discharged into the sea from tank cleaning of deballasting operations. The discharge
of bilge or ballast water or other residues or mixtures containing these substances
are not subject to any requirements of MARPOL Annex II.

➢ Annex III – Prevention of Pollution by Harmful Substances Carried in Packaged Form

Contains general requirements for the issuing of detailed standards on packing,

marking, labelling, documentation, stowage, quantity limitations, exceptions and
notifications. For the purpose of this Annex, “harmful substances” are those
substances which are identified as marine pollutants in the International Maritime
Dangerous Goods Code (IMDG Code) or which meet the criteria in the Appendix of
Annex III.
➢ Annex IV – Prevention of Pollution by Sewage from Ships

Contains requirements to control pollution of the sea by sewage; the discharge of sewage
into the sea is prohibited, except when the ship has in operation an approved sewage
treatment plant or when the ship is discharging comminuted and disinfected sewage using
an approved system at a distance of more than three nautical miles from the nearest land;
sewage which is not comminuted or disinfected has to be discharged at a distance of more
than 12 nautical miles from the nearest land.

➢ Annex V – Prevention of Pollution by Garbage from Ships

Contains requirements to control pollution of the sea by sewage; the discharge of sewage
into the sea is prohibited, except when the ship has in operation an approved sewage
treatment plant or when the ship is discharging comminuted and disinfected sewage using
an approved system at a distance of more than three nautical miles from the nearest land;
sewage which is not comminuted or disinfected has to be discharged at a distance of more
than 12 nautical miles from the nearest land.

➢ Annex VI – Prevention of Air Pollution from Ships

Sets limits on sulphur oxide and nitrogen oxide emissions from ship exhausts and prohibits
deliberate emissions of ozone depleting substances; designated emission control areas set
more stringent standards for SOx, NOx and particulate matter. A chapter adopted in 2011
covers mandatory technical and operational energy efficiency measures aimed
at reducing greenhouse gas emissions from ships.
 ISM CODE
• (PENGERTIAN) The International Safety Management (ISM) Code is the International Maritime
Organization (IMO) standard for the safe management and operation of ships at sea
• Safety Management System Manual consists of the following elements:
➢ Commitment from top management
➢ A top tier policy manual
➢ A procedures manual that documents what is done on board the ship, during normal
operations and in emergency situations
➢ Procedures for conducting both internal and external audits to ensure the ship is doing
what is documented in the procedures manual
➢ A designated person ashore (DPA)[2] to serve as the link between the ships and shore
staff and to verify the SMS implementation
➢ A system for identifying where actual practices do not meet those that are documented
and for implementing associated corrective action
➢ Regular management reviews

LSA
• (PENGERTIAN) Life-saving appliances are mandatory as per chapter 3 of the SOLAS Convention. The
International Life-Saving Appliance (LSA) Code gives specific technical requirements for the
manufacture, maintenance and record keeping of life-saving appliances.
• Life Saving Appliances (LSA)

➢ DGDP Navy inflatable life jacket

➢ Folding life jacket
➢ Inflatable life jacket belt-pack
➢ Lifejackets
➢ Life jacket ring
➢ Lifebuoy ring
➢ Lifebuoy lights
➢ Safelink
➢ ADALIS L-3000 torch light
➢ Light – smoke – signals
➢ Immersion suits
➢ Self Contained Breathing Apparatus (SCBA)
➢ Emergency Escape Breathing Devices (EEBD)
➢ Ships Bridge Distress Kit
➢ Life-smoke
➢ Hand-flare
➢ Pyrotechnics
➢ Emergency Lights for life jackets & survival suits
➢ Lifebuoy Lights
➢ Life Raft & Lifeboat lights
➢ Gas Chemical Protective Suit
➢ Emergency Safety Shower
➢ Chemical Protective Equipment

FFA
• (PENGERTIAN) Fire fighting equipment is used fight with the fire i.e we can use fire fighting
equipment to extinguish the fire. As we know that fire can be very dangerous if it spreads on a large
 scale. So, it is important to know details about the fire fighting equipment, which will help you in
coping up with the fire incidents and save people and surroundings.
• Fire fighting list :

➢ Fixed CO2 High-Pressure Systems

➢ Fixed CO2 Low-Pressure Systems
➢ Deck Foam Systems
➢ Dry Powder Systems
➢ Breathing Apparatus
➢ Engine Room Foam Systems
➢ Water Sprinkler Systems
➢ Water Mist Systems
➢ Galley Wet Chemical Systems
➢ Fire / Gas Detection Systems & Smoke Extraction Systems
➢ Mast Riser Systems
➢ All types of portable & trolley fire extinguishers
➢ Emergency Escape Breathing Devices (EEBDs)
➢ SCBAs

SART
• (PENGERTIAN) A Search and Rescue Transponder (SART) is an electronic device that
automatically reacts to the emission of a radar. This enhances the visibilty on a radar
screen. SART transponders are used to ease the search of a ship in distress or a
liferaft.
• (CARA KERJA SART) If the rescue vessel approaches the SART, the twelve dots will
become short arcs. These arcs increase in size if the vessel gets closer. If the rescue
vessel is very close, the SART will be activated permanentely by the side lobes of the
radar antenna. The signal of the SART will then be visible as twelve complete circles
on the radar screen. This will tell the search -and-rescue team that they have more or
less arrive
• (CARA TEST SART)
➢ Switch SART to test mode.
➢ Hold SART in view of the radar antenna.
➢ Check that the visual indicator light operates.
➢ Check that the audible beeper operates.
➢ Observe the radar display and see if there are concentric circles on the PPI.
➢ Check the battery expiry date.

LASHING CARGO
• (PENGERTIAN) Lashing is the securing of cargo for transportation, with the goal of
minimizing shifting when in transit.
• (CARA PENGGUNAAN) Items used for lashing cargo down include ropes, cables, wires,
strapping, and nets. These items are anchored down to the container, and tensioned
against the cargo so it minimizes unnecessary movement.
 SOPEP
• (TUJUAN) The main objective of such a plan is to stop, minimize or handle an oil spill
in the event of damage to the ship or other operations that lead to a spill on board .
• SOPEP EQUIPMENT LIST :
➢ OS dispersant
➢ Sawdust
➢ Rags
➢ Absorbent pads
➢ Oil kit bags
➢ Scoops
➢ Shovel
➢ Brooms & brushes
➢ Buckets
➢ Drums
➢ Rubber suits/boots/gloves
➢ Wilden pump with hoses

EPIRB
• (PENGERTIAN) EPIRB Emergency Position Indicating Radio Beacon, which is a ship
safety device used to identify the whereabouts of a ship that is in need of
assistance or is in an emergency situation. This tool will provide an emergency
signal to the rescue team via satellite with a certain frequency.
• (CARA KERJA EPIRB) When the EPIRB is activated, it emits a powerful signal on a
designated frequency that can be picked up by satellites orbiting the earth. These
satellites are part of a global search and rescue system, which is coordinated by
government agencies around the world.

• (CARA MENGAKTIFKAN) Option 1: Manual activation – Manually remove the float-free

bracket lid then remove the EPIRB. Activate the EPIRB by pressing the ON switch or by
placing it in water.
• Option 2: Water activation – This will happen automatically when the vessel capsizes.

TUGAS DAN TANGGUNG JAWAB

• (PENGERTIAN) First Mate/Officer is the department head for the Deck Department.
They supervise the members of the deck department including Second and Third
Mates, able-seafarers, and ordinary seaman or deckhands. On most vessels, the Chief
Mate is second in command af ter the Captain.
TUGAS DAN TANGGUNG JAWAB
• Chief officer is responsible for familiar himself with procedure safety management system and comply
with same
 • Chief officer is oresponsible for on duty when condition as follow :
➢ Vessel on sail and location : to conduct OOW for watch keeping at bridge ( watch : 04-08 and
16-20 hours navigational watch )
➢ Vessel at anchor : to conduct of officer on duty for anchor watch asssssist by AB duty ( safety
around made and security patrol)
➢ Vessel at berth : Supervisor of cargo watch, safety and security also morring line watch to be
maintained
• Chief officer is responsible for shall assist the master and designated person and is the over all in
charge of the deck departement, supervise and command the deck departement by implementing the
rules, regulations and maintain discipline on board
• Chief officer is responsible for management on board ship, help the master in matters related to
garbage management plan, water ballast management relating to procedures to access to officer
report.
• Chief Officer is responsible for maintains close contact with the different departments onboard and
ensures that duties are carried out smoothly, matters relating to the safety of the ship, stowage of
cargo, cargo handling plans, document and signing of cargo receipt
• Chief Officer is responsible for monitors the condition of the hull at all times and maintains the trim
and allowable sharing force and bending moment of the ship regarding ship stability calculation
report, ensure that life-saving appliances, fire-fighting, equipment and waterproofing equipment are
maintain properly
• Chief Officer is responsible for checks the status of the hull, machinery and deck equipment, anchor
handling equipment, lifting gear equipment under the management of the Deck department and
Maintenance Plans
• Chief Officer is responsible for helps prevent marine pollution, status of storage and maintenance of
mooring equipment, custodian of important documents not falling under the
responsibility of the Master
• Chief Officer is responsible for checks the status of hull, anchor chain, mooring equipment, cargo gear,
navigation instruments and accommodation spaces and perform duties related to dry-docking.
• Chief Officer is responsible for submit periodical reports from the Deck Department educates, guides
and evaluates his subordinated and submits evaluation report to the Master ( crew appraisal report )
• Chief Officer is responsible for manages work schedules performed outside regular working hours,
assign tasks for deck hands and crew members, Plan replenishment of fresh water supply and
inculcate the economical consumption of fresh water
• Chief Officer is responsible for inculcate the economic use of consumable of ship's store under his
responsibility, continuously monitor the status of the ship ( certificates, on/off hire charter ) and carry
out ( Class / OVID / Hire Charter ) inspection.
• Chief Officer is responsible for safety and health management onboard ship, help the Chief Engineer in
matters related to shipboard repairs, arrangements relating to procedures for access to shore and
communication procedures when the ship is in port
• Chief Officer is responsible for ensuring regulation and safety of persons other than crew and
passengers on ship, visitors and cargo handling personnel
• Investigate and plan measures for prevention of thefts, piracy and stowaways, educate and guide
subordinates related to Ship Security Officer on board
• Chief Officer is responsible to comply with applicable terminal, port, dock safety and STCW regulation

MSDS DOCUMENT
• A material safety data sheet is a technical document which provides detailed and. comprehensive
information on a controlled product related to:
➢ health effects of exposure to the product.
➢ hazard evaluation related to the product's handling, storage or use.
 ➢ measure to protect workers at risk of exposure.
• The Material Safety Data Sheet (MSDS) certificate, also known as a Safety Data Sheet (SDS) in some
regions, is a document that provides detailed information about the physical and chemical properties of a
particular substance, especially hazardous chemicals

CLASSIFICATION AND SURVEY

Definition and explaination
• Classification is a system for safeguarding life, property and the environment due to operational
consequences
• Classification implies a process of verifying unit standards against a set of requirements – Class
Rules and Standards
• Classification aims to verify that the required Rule standard is built in, observed and maintained
throughout the unit’s life

Macam macam survey

• Annual Survey
annual survey means a survey by a surveyor to verify that the structure, equipment,
systems, fitting, arrangements, material and processes associated with a ship's ballast
water management plan still good condition so that vessel seaworthy
• Intermediate Survey
The intermediate survey (ITSS) is done between the second and the third year, and the
scope of this survey depends on the age the vessel. Generally, it is an inspection of
ballast more or less detailed.
• Renewal/Special Survey
The special survey, also called the class-renewal survey, is performed every five years.
The survey verifies that the structure, systems, equipment, and essential auxiliary
machinery are in satisfactory condition and don't have any high-risk flaws or damage.

Pengecekan survey :

• Arrangement, incl. area classification and escape

• Emergency safety systems
• Structural strength including hull and superstructure, materials, welding, fabrication and
corrosion protection
• Stability
• Watertight and weather-tight integrity
• Machinery and systems for marine use
• Electrical installations for marine use
• Instrumentation and automation.
• Fire protection

GARBAGE MANAGEMENT PLAN

• (PENGERTIAN A garbage management plan is a written procedure detailing how garbage
generated on your vessel will be minimised, collected, stored, processed and disposed.
• PENJELASAN The garbage management plan shall provide written procedures for
minimizing, collecting, storing, processing and disposing of ship-generated garbage,
including the use of the equipment on board.

IMO CODE
• IMO Code means the Code of Practice published by the International Maritime
Organisation on the International Maritime Dangerous Goods.

STOWAGE PLAN
• ( PENGERTIAN ) A stowage plan is a map that shows where cargo should be placed on
a ship. It's important because it ensures safe and efficient loading, preventing
overloading and damage while keeping the ship balanced.

SHIP SCURITY OFFICER

• ( PENGERTIAN ) A Ship Security Officer (SSO) is a person appointed by the company
and the vessel's Master for ensuring the security of the ship.
• ( TUGAS ) Ensuring security equipment is properly operated, tested, calibrated, and
maintained. Ensuring consistency between security requirements and the proper
treatment of vessel personnel affected by those requirements. Confirming TWIC
programs are in place and implemented appropriately.

SHIP SAFETY OFFICER

• (PENGERTIAN) A Safety Officer is an individual responsible for ensuring compliance with
occupational health and safety (OHS) guidelines in a workplace. They play a crucial role in
promoting a safe working environment by advising on safety measures, conducting risk
assessments, and enforcing preventative measures.
 EMERGENCY SITUATUION
• (PENGERTIAN) An emergency situation refers to an unexpected event that poses a risk
of death or injury and requires immediate response and management. It can include
various types of incidents such as medical events, accidents, fires, evacuations, bomb
threats, disasters, and terrorist actions.

OIL SPIIL

• (TINDAKAN SAAT OIL SPILL) Contain the spill by using booms and spill berms. Prevent
oil from entering storm or sewer drains (seal floor drains, drain inlets and curb inlets).
Use spill kits, sorbent pads, and granular oil sorbents to clean up spill. Use granular oil
sorbents to clean up oil spill.

MAN OVER BOARD

• (TINDAKAN SAAT MAN OVERBOARD) The person who sees a man overboard should raise the alarm
and shout 'man overboard! ' loud and clear to alert all crew members. They should maintain eye
contact with the person who has fallen. If the person is close to the ship, floatation equipment should
be lowered in his direction.

• If someone else falls overboard:

➢ Slow down immediately.
➢ Throw the person a lifejacket or marker immediately – if you lose sight of them this will help you
find them.
➢ Warn approaching vessels.
➢ Move towards the person from downwind or against the current.
➢ Keep the person in sight while you manoeuvre to pick them up, taking care not to collide with
them. Tell any other passengers to keep a lookout.
➢ Turn off the engine or place the engine in neutral while trying to pick the person up.
➢ Establish your position using shore marks or your GPS position. An accurate position will help
search and rescue.
➢ Once the person is alongside, stop the engine. Balance the weight on the vessel before attempting
to bring them on board. Consider bringing them over the stern if the vessel is unstable.

MAINTENANCE
• (PENGERTIAN) Ship repair and maintenance is a proactive, planned process. It involves regularly
inspecting a vessel’s key on-board systems and carrying out any necessary works to ensure these
are kept in optimum working condition.
• The on-board safety of crew should always be of paramount importance. Regular inspections of a
vessels' equipment can help to spot any potential issues early, thereby allowing them to be
rectified before they cause an accident, injury, fatality, or other serious issues. Ship maintenance will
usually involve regular inspections of all the vessel’s safety-critical systems, such as:

➢ Hull
➢ Lifeboats
 ➢ Electrical systems
➢ Navigation equipment
➢ Fire suppression systems
➢ Emergency power systems
Proactively checking for wear, damage, or malfunction ensures the vessel is in optimum
working condition. In turn, this helps to mitigate risk and ensure the safety of the crew
while on-board.

DECK LOAD CAPACITY

• (PENGERTIAN) Deck load capacity (DLC) is the ability of a deck to support the load placed on it.
Considering the construction of the ship no the same, then the DLC is also different.
• (MENGHITUNG DLC) calculating the right amount of weight isn't difficult with the right formula.
To calculate your deck weight capacity, multiply the total square footage of your deck by 50
pounds and subtract any dead load that's part of the structure such as posts and beams.

RAMP DOOR
• (PENGERTIAN) The ramp door is the main part of the LCT ship which is used to facilitate the
loading and unloading process of cargo, heavy equipment and construction materials and a
structure placed on the foreshore for the purpose of loading and unloading

ANGLE OF LOL
• (PENGERTIAN) Angle of loll is the state of a ship that is unstable when upright (i.e. has a
negative metacentric height) and therefore takes on an angle of heel to either port or starboard.
• (CARA MEMPERBAIKI ANGLE OF LOLL) An angle of loll can be corrected only by lowering the
centre of gravity, not by moving loads transversely. This can be done by moving weight
downwards, adding water ballast in double bottom tanks or removing weight above the ship
vertical centre of gravity.

CARA MENGHITUNG GM
• (PENGERTIAN) The metacentric height (GM) is a measurement of the initial static stability of a floating
body. It is calculated as the distance between the centre of gravity of a ship and its metacentre. A
larger metacentric height implies greater initial stability against overturning. The metacentric height
also influences the natural period of rolling of a hull, with very large metacentric heights being
associated with shorter periods of roll which are uncomfortable for passengers. Hence, a sufficiently,
but not excessively, high metacentric height is considered ideal for passenger ships.
• ( PENJELASAN ) ship with a small GM will be "tender" - have a long roll period. An excessively low or
negative GM increases the risk of a ship capsizing in rough weather. It also puts the vessel at risk of
potential for large angles of heel if the cargo or ballast shifts. A ship with low GM is less safe if
damaged and partially flooded because the lower metacentric height leaves less safety margin. A
larger metacentric height on the other hand can cause a vessel to be too "stiff"; excessive stability is
uncomfortable for passengers and crew. This is because the stiff vessel quickly responds to the sea as
it attempts to assume the slope of the wave. An overly stiff vessel rolls with a short period and high
amplitude which results in high angular acceleration. This increases the risk of damage to the ship and
to cargo and may cause excessive roll in special circumstances where eigenperiod of wave coincide
 with eigenperiod of ship roll. Roll damping by bilge keels of sufficient size will reduce the hazard.
Criteria for this dynamic stability effect remain to be developed. In contrast, a "tender" ship lags
behind the motion of the waves and tends to roll at lesser amplitudes. A passenger ship will typically
have a long rolling period for comfort, perhaps 12 seconds while a tanker or freighter might have a
rolling period of 6 to 8 seconds

PLIMSOL MARK
• (PENGERTIAN) The Plimsoll line is a reference mark located on a ship’s hull that indicates the
maximum depth to which the vessel may be safely immersed when loaded with cargo.This depth
varies with a ship’s dimensions, type of cargo, time of year, and the water densities encountered in
port and at sea.
• BAGIAN BAGIAN PLIMSOL MARK

➢ ITF = Tropical Fresh Water

➢ T = Tropical
➢ F = Fresh Water
➢ S = Summer
➢ W = Winter
➢ WNA = Winter North Atlantic
➢ AB = Letters indicating the registration authority (American Bureau of Shipping in the
image shown; the circle with the line through it indicates whether or not the cargo is
loaded evenly)

NAVIGATION LIGHT
• (PENGERTIAN) Navigation lights are used to prevent collisions at night or in times of reduced
visibility, and are an essential tool in keeping sailing safe Nav lights also provide information about the
size, activity, and direction of travel. By understanding the characteristics of Nav lights, you can
determine an appropriate course of action as you approach another vessel. On any vessel, navigation
lights have a specific color, (white, red, green, yellow, blue), arc of illumination, range of visibility, and
location, as required by law and regulations. For the purposes of this course, we will concentrate on
pleasure boats under 65 feet in length.
• (KAPAL RUSAK) A vessel not under command shall exhibit:

➢ two all-round red lights in a vertical line where they can best be seen.
➢ two balls or similar shapes in a vertical line where they can best be seen and in addition to
the lights prescribed in this paragraph, sidelights and a sternlight.

• ( KAPAL YANG TERKENDALA OLEH DRAFT KAPAL ) A vessel constrained by her draft may exhibit
where they can best be seen three all-round red lights in a vertical line, or a cylinder.

CARGO SECURING MANUAL (CSM)

• (PENGERTIAN) Cargo Securing Manual (CSM) is a manual that provides guidance about the Stowage
and securing of the cargo on board. This manual can be Found mostly in the ship's office as Chief
Officer commonly refers to CSM.
• CARA MELAKUKAN PENGAMANAN CARGO Securing of cargo can be made by any or in
combination of the following methods:

• Blocking
Examples of blocking: front wall, wedges, dunnage bags, chocks, and beams.
• Lashings
Examples of lashings are web lashings, load binders with chain and fixed winches. The equipment can
 be used in different applications e.g., top-over lashings (friction lashing), direct lashings and loop
lashings.
• Locking
Means that the cargo is mechanically locked to the load bearer. One example is twist lock for
containers.

• ISI DARI CSM

• 1. General.

➢ Ships Data
➢ Definitions
➢ General information
➢ Principal sources of danger

• 2. Securing Devices and Arrangements.

➢ Specification of Fixed Cargo Securing device.

➢ Specification of Portable cargo securing Devices.
➢ Inspection and Maintenance Schemes.

• 3. Stowage and Securing of cargo.

➢ Handling and Safety instruction.

➢ General principles of cargo securing.
➢ Safe handling of cargo securing devices.
➢ Evaluation of forces acting on cargo units.
➢ Forces acting on typical cargo units.
➢ Calculation of forces in semi and non-standardized lashing arrangement.

o MSLs for different securing devices

o Safety factor
o Simplified method-Rule of thumb.
o Ship Specific Example based on Alternative Method -using IMO LASCHONTM16.
o Ship Specific Accelerations from IMO LASCHONTM 19

❖ Application of portable securing devices.

• 4.Supplementary Requirements for general cargo/Container vessel.

➢ Bulk carriers.

o Extracts from various Timber deck codes.

• Container carriers.

➢ Handling and safety instructions.

• Stowage and securing instructions.

• Stowage and securing plan.

 DRAFT SURVEY
• (PENGERTIAN) Draft surveys are convenient and economical means of ascertaining the quantity of
cargo loaded or discharged from a ship by reading the vessel’s drafts, measuring the ballast water,
fuel and diesel oil and other liquids on board, and calculating the final quantity by using the vessel’s
approved deadweight scales and tank tables, etc. In principle, draft surveys require only a
measurement of the water displaced by the vessel before and after the cargo is transferred, along
with a measurement of the water’s density. Water displacement is measured through draft marks on
the ship and converted to a volume using draft tables. The weight of displaced water is calculated by
multiplying its volume (displacement) by its density. The difference between the weights of water
displaced before and after the cargo transfer will equal the weight of the cargo within measurement
accuracy limits. Ideally, while the survey is in progress, the ship should be upright with a trim of not
more than one meter by stern and lying still in water, ballast tanks either full (pressed) or empty. Any
other conditions give rise to a host of corrections, which increase the probability of errors.

PMS (Planned maintenance system)

• (PENJELASAN) A planned maintenance system allows shipowners and operators to plan, perform and
document vessel maintenance at intervals complying with Class and manufacturer requirements. The
objective is to ensure safe and reliable vessel operations, including equipment, in addition to
compliance with all applicable regulations. A planned maintenance system on ships is mandatory
according to the International Safety Management Code (ISM). An effective planned maintenance
system not only helps meet safety and environmental objectives laid out in the ISM Code, it is also an
investment in the protection of the assets and optimization of their management.

MUATAN
• (PENGERTIAN) The ship's cargo is; "all kinds of goods and merchandise that are handed over to
the carrier to be transported by ship, to be handed over to people/goods at the port or port of
destination."

• Loading principles
➢ Protecting the ship
➢ Protecting the cargo
➢ Protecting the crew and workers
➢ Utilizing the loading space optimally/full and down
➢ Systematic (fast and regular) loading.
 TRIM
• (PENJELASAN) ship trim refers to the balance of a vessel in the longitudinal axis, specifically the
balance between the bow and stern. It is the angle at which a ship's keel deviates from the horizontal
plane when viewed from the side, representing the difference in draft between the forward and aft
ends of a ship.
• (MENGHITUNG TRIM) In simple terms, the mathematical difference between the forward and aft
drafts, measured at the extreme ends of the vessel, is the Trim. Suppose the vessel has a draft TF
measured at the forward end and a draft value TA measured at the aft end. The net trim of the vessel
is the difference: +/- (TF – TA )

EMERGENCY DRILL
• Macam macam drill

➢ Fire fighting Drill

➢ Lifeboat and Liferaft Drill
➢ Muster Drills.
➢ Abandon Ship Drill
➢ Emergency Steering Drill
➢ Intact Stability Drill (Damage Control)
➢ Man Overboard Drill
➢ Enclosed Space Entry Drill
➢ Blackout drill
➢ Engine room flooding drill