0406-4 Special Navigation Procedure

PT GEMILANG BINA LINTAS TIRTA
SHIP MANAGEMENT
PANDUAN MANAJEMEN KESELAMATAN

DATE ISSUED :
22/01/2016
SPECIAL NAVIGATION PROCEDURE Revisi No. : 01
Procedure No. : 0406-4
1. PURPOSE
To ensure and maintain safe cruise ships to make the procedure in accordance with the policy of
SMS.
2. SCOPE
This procedure applies to all types of vessels.
3. PROCEDURE
3.1 shipping in coastal waters

3.2 Shipping visibility
3.3 The cruise on the canal narrow / highly congested waters
3.4 Sailing in a cool place
3.5 Sailing with bad weather
3.6 The cruise on ice
3.7 ECDIS (Electronic Map)
Page 1 dari 15 Autorized by : General Manager

SHIP MANAGEMENT

DATE ISSUED :
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3.1 SHIPPING IN COASTAL WATERS
Often it is necessary to change the purpose of the ship to make the free side wind from the wind
and waves at this time when the ship runs slowly or stops to allow the pilot to go. Once the scout
ship away and free, the Master will increase the speed to be full and maneuvering to regain the
path to the next point. If the ship is ready and the Master convinced that there is no danger, he will
hand over the responsibility of the ship to the OOW.
TAKING OVER guard
After helping Master to check the ship's position, OOW duty to prepare to take over observation
and should:
 Ensure where ships headed by testing a map, determine the time to the next trip and
estimated changes in the estimated position at the end of the observation.
 Check that the radar works with the appropriate, operating records and ensure readings and
inputs.
 Proven track, an error on a compass, a trip that will be addressed and mark it on board the
trip.
 Recognize weather forecasts and tide.
 Identifying salient buoys and signs to be used in inland shipping.
 Noting that significant changes to the depth compared with the depth recorder.
 Keep an eye out side of the ship to check that the pilot ladder is inside and that there are no
loose objects in the water attached to the ship.
 Keep an eye on to see if there is a threat of traffic in the area.
 Demonstrate that objects that are likely to be necessary is available, including sunglasses,
light exposure at night (light bulb), tea, chocolate or coffee and so on.
 Knowing the name of the bridge team and where they are located.
 Be careful with crew activities eg mooring rope above deck storage, cargo security, etc.
 Obtain a positive statement that the anchor has been secured
 Obtain positive reports that the openings on the side that is used to access the waveguide is
closed securely.
CALLING THE SUBSTITUTE
On some boats this is done by people who are on standby, in another vessel through an internal
telephone. It's good action, especially in those who sleep soundly, to conduct follow-up calls.
If at the turn of the officer of the watch happened maneuver or other action to prevent the danger,
the replacement of officers should be postponed until the action is completed.

SHIP MANAGEMENT

DATE ISSUED :
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COME TO BRIDGE
Replacement officers must ensure that replacement members are fully capable of performing their
duties, particularly those concerned with their adjustment to the visibility at night. Replacement
officers should not take control until visibility merema fully adjusted to the light conditions.
Before taking over the supervision, replacement officer must ensure themselves of their estimated
or actual vessel position and ensure the intended path, travel and speed, and UMS controls as
appropriate and will note any hazards on the cruise that is expected to be encountered during their
observations.
WATCH HANDLING OVER
Once the replacement officer said "I am now control oversight" duty officer who would leave the
task must ensure that all the data in the record books has been complete, no accurate position or the
process of calculating the position on the map and that the trip had been written on the board.
The officer who replaced should ensure that around for security on ships have been conducted to
examine whether there is a fire or something that is unsafe, such as cargo loose on the deck,
equipment that is not tied up, lights off are not closed at night and everything that is not ordinary,
which require attention.
Special shipping operations must be carried out in accordance with the procedures described
below.
1. Sailing with limited visibility, a narrow channel of water that is very on and cruise to the
adverse weather conditions
a. if the conditions mentioned above occur, 30 minutes before entering an area with
limited visibility, the navigation officer of the watch on the observation should
immediately report such condition to the Master.
b. after receiving the report, the Master must immediately check the condition, and
issue a command for special observation stations.
c. officer of the watch on the observation of the navigation / engine / radio must
perform tasks in accordance with the observation "Sailing Special Procedures"
d. if conditions return to normal and the danger has passed, the Master must
dissolve the station.
e. if orders for special observation stations have been excluded or suspended, time,
position, setting each observation must be recorded in the records of shipping and
machinery.
3.1 SHIPPING visibility
DEFINITION OF DISTANCE OF VIEW LIMITED
Limited visibility refers to the principle of visibility is less than 3 (three) miles or visibility is less
than what has been stated separately by the Master.

SHIP MANAGEMENT

DATE ISSUED :
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Limited visibility refers to the principles or views which are limited by fog, clouds, snow, rain,
storms and the like causes.
When visibility happening or expected, deck watch officer must carry out the relevant rules of
COLREG 1972 with special attention to signs of a thick fog, perform safe speed and get the
machine in a state of motion siapolah.
In addition, the deck watch officer must:

1. Inform the Master.
2. Place the correct supervision.
3. Displays the navigation lights.
4. Operate and use the radar.
MEMPERKIRAKAN KONDISI JARAK PANDANG TERBATAS
The master and officers of the observer must always be studied weather maps, navigational
warnings on VHF observing, collecting data and trying to estimate visibility at an early stage.
SHIPPING BY OFFICERS AND MASTER IN visibility

1) In the event of limited visibility or expected to occur, observers officer shall immediately
report to the Master and received instruction.
2) The master, officer observer and the observation deck sailor on deck must maintain vigilant
oversight. Depending on the situation, the Master must remain on the bridge and taking
over operation of the vessel. During low visibility, personnel basic observation is the
Master, 2 (two) officers and 2 (two) Interpreter Mudi.
3) The master must ensure that the machine can operate immediately when needed. If
necessary, the Master must change the speed of the ship to a speed that is considered safe.
4) Master must oversee about by increasing the number of operators radar and surveillance as
well as changing the steering into manual steering, if necessary.
5) Officers observer must perform the following steps unless there are special commands from
the Master:
 Execute radar and / or ARPA, and the detection of other ships and their purpose.
 Turn on the lamp vessel navigation.
 fog sound signals in accordance with Rule 35 COLREG.

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DATE ISSUED :
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a) advancing in water: - 1 (one) long puffs at intervals of no more than two (2) minutes
b) did not advance in the water: - 2 (two) long puffs at intervals of approximately two (2)
seconds but not to exceed two (2) minutes
 Observe VHF channel 16 or other channel that has been determined by local regulations,
detection of other ships and their purpose.
6) if another ship is detected to be in front of one's wide-ship, a boat trip to the port should be
changed to, unless this is unavoidable.
7) if another ship is detected to be at the stern of the vessel width of a person, a boat trip to the
destination should be changed to another vessel, unless this is unavoidable.
8) if the sound signal from another vessel coming from the front of the width of the ship
someone, or if the width of the front of the ship someone approaching other vessels can not
be avoided, reduce speed to a minimum. It is necessary just to keep the boat trip; if
necessary, the ship must be stopped.
NOTE
The skipper must record the steps performed on a limited visibility, in the logbook of the ship.
3.1 SHIPPING AND WATERS IN narrow channel VERY SOLID
Narrow channel DEFINITIONS AND WATERS VERY SOLID
1) narrow waterway canal is defined as less than approximately two miles where the ship
can sail safely, taking into account the power and unloading of ships and the water depth.
2) very solid waters refers to the area where the presence of more than two vessels made it
difficult to guard the ships original trip, and this condition occurs continuously.
ITINERARY FOR narrow channel
The captain should consider the following when making plans to pass through a narrow
canal: -
1) the existence and content of special shipping regulations, as well as their
belongings VTIS communication.
2) a system of scouting.
3) information such as the direction of the cruise
4) draft boats and navigable area
5) the effect of the sinking of the ship's hull and ensure depth below the vessel
6) tide and waves
7) measures to weather conditions and visibility is limited

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DATE ISSUED :
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8) the use of a navigation supporting facilities, line of danger, the destination point,
the distance from land
9) the time required to traverse the canal (separate to cross at night) and the time of
sunrise, sunset and sunrise and the loss of months, months of age.
10) Status vessel congestion, centralized area where the fishing boats, the
construction or other work
11) the ability to maneuver the ship
12) the need for speed adjustment
13) abort position
14) the possibility of an emergency anchor anchored
POSITION TRIM BY HEAD
The master attention given to the phenomenon known as "bertanggek" shown by the
sinking ship physically and balanced when moving in shallow waters and / or
limited.
Position effect is particularly apparent on the ships bigger and conditions that are
considered harmful to the safety of the vessel, the speed should be reduced in
accordance with safe driving.
In addition to the attention of the Master on the effects of the interaction between
the two ships passing in close proximity and the effects of sudden changes in cross
division on the canal. Both of these situations cause changes in the pressure
distribution around the hull that could reasonably affect the boat trip and the ability
of steering the ship.
This phenomenon experienced when sailing in shallow waters or while tethered in a

river with a strong current. This is confirmed by the increasing sinking of the stern
and / or bow during the forward movement of the ship.
The influence of the shallow waters started when power loading and unloading of
ships goes beyond the calm water. TRIM BY HEAD is: -
- High waves on the stern

- vibration
- Lack of power and driving difficult
- High load on the M / E
- A decrease in speed boats
Effects TRIM BY HEAD: -

- Damage to "wash" the installations on land
- Damage to the propeller, rudder and skeg (melonjong shape structure near the
length of the vessel at the bottom of the vessel)

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- Damage to the vessel due to excessive vibration.

The effect of which is likely to endanger the position can be controlled by reducing
the speed.
INTERACTION SHIP
Ships that are passed to the distance between each ship near, under pengaruhn
hydrodynamic pressure that will affect maneuverability. This phenomenon is a direct
cause of several victims in recent years. Interactions more severe in shallow waters and
the ship will find that the ability to play it very much decreased. Similar effects are
known as "suction riverside" and "culling" is going on the canal or water with a width
and depth are limited.
INTERACTION
Primary Interaction Effects
Ship passed in the opposite direction: -
1. Area positive or exit pressure on the bow of

repelling the leading edge of a small road in,
resulting in waste from other vessels. If you turn
the steering is reduced due to the effects of
shallow water, it is not possible to avoid contact in
the middle or at the stern of the ship.
2. As seen in (2), pressure flipped out, when the

body parallel passes, reverses back the stern.
Action on the steering wheel (1) can be negative
and stern touch with greater pressure.
3. Approaching from behind the ship would have

this effect. Because the vessel approached the ship
from entering the area behind the stern of another
vessel pressure, then the latter will be wasted to
the ships approaching as seen in the picture.

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4. If this is countered by the steering wheel, the two

situations can arise, causing the stern touching as
in figure (4)
5. Similarly, a tugboat or small vessels passing near,

in the same direction, could be wasted down the
bow of a large ship when she moved away (ie
front) area with pressure outward. Even minimal
contact in this condition can cause great damage
to smaller vessels.
6. Aspiration and culling riverbanks occur if the

vessel moves forward at excessive speed for the
depth of water. In general, you can expect a
sudden deviation towards the edge of the river on
both ends. If the speed decreases, the pressure
decreases towards the outside, the pressure of
amidships protruding inward, producing a puff.
INSPECTION AND CHECKING THINGS BEFORE ENTERING narrow channel
The master must inspect and examine the things below before entering a narrow channel.
1) the availability of map scale maksmum on board

2) whether the last data used to improve nautical maps and directions shipping?
3) obtain recent data on navigational warning
4) The calculation of capacity right after ballasting and removal of cargo
5) calculation of data pairs
6) ensure that the available clearance keel

(hull sank, the effects of tides and big waves, the increase in capacity due to the ship tilted)
7) navigation communications schedule for the Ministry of Machinery and provisions for
the use of machines that continually
8) turn on a standby generator, the operation of the steering wheel are aligned (parallel)
9) increasing the number of deck officer and helmsman, depending on the situation
10) steps in areas susceptible to robbery as Malakka Strait and the Strait of Sunda
11) the operation of the manual steering apparatus, the compass and other navigational
equipment

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DATE ISSUED :
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12) listen to VHF channel 16 or another channel as determined by local regulations

13) VTS message as defined in the regulations
SHIPPING IN narrow channel

1) The skipper must give the command of the operation of the ship from the bridge
2) The master must add a number of officers, and helmsman, if necessary
3) The master should use echo sounder
SHIPPING BY OFFICERS OBSERVER IN WATERS VERY SOLID

Analysts officers should always consider all possibilities when sailing in waters that are
very dense; if the ship is expected to sail in waters that are very dense, he must report to the
Master previously and received instruction. Except that he received special instructions
from the Master, the officer responsible for navigational observations must perform the
steps listed below.
1. take other traffic quickly and move to an area without density, if possible
2. pengawsan apply more stringent than ordinary conditions
3. give special attention when a large ship sailing at night in an area with a number
of fishing boats is very much
4. The change steering into manual steering
5. The use of radar and / or ARPA fully
SHIPPING by the Master IN WATERS VERY SOLID

1. if the skipper received a report from the officer of the watch on the possibility of ships
sailing in waters that are very dense, he should immediately go to the bridge, examine the
situation and take command of the cruise ship, if necessary
2. The helmsman must increase the number of deck officer and helmsman, if necessary.
3. Master should call Chief Engine Room or observers officer if the situation demands it,
and ordered them to set up the machine in standby mode. If necessary, the Master must
reduce speed.
SHIPPING IN WATERS VERY SOLID WHEN THE DISTANCE OF VIEW LIMITED
If the ship sailing in the waters of the solid with very limited visibility, master and
engineer guard must take every precaution that is quite in accordance with the "Procedure
Sailing with Visibility Limited" in addition to these regulations.
FAILED POINT:
Reasons not to proceed and determine to thwart vary according to the conditions, but
can include:
a. Deviations from the line ahead
b. Kagagalan or malfunctions in machines

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c. Kagagalan or malfunction in the instrument

d. The absence of tugs and mooring
e. The situation on the ground or in harbor dangerous
f. A situation which is defined as not safe for the intended
POSSIBLE
After passing the discomfiture of the position and the point of no return, it happened
may not go as planned and the ship may have to perform emergency measures,
including the following possibilities should be held.
Use :
a) route choice
b) the possibility perlabuhan
c) the waiting area
d) emergency mooring
NOTE
If the setting is changed when passing through the observation of a narrow channel or highly
populated waters, these changes should be included in the logbook of the ship.
3.1 SHIPPING IN THE COLD
PREPARATION (GENERAL)
Sea water freezes at water temperatures below -2 (two) degrees Celsius. Furthermore, if the air
temperature drops below -2 (two) degrees Celsius and splash above the deck, forming ice on the
deck and hull reduces GM. Ice also formed above the deck machinery and equipment, preclude the
use of these items, therefore the necessary action pendegahan.
The master must be fully aware of the facts mentioned above and shall make such persipan below
before the vessel enters the cold regions.
1) cap on machinery and equipment on the deck in the empty space corked with a cloth (air motor
for accommodation ladder, gauge float), and cover with a blanket unused equipment. Replace the
lubricating oil to be used in cold regions. Remove the air used to run the machine, with fairly.
2) take steps to prevent the formation of ice on the window glass pavilion.
3) operate the radar display continuously.
4) started to heat the motor clamp on the glass window bridge.
5) rotary screen clear view on the bridge window manually, with often.
6) stream all of the engine cooling water rescue ship.
7) replace the cooling water in the engine emergency generator with a fluid does not freeze.

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Freezing PREVENT WATER IN WATER TANK AND TANK BALLAST
If the ballast water freezes, the water in the valve and pipe depth measurement will freeze, causing
loss of disposal and measurement.
Sea water begins to freeze if the temperature reaches - two (2) degrees Celsius; Remember that the
top of the tank with most of the side exposed to the air, are the first to freeze. On the way, moving
sea water ballast from side to side in the tank and almost never freezes. However, the necessary
precautions when living in the open sea ship, tethered.
1) the tank is nearly empty must be drained completely.

2) the tank is nearly full, should be given a little leeway.
Freezing PREVENT WATER IN PIPES
Drain water from FRESH WATER PIPE AND SEA
1. The drain valve on the pipe sea water on the fire extinguisher water lines, drain ballast and tank
cleaning channels must be opened first and must be supplied with sufficient water, seawater check
valve on the leak, and close fully. Valve on the pipe cleaner should remain open a bit all the time,
allowing less water to pass through.
2. the location where water can not be drained by gravity because the setting pipe or vessel
construction, the flange must be removed and the water must be drained.
3. all water must be drained from the steam pipe and exhaust pipe.
4. The water must be drained from the fresh water pipe. After checking for leaks in the water
valve, the valve to drain should be left open, insert plate for pipe connection (blind flenge) and
channels must be emptied
WORK Lagging (installation of thermal insulation) FOR FRESH WATER PIPE AND SEA
Valve and pipe cover IGS water on the open pipe fresh water should be installed outside the space
accommodation heat insulation.
WARMING WRAP
Heating and exhaust flange must be vacated by plate for pipe connection (blind flenge) when not in
use. Wrap the heating inside the tank must be drained by blowing air.
PIPE-PIPE OTHER
Operation of the valve P / V and ventilation valve in oil tankers during the winter should be
checked. Wet gas from the cargo tanks can clog fog screen and block the vents.
When filling the fresh water in the PV breaker, glycerine should be added to prevent freezing. In
the oil tanker, the water supply to cover IGS tool in the deck must be maintained for menceah
freezing water.

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PREVENT FREEZING IN MACHINERY AND EQUIPMENT ON DECK
1) before entering / leaving the port, the water in the hydraulic system and hydraulic
steering system is operated remotely to be checked; if detected mixing water, measures
such as the removal of water or oil with fresh oil replacement should be done. If the water
mixes with the hydraulic oil, the possibility could freeze in the pipes and cause loss of
steering.
2) The oil in the hydraulic pump must be replaced with oils that are designed for cold areas.
3) if the engine or hydraulic tool will be used in a cold place, then they should be warmed
one to two hours before use (no-load operation), and the temperature of the oil should be
checked.
4) machinery and equipment should be operated without load for 30 minutes for
every five (5) to six (6) hours of unused, when the ship docked or during periods of rest.
PERSONAL SAFETY EQUIPMENT NEEDED ACROSS THE REGION / WINTER:

1. winter Jacket
2. Safety Shoes
3. Gloves
4. Hats wool
5. Protective head separate from the nose and mouth
3.1 SHIPPING IN BAD WEATHER
DEFINITIONS "SHIPPING IN BAD WEATHER"
Cruise with bad weather in principle refers to cruise on the weather and sea conditions such as
wind pressure of 6 (six) or more on the Beaufort scale and significant wave height, higher than five
(5) meters.

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ESTIMATING AND ASSESSING THE BAD WEATHER.

1) The officer of the watch should observe the weather and sea conditions every hour while on
a cruise ship and record observations in the record book of the ship.
2) The officer of the watch or the officer responsible for radio observations should strive to
receive data related to weather and sea conditions by using VHF, NAVTEX and other tools
available. Weather maps and weather data should be reported to the Master.
3) The master must analyze maps and weather data that has been received.
4) The master must estimate the time the ship will face bad weather, area and adverse weather
conditions based on weather data and navigational warnings, and assess whether the ship will
sail in bad weather.
5) if the Master estimates that the operation of ships affected by the possibility of a storm or
other forms of bad weather, he could ask the Company to send data to bad weather or other
data from meteorological and determining the direction of the weather.
PREPARATION FOR BAD WEATHER
1) The master should choose a route that avoids the adverse weather area, if possible.
2) The master must inform the crew members on the expected bad weather data, and issued a
warning as to avoid the upper deck are dangerous unless absolutely necessary, and precautions
on the slip and moving objects. The master must ensure that the bad weather preparation has
been made for all parts of the ship, and install a lifeline, if necessary.
3) The master must instruct the First Deck Officer to check the strength of the hull is based on
the calculation of storage, cargo loading and stability documents. If the ship is not carrying
cargo, the Master must balance the vessel to increase capacity and take action to prevent
propeller overspeed runs, and reduces shake and blow the ship.
4) The master must ensure that the first deck officer closed the openings as listed below for
watertightness to the hull.
 hatch, cargo, warehouse attack, inlet
 access to space and space accommodations steering wheel
 air pipes on the tank, cap depth measurements
 pipe chains and access to storage cabinets chain
 all doors watertight and weather-tight openings on board
5) The master must ensure that the first deck officer take steps to prevent the movement of
cargo and other objects in different parts of the ship.
6) The master must ensure that the first deck officer cargo binding tools such as crane and hoist
machines, as well as the rescue boat.
7) The master must ensure that the first deck officer checking storage conditions anchors and
anchor chains.
SHIPPING IN BAD WEATHER

1. The skipper must take steps to prevent violent crushing and blow the ship, taking into
account the frequency of large waves encountered and change the speed or travel if necessary.
2. If the ship is not loaded, the Master must consider the need to balance the cargo tanks which
have been determined by following the instructions given in the booklet about the stability that

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has been approved, to reduce / prevent violent crushing and punches and improve the stability
of the ship.
3. Officers observer must change into the operation of the steering wheel of a parallel, if the
conditions force.
4. If necessary, officers observers had to change the steering mode auto pilot to be "Rough Sea
Mode", or converting to manual steering.
5. The master must interprets weather and sea conditions at this time exactly, including
monitoring weather forecasts closely and adjust trip / speed accordingly.
6. The master must report the weather and sea conditions at this time, depending on the
circumstances, to the nearest authorities or other vessels in the vicinity, and commemorate
them. (Messages Tropical Storm Danger, SOLAS Chapter V, Regulation 31 (i) and Rule 32)
7. The master must check irregularities in the vessel as soon as possible.
INSPECTION AFTER BAD WEATHER
The master should immediately inspect the hull and cargo after bad weather ends, perform the
appropriate steps if he finds irregularities, and report it to the already determined by the Company.
PRECAUTIONS ADVERSE WEATHER CONDITIONS
The master usually pay more attention to bad weather on deck as this can be seen when the sea
broke the bow. However, even the sea is not sent up the sea has a strong effect on the hull.
In any circumstances the ship should not be forced to move in heavy weather with speeds that can
cause severe damage to the structure and ship engines, as well as endangering the lives of the crew.
RPM on the engine must be reduced to the extent to which the vessel made a forward movement
without causing discomfort and excessive vibration.
Although this is part of kepelautan good, the Master in the past does not comply with these basic
rules. The safety of lives and ships is the most important priority and should not be jeopardized in
any way. Failure to comply will lead to disciplinary action done.
EXAMINATION OF BAD WEATHER
a. Is the following departments have been told?
 Master / Department deck.
 Department of Engineering.
 Department of Catering.
b. Are all the objects that can be moved has been secured with the appropriate?

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c. What is the speed and the trip has been adjusted as needed?
d. Whether the crew had been warned to avoid the area of the upper deck which become
dangerous due to the weather?
e. Is the safety strap / hand strap has been fitted in place necessary?
f. Whether orders have been issued on the following?
Supervision weather reports.

 Sending weather reports for the appropriate authority or, In such a case a tropical storm,
according to the danger message SOLAS 1974 Chapter Rule 2 (a).
3.6 NAVIGATION on ice (ICE)
Ship sailing through areas where the air temperature below freezing could
to obtain the thick ice deposits as a result of freezing salt spray
the rigging, ship building, and deck. Accumulation of ice called ice accretion.
In addition, precipitation may freeze with the superstructure and regions
hit the ship, increasing the load of ice. the accumulation of more than 2 cm per
hour classified as heavy ice freezing.
Additional notes above
g Do master has notified to the engine room and the crew has been notified
about the condition of the ice?
h. Is that a priority watertight doors had been closed, .i?
i. What is the speed has changed at a moderate pace.?
j. Is the frequency of sounding tanks and bilges have been improved.?
k. Whether the instruction has been issued in respect of the subject.;
a. Broadcast monitoring notification regarding the thickness of the ice.
b. Sends a message about the dangers in accordance with SOLAS.
KEEPING NOTES
If the Master perform the steps of shipping in bad weather, it should be noted
these measures in the logbook of the ship. (Log Book)

0406-4 Special Navigation Procedure

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PT GEMILANG BINA LINTAS TIRTA

PANDUAN MANAJEMEN KESELAMATAN

This procedure applies to all types of vessels.

3.1 shipping in coastal waters

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PANDUAN MANAJEMEN KESELAMATAN

3.1 SHIPPING IN COASTAL WATERS

TAKING OVER guard

CALLING THE SUBSTITUTE

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PANDUAN MANAJEMEN KESELAMATAN

WATCH HANDLING OVER

3.1 SHIPPING visibility

DEFINITION OF DISTANCE OF VIEW LIMITED

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PANDUAN MANAJEMEN KESELAMATAN

In addition, the deck watch officer must:

SHIPPING BY OFFICERS AND MASTER IN visibility

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PANDUAN MANAJEMEN KESELAMATAN

3.1 SHIPPING AND WATERS IN narrow channel VERY SOLID

Narrow channel DEFINITIONS AND WATERS VERY SOLID

ITINERARY FOR narrow channel

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PANDUAN MANAJEMEN KESELAMATAN

POSITION TRIM BY HEAD

This phenomenon experienced when sailing in shallow waters or while tethered in a

- High waves on the stern

Effects TRIM BY HEAD: -

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PANDUAN MANAJEMEN KESELAMATAN

- Damage to the vessel due to excessive vibration.

Ship passed in the opposite direction: -

1. Area positive or exit pressure on the bow of

2. As seen in (2), pressure flipped out, when the

3. Approaching from behind the ship would have

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PANDUAN MANAJEMEN KESELAMATAN

4. If this is countered by the steering wheel, the two

5. Similarly, a tugboat or small vessels passing near,

6. Aspiration and culling riverbanks occur if the

INSPECTION AND CHECKING THINGS BEFORE ENTERING narrow channel

1) the availability of map scale maksmum on board

6) ensure that the available clearance keel

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PANDUAN MANAJEMEN KESELAMATAN

12) listen to VHF channel 16 or another channel as determined by local regulations

SHIPPING IN narrow channel

SHIPPING BY OFFICERS OBSERVER IN WATERS VERY SOLID

SHIPPING by the Master IN WATERS VERY SOLID

SHIPPING IN WATERS VERY SOLID WHEN THE DISTANCE OF VIEW LIMITED

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c. Kagagalan or malfunction in the instrument

3.1 SHIPPING IN THE COLD

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Freezing PREVENT WATER IN WATER TANK AND TANK BALLAST

1) the tank is nearly empty must be drained completely.

Freezing PREVENT WATER IN PIPES

Drain water from FRESH WATER PIPE AND SEA

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