KEMENTERIAN PERHUBUNGAN

REPUBLIK INDONESIA

SOLAS CH. V – SAFETY OF NAVIGATION

Reg. 28 - RECORDS OF NAVIGATIONAL ACTIVITIES
AND DAILY REPORTING

CAPT. FERRY AKBAR. MM

OKTOBER 2019
 NAMA LENGKAP : CAPT. FERRY AKBAR, MM.
TEMPAT TANGGAL LAHIR : JAKARTA, 07 FEBRUARI
Tahun PENDIDIKAN JURUSAN
1969
1981 JATIRAWAMANGUN 13 PG JAKARTA Umum
1984 SMPN 74 RAWAMANGUN JAKARTA Umum
1987 SMAN 21 PULOMAS JAKARTA A1 - Fisika
1991 AIP /PLAP JAKARTA STRATA - A /NAUTIKA –MPB III
1994 AIP /PLAP JAKARTA STARAT – B /NAUTIKA – MPB II
1997 BP3IP JAKARTA MPB I
2001 AIP/PLAP/STIP JAKARTA UP DATING ANT - I
2016 AIP/PLAP/STIP JAKARTA UP DATING ANT - I
2005 UNIVERSITAS BOROBUDUR MAGISTER MANAGEMENT

TAHUN PEKERJAAN PERUSAHAAN/KEMENTERIAN

1991-1996 BERLAYAR (OFFICER) BOGASARI GROUP

1997-1998 JETTY MASTER ASAHI MAS SUBENTRA
1999-2000 BERLAYAR (NAHKODA) BOGASARI GROUP
2000-2004 PORT CAPTAIN GEARBULK AG
2004-2006 PENILIK RANCANG BANGUN KAPAL DITKAPEL
2004-2007 MARINE INSPECTOR DITKAPEL
2007-2010 MARINE INSPECTOR/ ASST ATASE PERHUBUNGAN SINGAPURA MENLU RI
2010-2012 KASIE SERTIFIKASI KESELAMATAN KAPAL SUBDIT NTR MENHUB
2012-2014 KEPALA KANTOR KSOP KELAS III SUNDA KELAPA MENHUB
2014-2015 KASUBDIT. PEMANDUAN DAN PENUNDAAN KAPAL DIT.PELPENG MENHUB
2015-2016 KASUBDIT. KEPELAUTAN DIT.KAPEL MENHUB
2016-2017 STAFF PENGAWAS KAPAL ASING KANTOR SYAHBANDAR UTAMA TJ. PRIOK DITJEN HUBLA

2017-2019 KABID SYAHBANDAR KANTOR PELABUHAN BATAM DITJEN HUBLA

2019-SEKARANG KABID KELAIKLAUTAN KAPAL KSOP KHUSUS BATAM DITJEN HUBLA
 Mengatur
Kerjasama antar
STCW
Standard of Training
Pemerintah dan Certification and
Industri Pelayaran Watckeeping for Seafarers
Dunia untuk
meningkatkan
Keselamatan dan
SOLAS
Safety Life at Sea
Perlindungan
Maritim beserta
Kualifikasi atau MARPOL
Standar untuk Maritime Pollution
awak kapal

Bertujuan
untuk memastikan
Kesejahterahan para
pelaut di seluruh dunia
 dan memberikan
standar pedoman bagi
setiap negara dan
pemilik kapal untuk
MLC 2006 menyediakan
Maritime Labour Convention lingkungan kerja yang
baik bagi pelaut
 SOLAS – MAIN OBJECTION
To specify minimum standards for the construction, equipment
and operation of ships, compatible with the vessels’ safety.

Flag States are responsible for ensuring that ships under their flag
comply with its requirements.
SOLAS CHAPTER V -
NAVIGATION
What are the factors affecting
navigation safety?

“Never memorize what you can look up in

the books” -Albert Einstein
 Vessel
traffic
Navigation service Provision of
Bridge Navigation
Visibility warning
& danger message

Nautical charts
Search & Rescue
& publication
NAVIGATION
SAFETY

Voyage Ship reporting

plannin system
g

Navigation
Safe Manning
Equipment
 Safe Manning
Minimum Safe Manning Document
[ref. A.1047(27) –Principle of Safe
Manning]
 Navigation bridge visibility
Forward – not obscured by more than two ship lengths, or
500m, whichever is less. Blind sector <10deg. Total arc of blind section
<20deg. Clear view between blind sector >5deg.

Horizontal vision 180 + 22.5deg each side minimum.

Bridge wing views 45 + 180deg.

View from steering position at least 60deg each side.

 Nautical charts & publications
• Adequate and up to date
• For intended voyage

Nautical charts (ECDIS) List of Lights

Sailing directions Tide tables

Notice to Mariners International Code of Signals*

International Aeronautical and Maritime Search & Rescue Manual –
IAMSAR (Vol III)*

nautical charts and nautical publications to plan and display

the ship's route for the intended voyage and to plot and
monitor positions throughout the
voyage
 SOLAS V – NAVIGATION

Electronic Chart Display & Information Systems

(ECDIS)
 May be back up by charts or a second ECDIS system
 Connected to emergency power of supply
 Masters and officers properly trained (STCW)
 Has in place for automatic update service.
A817(19) or (MSC.232(82) depending on date of installations
Require update software (MSC1 Circ1503) before September
2017 – current CIC campaign
E  Type approved ]
C  Maintained to the latest applicable International
DI Hydrographic Organization (IHO) standards
S  Use official and up to date electronic charts
 Have an adequate, independent back-up
arrangement
 SOLAS V - NAVIGATION

ECDIS training requirement (STCW)

All masters and officers in charge

of a navigation watch should :

 Complete generic ECDIS training

(IMO model course 1.27)

 Be familiar with the ECDIS units fitted ion

board their ships (type specific training)
Voyage Planning
 Refer A893 (21) – Guidelines for Voyage Planning
 Take into account relevant routeing system
 Sufficient sea room for the passage
 Anticipates known navigation hazard and adverse
hazard

Take into account marine environmental issues
 Navigation Equipment

Magnetic compass (+spare) Gyro Compass (+repeater)

Charts (ECDIS) Radar (9GHz / 3GHz)

ARPA AIS

LRIT VDR (or SVDR)

Speed indicator Echo Sounder

Rudder/propeller indicator Daylight signalling lamp

GPS receiver Electronic plotting aid

Navigation Equipments have to comply with
applicable performance standard and be
approved (Reg 18)
How do you know what navigation
equipment are fitted onboard?
Refer to Form E (Record of Equipment)
attached to the ship’s Safety equipment
Certificate.
3. Details of navigational systems. and
equip���.t :.
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1.4 ·compass".
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1.5 Gyro compass bearingrepeator" . . _ FITTED
l.6 ;Heading or track co11trol.systein* , FITTE
1.7 Pelorus or compass bearing device* .. :::' D
1.8 ·. : ':./· FITTED
1.9 Means of correcting heading and .FITTED
FITIED
bearings
2.1 Electronic charts display and information system (ECDIS) FITTED
FITTED
2.2
Transmitting heading device (THD)* . , ·--.-.:FITTE
Back up arrangements fi:,r:8�DIS .
2.3 Nautical publications
· ,::, : .:/ :::.: .: . · ..... · :· . .. ·- D
2.4 ··\
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Second automatic tracking ·aid* . .. :- . .
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3. >/ .<:·.<:}../ /:.
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.. . · .. ... � .
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3.7 FITTED
FITTED
.....J;,on.g-ra)1g�{deri'til1��t,ioµ.
':"

-
identification'�ystem
4;2 ·· ··. · .·.; ..·:.-.. ·:::.-�·::-:r···:;
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-:.. :.:·:· .··:::�·.::
FITTED
�ra�ki�g<system ::�r ·:.· ·:....· ·...�r
.. y6; �g�·da.tii"rec9·r�'
5.1 -:<.:··- '>, _•..,- ..�,-..
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3. Details of navigational systems and equipment
! ·. . . : .. · •

(continued)
.·· :

6:.·,
· .-·'. Speed and distance measuring device · . FITTED
. Speed and
6.2 (��r,o�gh
1 water)*measuring device (over the ground in the
thedistance NIA
forward and ·
6.3 athwartship direct'ion)°'1'' FITTED
Echo sounding device"
7.1 , Rudder, propeller, thrust, pitch and operational mode FITTED
7. indicat6r* NIA
2 ':".'/:
/ k ate·ofturni ridfoato'r* .· .: : => . ·:.'.i .: -. : i • .· : : •
'
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Soundreception - ..
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sy:��·�111•.·:·:· A
9 Telephone to emergency steering FITTED
•position"
:·
10 Daylight signalling PROVIDED
lamp"
11 . Radar NIA
reflector"
12 International Code of PROVIDED
Signals :,

13 IAMSAR Manual, Volume .-> PROVIDED.

III
* Alternative means ofmeeting this)_'�q�irement arepermitte�-wWer regulation Vil9. In case ofother means they shall ·
. :·. . . ·:· i ! :•. � :) : : •. ' -. · ..· . . ;._ ·.. . : ; '. '. - � . • ·. . . .

be specified .. �' . .
SOLAS V
Cargo ships

All ships

Ship reporting X

charts & publications X

working language X

Radar reflector X(<150GT)

magnetic compass X

IAMSAR Manual X

pilot ladder X

navigation activity recording X

steering drills X
SOLAS V
Cargo ships
All ships =>150GT =>300GT =>500GT =>3000GT =>55m (LOA)
spare magnetic compass X
daylight signalling lamp X
BNWAS X
echo sounder X
9GHz radar X
speed/distance device X
AIS X
LRIT X
gyro compass + repeater X
rudder/rpm indicator X
Minimum Safe Manning X
Document X
additional radar X
VDR/S-VDR X
bridge visibility
 SOLAS V – NAVIGATION
Radar

 Normally two radars

 One must be X-band (9Ghz , 3 cm wavelength)
 The other can be X-band or S band (3GHz, 10cm
wavelength)
 Only X-band will respond on SART signals
 SOLAS V - NAVIGATION

Magnetic compass
 No significant deviation
 No large air bubbles
 Visible from steering position
 Illumination lights satisfactory
 Last compass adjustment
 Gyro compass
REPEATER
OPERATIONAL VISIBILITY
WORKING
Radar /ARPA
 Operational
Echo sounder
 Operational
 Correct indication
 Long Range Identification and Tracking (LRIT)
 Conformance Test Report (MSC.1/Circ 1307) onboard
 Equipment switched on.
 Connected to emergency source of power supply
Automatic Identification System (AIS)
 Operational
 Check ship information in system
 Check last annual service record
Voyage Data Recorder (VDR)
 Condition satisfactory
 Check last annual service record
 CERTIFICATE OF COMPLIANCE
(FOR VOYAGE DATA RECORDER)

N am e of Vessel OO C L N AGO Y A
Sh _�P T ype C O N T AINER
IMO N um ber 9445538
1. This certificate herewith affirms that the above vessel
installing the VDR below:

1) M o d el o fV D R SV D R -N
2) Ser ia l N u m b e r N 04L l l 0 342
3) M an u f ac t u r er S A M SU N G H E A VY

4) Inspection Place

3. The above mentio ne

'"
d vessel has been inspected by:

1) N am e of Service Su p plier CW H
E NGINEE R I NG
SINGAPORE 754466
2) Add r ess o f Service Su p p lier B L O C K 466D
SE M B W A N G D RIV E #18 -347

3) Issued by (Nam e of E ngin eer ) CHUN W AI HOW

4. The undersigned hereto approves the authenticity of this

recertification.

Name
Ships are required to carry a VDR with a float-
free recording medium if installed on or after
which date?

1 July 2014
MSC 333(90)
Bridge Navigation Watch Alarm System (BNWAS)
 Designed to monitor bridge operator activity.
 Once operational and if system remains dormant for a
period between 3-12 minutes, visual indication activates
 If not reset within 15 seconds, audible alarm on bridge
(1st stage)

 If 1st stage alarm not

rest, 2ndstage alarm
sound in back
up office or master
cabin

 If 2nd stage alarm not

reset 3rd stage alarm
activates
around the ship
Bridge Navigation Watch Alarm System (BNWAS)
 Operation mode – Automatic / Manual on / Manual off.
 Means of selecting the operation mode and dormant
period to be security protected – password or key.
 Reset device available in positions on the bridge that
give proper look out.
Pilot ladders
 Condition satisfactory
 Comply with requirement A.1045(27)
Steering gear testing and drill
 Shall be checked and tested within 12 hours before
departure.
 Emergency steering drill to take place once every 3
months.
 Instructions for change-over procedure available.
The e-Navigation
 What is e-navigation?

 “e” stands for enhanced. In this context that means increased

cost/benefit, strengthened quality and user friendliness.
 The “e” may also stand for electronic.

 e-navigation is a concept intended to secure a simplified and

coordinated electronic handling of information on board and ashore,
in order to:
 Increase safety, which in its turn contributes to the protection of the
environment in coastal zones and at sea,
 Contribute to higher efficiency and reduced costs in the maritime sector,
 Facilitate the workload onboard as well as for onshore functions,
 Provide a basis for better contingency.
 Why
e-navigation?
e-navigation might be
understood as the framework
for bringing harmonization,
standardization and
interoperability to maritime
information systems to
enhance safety and
operations, in a structured
manner.

It is relevant to note that the

number and costs related to
groundings and collisions are
increasing, and that 60% of
these accidents are caused by
direct human failure.
 e-navigation and IMO
On the ship-bourne side, the development of e-
navigation could have an impact on:
 SOLAS chapter V (navigation)
 SOLAS chapter IV (radiocommunications)
 SOLAS chapter III Radio life-saving appliances, regulation
6
 STCW-convention and Code (training)
 ITU (frequency allocation)
The Strategy Implementation Plan
1. Identification of responsibilities
2. Transition arrangements,
3. A phased implementation schedule
4. Priorities for deliverables
5. Proposals for a systematic assessment of the
development of new technology
6. A plan for the requirements of e-navigation in the
longer term,
7. Proposals on public relations
8. Identification of potential sources of funding
Implementing e-navigation should
achieve to:
1. facilitate safe and secure navigation of
vessels and improved traffic management
through promotion of standards in safe
navigation.
2. better secure the protection of the
environment.
3. enable higher efficiency and reduced costs in
transport and logistics.
4. improve contingency response, and search
and rescue services.
5. enhance the management and usability of
information onboard and ashore to support
effective decision making
To achieve these objectives there is a need to:
1. facilitate vessel traffic
observation and
management.
2. facilitate communications
ship-ship, ship-shore and
shore-ship
3. demonstrate defined
parameters appropriate to a
safety-critical system.
4. improve the human-machine
interface to maximize
navigational safety.
5. incorporate training as part
of the development and
implementation.
6. improve human resource
management by enhancing
the experience and status of
the bridge team.
7. facilitate global coverage,
interoperability, consistent
standards and arrangements.
 The e-Navigation Concept

A framework for the

effective sharing of essential
maritime information.
Intends to promote safety,
security and efficiency in
global shipping, and,
consequently, the protection
of marine and coastal
environments.
 e-Navigation needs…

Harmonized and user friendly

tools optimized for good
decision making
Reliable and robust
communication
Proper coordination of
technological development
 User surveys

 User surveys carried out by

several Member States and
international organizations
 Identified areas for
improvements
 Mariners and land-based
personnel participated
 24 main categories of user
needs were identified
 Ship-shore interaction

The use of IHO S-100

standard
An overarching e-
navigation
architecture in 2012
A Common Maritime
Data Structure
An IMO/IHO
Harmonization Group
on Data Modelling
 The GAP

Status Future

We know where we are User Needs tell us where we

want to go
 GAP analysis
and references to be taken into consideration, provided
by MSC or NAV
1. User Needs
2. Aspects (MSC 86/23/4)
2. Key elements (NAV 54/25/Annex 12)
3. Core objectives (NAV 54/25/Annex 12)
4. Relevant functions (NAV56/WP.5/Rev.1/Annex 1)
5. Operation area (as identified for Maritime Service Portfolios – MSP)
 How to bridge the e-navigation gaps and identify
solutions?

User Needs

Status Solutions

With reference to:

 Aspects
 Key elements
 Core objectives
 Relevant functions
 Operational areas
 Prioritized Main Solutions

Solution 1: Improved, harmonized and user-friendly bridge design

Solution 2: Means for standardized and automated reporting
Solution 3: Improved reliability, resilience and integrity of bridge
equipment and navigation information
Solution 4: Integration and presentation of available information
in graphical displays received via communication equipment.
Solution 5: Improved Communication of VTS Service Portfolio.
Human Element Analyzing Proces .

HEAP
 Structure of the conceptual process

Ship environment Communication Shore

environment
 The overall goal of e-navigation
 The overall goal is to improve
safety of navigation and to
reduce errors.
 Research indicates that around
60 percent of collisions and
groundings are caused by direct
human error
(source: Nautical Institute)
 Participants in the global work of e-navigation
(IMO CG)

Australia, Argentine, Bahamas, Belgium, Brazil,

Bulgaria, Canada, Chile, Republic of China, Cote
d`Ivoire, Denmark, Finland, France, Germany, Ghana,
Greece, Ireland, Italy, Japan, Kenya, Republic of
Korea, Marshall Islands, the Netherlands, Nigeria,
Norway, Philippines, Poland, Portugal, Russian
Federation, Saudi Arabia, Senegal, Singapore, Spain,
South Africa, Sweden, Turkey, Ukraine, United
Kingdom, the United States, European Commission,
BIMCO, CIRM, IALA, ICS, IFSMA, IHMA, IHO, IMPA,
IMRF, IMSO, Nautical Institute, OCIMF, WHO and
WMO.
Implementation Plan
A great variation of ships
Risk of pollution
The human-machine interface
e-navigation and e-Maritime
Mission completed!
INTERNATIONAL LAW AND THE DUTY OF RESCUE
AT SEA
 Goals of the International Regime
Maritime Safety
and Security
Protect
Protect State
Individual
Sovereignty and
Rights/Dignity
Border Security

Prevent/Combat Facilitate
Transnational Maritime
Crime Commerce
IMO Res. MSC.167(78) (2004) ¶ 6.21: “issues other than rescue relating to
asylum seekers, refugees and migratory status are beyond the remit of the
IMO, and beyond the scope of the SOLAS and SAR Conventions.”
 Locating the Mixed Migration Problem
• State of Origin/Nationality Concerns/Obligations
1. Flee/Emigrate • Intermediate States’ Concerns/Duties

• Port of Embarkation State’s Concerns/Obligations

2. Embark Vessel • Carrying Vessel’s Flag State’s Concerns/Duties

• Search and Rescue Region (SRR) State’s Duties/Concerns

3. Distress at Sea • Carrying Vessel’s Flag States’ Concerns/Duties

• Search and Rescue Region (SRR) State’s Duties

4. Rescue • Assisting Vessel’s Flag States’ Concerns/Duties

• Assisting Vessel’s Flag States’ Concerns/Duties

5. Disembark • Receiving State’s Concerns/Duties

• Processing States’ Concerns/Duties

6. Process • “Cooperating” States’ Concerns/Duties

• Intermediate States’ Concerns/Duties

7. Settlement • State of Eventual Settlement Concerns/Duties

The incident might also lead to an interdiction and prosecution.

 Applicable International Law

INTERNATIONAL UN
HUMAN RIGHTS
AND REFUGEE
CHARTE
LAW R TOC
CONVENTION
MIGRANT
UNCLOS SMUGGLING
PROTOCOL

SOLAS SAR SALCON FAL

As amended effective 2006, following

Res. A.920(22)(2002) review and issuance of MSC.167(78),
Guidelines on the treatment of persons rescued at sea.
 1982 UN Convention on
The Law of the Sea (UNCLOS)
O Entered into force in 1994; 166 states-parties.
O Not easily amended.
O UNCLOS is a framework; it does not displace:
O Customary international law.
O Other treaties compatible with UNCLOS (e.g., SOLAS, SAR).
O UNCLOS SAR Related Duties:*
O Article 98(1): Flag State shall require master to render
assistance and to rescue persons in distress at sea.
O Article 98(2): Coastal State shall “promote” SAR.

* Note: the SAR and SOLAS Conventions predate the 1982 UNCLOS Convention
but the UNCLOS Article 98 duties were carried forward from the 1958 CHS.
 Selected References to “Distress”
O UNCLOS Articles 18, 39, 98, 109 (and
incorporated by reference in Articles 45, 54).
O SOLAS, Ch. III, Reg. 3; Ch. IV, Reg. 2(2), 4; and
Ch. V, Regs. 7, 8, 29, 33, 35.
O SAR Convention (Annex and IAMSAR Manual).

O Chicago Convention on Civil Aviation, Art. 25.

O Int’l Law Comm’n Articles on State Responsibility,

Art. 24.
O Various Bilateral Friendship, Commerce and Nav.
Treaties.
O See also Cargo Liability Conventions (generally
excluding liability for cargo damage resulting from
“saving or attempting to save life or property at
sea.”).
See Walker, Definitions for the Law of the Sea (Terms Not Defined by 1982
UNCLOS) (NijHoff Publ. 2012), at 169-175 (American Branch of Int’l Bar
Association).
 UNCLOS Article 98(1)
Duty to Render Assistance
O 1. Every State shall require the master of a
ship flying its flag, in so far as he can do so
without serious danger to the ship, the crew
or the passengers:
O (a) to render assistance to any person found
at sea in danger of being lost;
O (b) to proceed with all possible speed to the
rescue of persons in distress, if informed of
their need of assistance, in so far as such
action may reasonably be expected of him
Carried forward, with some changes, from
Article 12(1) of the 1958 Convention on the High Seas.
See also SOLAS Regulation V/33.
 UNCLOS Article 98(2)
Duty to Render Assistance
O 2. Every coastal State shall promote the
establishment, operation and maintenance of
an adequate and effective search and rescue
service regarding safety on and over the sea
and, where circumstances so require, by way
of mutual regional arrangements cooperate
with neighboring States for this purpose.

Carried forward, with some changes, from

Article 12(2) of the 1958 Convention on the High Seas.
See also SOLAS Regulation V/7.1.
UN Convention Against Transnational Organized
Crime (CTOC)
185 Parties to CTOC; 141 Parties to Protocol (EU, Libya, Syria, Turkey).
Protocol against the Smuggling of Migrants by Land, Sea and Air (adopted
in 2000) only applies if the incident involves transnational organized crime.
O Calls on states-parties to criminalize the “smuggling of migrants”
(but not the act of illegal entry by the migrant).
O Aggravated offense if the smugglers’ acts endanger, or are likely to
endanger, the lives or safety of the migrants concerned.
O Calls upon states-parties to cooperate to the fullest extent possible
to prevent and suppress the smuggling of migrants by sea, in
accordance with the international law of the sea. Also addresses at-
sea interdiction (but confers no new boarding authority).
O Calls upon states-parties to strengthen, to the extent possible, such
border controls as may be necessary to prevent and detect the
smuggling of migrants [this duty extends to embarkation states].

See also IMO Circular MSC/Circ.896/Rev.1 (duty of cooperation)

UN Convention Relating to the Status of
Refugees (1951)

70 States are party to Convention or Protocol.

Defines criteria for refugee status (Art. 1A(2)), rights of refugees
and asylum seekers, and the legal obligations of states.
O Article 33 Non-refoulement rule:
O "No Contracting State shall expel or
return ("refouler") a refugee in any
manner whatsoever to the frontiers of
territories where his life or freedom
would be threatened on account of his
race, religion, nationality, membership
of a particular social group or political
opinion.”
 Convention on Facilitation of
International Maritime Traffic (1965)
O 115 states-parties representing 90.77 % of
the world's fleet by tonnage.
O See FAL Convention Annex (as amended in
2005):
O Section 2, ¶ H: Special measures of
facilitation for ships calling at ports in order
to put ashore … persons rescued at sea;
O Section 7, ¶ C: Emergency Assistance.
O See also FAL.3/Circ.194 (Jan. 22, 2009)
Principles relating to administrative
procedures for disembarking persons
rescued at sea.
 SOLAS 74/78
O 162 states-parties representing 98% of ships.
O Art. VIII tacit acceptance amendment procedure for Chapters II-
XII (not Convention articles or Chapter I).
O Principal Search and Rescue (SAR) related regulations:
O Reg. V/7: Coastal State Search and Rescue Services (see also
UNCLOS art. 98(2)).
O Reg. V/33: Distress Situations; obligations and procedures (see also
UNCLOS art. 98(1)).
O 2006 Amendments adopted in IMO Res. MSC.153(78) (2004).

O See also:
O Article IV: Application of SOLAS in cases of force majeure.
O Reg. III/17-1: Recovery of persons from the water.
O Reg. V/21: IAMSAR Manual carriage requirement.
 SOLAS Regulation V/7:
Search and Rescue Services
O 1. Each Contracting Government undertakes to ensure that
necessary arrangements are made for distress communication
and co-ordination in their area of responsibility and for the
rescue of persons in distress at sea around its coasts.
O These arrangements shall include the establishment,
operation and maintenance of such search and rescue
facilities as are deemed practicable and necessary, having
regard to the density of the seagoing traffic and the
navigational dangers and shall, so far as possible, provide
adequate means of locating and rescuing such persons.

SOLAS Chapter V can be amended by tacit acceptance procedure.

But the corresponding Article 98(2) in UNCLOS cannot.
 SOLAS Regulation V/33: Distress
Situations; obligations and procedures
O ¶ 1: Master’s obligation to assist.
O ¶ 1.1: Contracting Governments’ obligations.
O ¶ 2. Requisitioning other SAR assets.
O ¶ 3. Release of assisting vessel.
O ¶ 6. Masters of ships who have embarked
persons in distress at sea shall treat them with
humanity, within the capabilities and limitations
of the ship.*
* See IMO Res. MSC.167(78): Guidelines on the treatment of persons
rescued at sea–adopted by the MSC on 20 May 2004.
 SOLAS Regulation V/33
O 1. The master of a ship at sea which is in a position to be
able to provide assistance on receiving information from
any source that persons are in distress at sea, is bound to
proceed with all speed to their assistance, if possible
informing them or the search and rescue service that the
ship is doing so.
O This obligation to provide assistance applies regardless
of the nationality or status of such persons or the
circumstances in which they are found.

SOLAS Chapter V can be amended by tacit acceptance procedure.

But the corresponding Article 98(1) in UNCLOS cannot.
 Adequacy of Procedures and
Guidelines for Merchant Vessels
O Res. MSC.167(78):
Guidelines on treatment of
persons rescued at sea.
O IAMSAR Manual Volume
III.
O IMO/UNHCR/ICS: Rescue
at Sea: A Guide to Principles
and Practice as Applied to
Migrants and Refugees
(2015 update).
O ICS: Large Scale Rescue
Operations at Sea (2015).
 Limited Civil Immunity of
Assisting Vessels
O Immunity law is a “patchwork”; some examples:
O 1989 Salvage Convention, Article 10(3) [owner immunity].
O Hague and Rotterdam Rules [excluding liability for cargo damage
resulting from “saving or attempting to save life at sea.”; deviations
to save life are per se “reasonable.”].
O [United States] 46 U.S.C. § 2303(c): An individual … gratuitously
and in good faith rendering assistance at the scene of a marine
casualty without objection by an individual assisted, is not liable for
damages as a result of rendering assistance or for an act or omission
in providing or arranging salvage, towage, medical treatment, or
other assistance when the individual acts as an ordinary, reasonable,
and prudent individual would have acted under the circumstances.
National laws on immunity of public vessels are not uniform.
 SOLAS Regulation V/33*
O 1.1: Contracting Governments shall co-ordinate and co-operate to
ensure that masters of ships providing assistance by embarking
persons in distress at sea are released from their obligations with
minimum further deviation from the ships' intended voyage, provided
that releasing the master of the ship from the obligations under the
current regulation does not further endanger the safety of life at sea.
O The Contracting Government responsible for the search and
rescue region in which such assistance is rendered shall exercise
primary responsibility for ensuring such co-ordination and co-
operation occurs, so that survivors assisted are disembarked from
the assisting ship and delivered to a place of safety, taking into
account the particular circumstances of the case and guidelines
developed by the Organization.
O In these cases the relevant Contracting Governments shall arrange for
such disembarkation to be effected as soon as reasonably practicable.

* As amended, effective 2006.

 SOLAS Regulation V/33
O 2. The master of a ship in distress or the search and
rescue service concerned, after consultation, so far as
may be possible, with the masters of ships which
answer the distress alert, has the right to requisition
one or more of those ships as the master of the ship in
distress or the search and rescue service considers best
able to render assistance, and it shall be the duty of the
master or masters of the ship or ships requisitioned to
comply with the requisition by continuing to proceed
with all speed to the assistance of persons in distress.

Ship masters complain that they are sometimes directed by an RCC to

surveil migrant vessels that are not in distress, resulting in significant
delays.
 SOLAS Regulation V/33*
O 3. Masters of ships shall be released from the obligation
imposed by paragraph 1 on learning that their ships have not
been requisitioned and that one or more other ships have been
requisitioned and are complying with the requisition. This
decision shall, if possible be communicated to the other
requisitioned ships and to the search and rescue service.
O 4. The master of a ship shall be released from the obligation
imposed by paragraph 1 and, if his ship has been
requisitioned, from the obligation imposed by paragraph 2 on
being informed by the persons in distress or by the search and
rescue service or by the master of another ship which has
reached such persons that assistance is no longer necessary.

See also SAR Convention ¶3.1.9.

 1989 Salvage Convention
O Article 10: Duty to render assistance

1. Every master is bound, so far as he can do so

without serious danger to his vessel and persons
thereon, to render assistance to any person in danger
of being lost at sea.
2. The States Parties shall adopt the measures
necessary to enforce the duty set out in paragraph 1.
3. The owner of the vessel shall incur no liability for
a breach of the duty of the master under paragraph 1.
International Convention on Maritime
Search & Rescue (“SAR Convention”)
O Completed in 1979, entered into force in 1985.
O 105 states-parties representing 82% of vessels.
O Article III: Amendments:
O III(f): Selected provisions are subject to amendment by Tacit
Acceptance (however, states that object to the amendment are
not bound. See Art. III(h)).
O III(e): Other amendments require approval by 2/3 of states-
parties.
O The SAR Convention’s details are in the Convention’s Annex.
O Convention must be applied in conjunction with the International
Aeronautical and Maritime Search and Rescue (IAMSAR)
Manual.
SAR Convention 2006 Amendments*
O Chapter 3: new paragraph 3.1.9 addresses cooperation
relating to assistance to the master in delivering
persons rescued at sea to a place of safety.**
O Chapter 4: new paragraph 4.8.5 relating to RCC’s
process in identifying the most appropriate place from
disembarking persons found in distress at sea.
O Did not attempt to define “distress” or address
problems of self-inflicted distress.

*See IMO Res. MSC.155(78) (2004).

See 6.12-6.18 of IMO Res. MSC.167(78) (place of safety).
 SAR Convention Annex
O ¶ 2.1.1 Parties shall, as they are able to do so individually
or in co-operation with other States and, as appropriate,
with the Organization, participate in the development of
search and rescue services to ensure that assistance is
rendered to any person in distress at sea.
O (cont.) On receiving information that any person is, or
appears to be, in distress at sea, the responsible authorities
of a Party shall take urgent steps to ensure that the
necessary assistance is provided.
O ¶ 2.1.10: They shall do so regardless of the status of such a
person or the circumstances in which that person is found.

This provision may be amended by Tacit Acceptance. See Art. III(f).

Mediterranean Search and Rescue Regions
(SRR’s)

SRR: An area of defined dimensions associated with an RCC,

within which SAR services are provided.
 Potential Places of Disembarkation
1. Port in the flag state of rescuing vessel.
2. Closest port to place of rescue.
3. Rescuing vessel’s next port of call or other port selected by rescuing
vessel’s master.
4. Port where rescued persons embarked or state of origin.
5. Port preferred by rescued persons.
6. Port in state responsible for SRR where rescue took place.
7. Port designated by the SRR state, exercising its “primary
responsibility” under SAR Annex ¶ 3.1.9.
8. Other state acting in “co-ordination” and “co-operation” with
rescuing states, following SRR-led process in SAR Annex ¶ 4.8.5.
9. Port pre-designated by prior regional agreement (in conjunction
with processing andberesettlement
Must a “place ofagreement).
safety.”
BUKU HARIAN KAPAL (LOGBOOK)
 BUKU HARIAN KAPAL ATAU LOGBOOK

Buku harian kapal = Log book = Journal kapal, mencatat semua

peristiwa-peristiwa atau kejadian-kejadian luar biasa yang mungkin
timbul diatas kapal atau adanya peristiwa penting pada saat
pelayaran.

Fungsi : Sebagai bahan pembuktian jika terjadi sesuatu diatas

kapal,merupakan sumber data bagi hakim jika terjadi sengketa.

Catatan : Walaupun tidak dilarang secara khusus oleh UU,

Penyobekan halaman, penambahan halaman, pengosongan
halaman, perobahan, penambahan, pencoretan pencatatan
tambahan, tidak terbaca isinya, semuanya dapat mengurangi
kekuatan pembuktian Buku Harian Kapal.
 DASAR HUKUM

Regulation V/28 of the 1974 SOLAS Convention

Wajib untuk semua kapal yang melakukan pelayaran

internasional untuk menyimpan catatan kegiatan dan insiden
navigasi yang penting untuk keselamatan navigasi dan yang
harus memuat detail yang cukup untuk mengembalikan
catatan lengkap perjalanan, dengan mempertimbangkan
rekomendasi yang diadopsi oleh Organisasi.
 UU NO 17 TAHUN 2008
PASAL 141

 (1) Nakhoda untuk kapal motor ukuran GT 35 (tiga puluh lima

Gross Tonnage) atau lebih dan Nakhoda untuk kapal
penumpang, wajib menyelenggarakan buku harian kapal .

 (2) Nakhoda untuk kapal motor ukuran GT 35 (tiga puluh lima

Gross Tonnage) atau lebih wajib melaporkan buku harian kapal
kepada pejabat pemerintah yang ber wenang dan/atau atas
permintaan pihak yang berwenang untuk memperlihatkan buku
harian kapal dan/atau memberikan salinannya.

 (3) Buku harian kapal sebagaimana dimaksud pada ayat (1)

dapat dijadikan sebagai alat bukti di pengadilan.
 KUHD PASAL 348

 Nahkoda harus mengusahakan penyelenggaraan buku

Harian Kapal .
Nahkoda dapat mengerjakan sendiri atau menugaskan
seorang awak kapal (Mualim I) tapi tetap dalam pengawasan
Nahkoda tentang pengisian dengan benar, lengkap dan
berdasarkan peraturan-peraturan.
 DECK LOGBOOK

TERDIRI DARI :
A. NAMA KAPAL
B. PEMILIK
C. NAMA NAHKODA
D. MASA BERLAKU JURNAL/LOGBOOK

LOGBOOK HARUS DISAHKAN/EXHIBITHUM

Exhibitum adalah penandatanganan
buku harian oleh syahbandar
di pelabuhan tujuan akhir atau pelabuhan
persinggahan.
 PERIHAL YANG ADA DI DECK
LOGBOOK

 KELAHIRAN DI ATAS KAPAL

 KEMATIAN DI ATAS KAPAL
 HUKUMAN DAN PENYELIDIKAN PELANGGARAN
 NASIHAT KEPADA ANGGOTA/ABK
 KECELAKAAN/KERUSAKAN KAPAL
 NAIK/TURUN DOCK DAN PERBAIKAN PENTING
 PEMBUKAAN DAN PENUTUPAN PINTU KEDAP AIR,TINGKAPAN, DLL
 LATIHAN KESELAMATAN
 PERAWATAN RADIO TELEGRAP, RADAR, PEDOMAN GASING, DLL
 PEMUATAN BARANG BERBAHAYA
 PEMERIKSAAN ALAT KESELAMATAN
 PEMERIKSAAN ALAT BONGKAR MUAT
 PEMERIKSAAN OLEH BIRO SAH TERKAIT
 P E N A N DATA N G A N A N O L E H SYA H B A N DA R / P E T U G A S B E RW E N A N G
 PEMBACAAN SARAT/DRAUGHT KAPAL
 MUTASI/PERPINDAHAN ABK/KRU KAPAL
 SEKOCI KAPAL/LIFEBOATS
PENGISIAN PADA LOGBOOK TERKAIT KEGIATAN
KAPAL

 RAN/SAIL DARI PELABUHAN BERTOLAK KE PELABUHAN TUJUAN

 HARI DAN TANGGAL
 JAM JAGA SESUAI TUGAS MUALIM JAGA
 JUMLAH PUTARAN MESIN PERMENIT/RPM
 KECEPATAN KAPAL
 HALUAN KEMUDI
 VARIASI DAN DEVIASI
 HALUAN SEJATI
 JARAK TEMPUH
 KEADAAN CUACA
 BAROMETER
 SUHU UDARA SUHU AIR LAUT
 KEADAAN TANGKI/SOUNDING TANK
 PENENTUAN POSISI KAPALSECARA BARINGAN SEJATI
 PARAF MUALIM JAGA
 CATATAN NAHKODA
 ENGINE LOGBOOK

TERDIRI DARI:
 KAPAL LAUT
 PEMILIK
 NAMA NAHKODA
 NAMA KEPALA KAMAR MESIN
 MASA BERLAKU JURNAL/LOGBOOK

LOGBOOK HARUS DISAHKAN/EXHIBITHUM

Exhibitum adalah penandatanganan
buku harian oleh syahbandar di
pelabuhan tujuan akhir atau
pelabuhan persinggahan.
PERIHAL YANG ADA DI ENGINE LOGBOOK

 PEMERIKSAAN OLEH SURVEYOR/PEMERINTAH

 PEMERIKSAAN OLEH SURVEYOR/BIRO
 KERUSAKAN PADA MOTOR INDUK
 KERUSAKAN PADA MOTOR BANTU
 PERBAIKAN-PERBAIKAN PENTING
 TANGGAL PENGEDOKAN
PENGISIAN PADA LOGBOOK TERKAIT KEGIATAN
KAPAL

 JAM JAGA SESUAI TUGAS MASINIS JAGA

 PUTARAN MESIN PERMENIT/RPM
 PENUNJUKAN PUTARAN
 POSISI HANDLE BAHAN BAKAR
 SUHU-SUHU PERMESINAN(MINYAK LUMAS,FRESH
WATER,GAS BUANG, KAMAR MESIN, AIR LAUT,DLL)
 TEKANAN PERMESINAN
 MOTOR BANTU/GENERATOR
 PARAF MASINIS JAGA
 PEMAKAIAN BAHAN BAKAR
 KETERANGAN LAINLAIN
 REGULATION 28 - RECORDS OF NAVIGATIONAL
ACTIVITIES AND DAILY REPORTING
1. All ships engaged on international voyages shall keep on board a
record of navigational activities and incidents which are of
importance to safety of navigation and which must contain sufficient
detail to restore a complete record of the voyage, taking into account
the recommendations adopted by the Organization*. When such
information is not maintained in the ship's log-book, it shall be
maintained in another form approved by the Administration.
2 Each ship of 500 gross tonnage and above, engaged
on international voyages exceeding 48 hours, shall
submit a daily report to its company, as defined in
regulation IX/1, which shall retain it and all subsequent
daily reports for the duration of the voyage.
Daily reports may be transmitted by any means,
provided that they are transmitted to the company as
soon as practicable after determination of the position
named in the report. Automated reporting systems may
be used, provided that they include a recording
function of their transmission and that those functions
and interfaces with position-fixing equipment are
subjected to regular verification by the ship's master.
 The report shall contain the following:
.1 ship's position;
.2 ship's course and speed; and
.3 details of any external or internal conditions
that are affecting the ship's voyage or the normal
safe operation of the ship.
* Refer to A.916(22) IMO Guidelines for the recording of
events relating to navigation - Contained in Annex 22 -
Recording of Navigational Events
Summar y
 Key navigational activities to be logged.
 A complete record of the voyage must be
able to be restored.
 Daily repor ts to be sent to the company.
1.Reg. 28.1 applies to all ships on international
voyages except for international pleasure
vessels of less than 150 gt.
2.Reg. 28.2, requiring daily reporting for ships
of 500 GT and above on international voyages
exceeding 48 hours, came into force on 1 July
2006 ([IMO Resolution MSC.142(77)])
[IMO Resolution
MSC.142(77)]
 3.The IMO Guidelines for Recording Navigational Events are
contained in ANNEX 21. All bridge orders requiring changes in
direction or speed of the main propulsion unit must be
recorded. In addition other key navigational events should
be recorded including changes of course, passing of way
points, weather and sea conditions, incidents and events
including pilot embarkation / disembarkation, tugs,
hazardous occurrences and accidents.
 Time-marked electronic or mechanical records are acceptable
including those from echo sounders, course recorders, engine
telegraphs and NAVTEX receivers.
 It must be possible to reconstruct the ship' s track throughout the
voyage. The IMO Guidelines state that navigational records (whether
paper, electronic or mechanical) should be retained on board for a
period not less than 12 months. The MCA's interpretation of this
requirement is that records retained for 12 months should provide
sufficient detail to reconstruct any voyage during that period. The
MCA recognises that it is impractical to retain voyage details on
paper charts for longer than the duration of the voyage. Therefore
sufficient details of waypoints, courses, times of alteration of course
and or speed and other relevant details must be entered in the log
book and courses and positions on all navigational charts should be
retained until the voyage is completed. This information should be
saved electronically when E CDIS is used to fulfil the requirements of
Regulation 19 (para. 2.1.4)
The requirement for daily reports to be sent to the Company
by ships of 500 GT and over on international voyages
exceeding 48 hours can be met by any method of reporting.
Automated reporting of position, course and speed must
include a record of their transmission. The Master must
regularly verify such transmissions against the position
fixing equipment with which they are interfaced.
The "external or internal conditions" which must be
reported as required by para 2.3 will include abnormal
weather or sea conditions and any structural or mechanical
defects affecting the voyage or safe operation of the ship.
Further guidance is contained in the notes following the
IMO Guidelines in Annex 22.
 GUIDELINES FOR THE RECORDING OF
EVENTS RELATED TO NAVIGATION
 Re gulatio n V/28 of the 1974 SOLAS Convention , as a mended,
r e quir e s all ships eng a ged on inter natio nal voya ges to keep
on b oar d a r e co r d of navigational activities and incidents
w hich ar e of impo r tance to sa fety of navigation and w h ich
must contain suf ficien t detail to r e stor e a comple te r e cor d of
the voya g e, takin g into acc ount the r eco mmend atio ns
adopted by the Or ga nization.

This resolution aims at providing

guidance for the recording of such
events:
1.) RECORDING OF INFORMATION RELATED
TO NAVIGATION

In addition to national requirements, it is

recommended that the following events and
items, as appropriate, be among those
recorded:
1.1) before commencing the voyage
Details of all data relating to the general condition of
the ship should be acknowledged and recorded,
such as manning and provisioning, cargo aboard,
draught, result of stability/stress checks when
conducted, inspections of controls, the steering gear
and navigational and radiocommunication
equipment.
 1.2) during the voyage
Details related to the voyage
should be recorded, such as
courses steered and distances
sailed, position fixings, weather
and sea conditions, changes to
the voyage plan, details of pilots'
embarkation/disembarkation,
entry into areas covered by, and
compliance with, routeing
schemes or reporting systems.
1.3) on special events
Details on special events
should be recorded, such
as death and injuries
among crew and
passengers, malfunctions
of shipboard equipment
and aids to navigation,
potentially hazardous
situations, emergencies
and distress messages
received.
 1.4) when the ship is at anchor or in a port
Details on operational or administrative matters and details
related to the safety and security of the ship should be
recorded.
 2.) METHOD OF RECORDING
 SOLAS regulation V/28 requires that, if the records of navigational activities are
not maintained in the ship's log-book, they should be maintained in another form
approved by the Administration. Methods of recording should be permanent and
may be handwritten, electronical or mechanical.
 3.) NON-DUPLICATION

In general, information on the events and items

specified in paragraph 1, which are adequately
recorded in a special-purpose log,
need not be duplicated in the ship's log book.
4.) PRESERVATION OF RECORDS

In order to be able to restore a complete record of

the voyage, records should be maintained as
follows:
4.1) each page of the ship's log-book should have a
page number printed on it and handwritten records,
which need correction, should not be erased or
removed but should be rewritten after crossing out
the incorrect version;
 4.2) the times used in automatic and permanent recording
facilities should be synchronized by using a common clock;
4.3) electronically or
mechanically input records
should be protected by means to
prevent them from being
deleted, destroyed or
overwritten
 4.4) irrespective of
the method of
recording, ships
should keep records
for as long as the
Administration
concerned requires,
provided the fixed
period is not less
than one year
 MCA Guidance Notes - Navigational Records.
The following notes give guidance on recording navigational activities based on the requirements of investigation authorities in
following up an incident:
 1.) Paper Navigation Charts - Providing sufficient information relating to a ship's position, course and speed has been recorded
elsewhere to enable an accurate reconstruction of her passage, there is no requirement to retain such information annotated on
paper charts. Following a navigational accident or incident however, the paper charts in use must be retained, and the
information shown must not be altered or erased.
 2.) ECDIS - The record of the previous 12 hours and of the voyage track to be preserved following a navigational accident or
incident.
 3.) ECS/AIS/ARPA - Voyage recording information to be preserved for as long as the system in use allows; it should not be
manually deleted. Following a navigational accident or incident, every effort should be made to preserve and copy the recorded
voyage data.
 4.) Bridge Deck Log - To contain sufficient navigational information to reconstruct a voyage including:
 the recording of position at regular intervals
 alterations of course and speed
 weather and sea conditions
 precautions taken in restricted visibility or heavy seas
 significant navigational events.

To be retained either onboard or ashore for at least 7 years.

 5.) Engine Movement Record Book (Bell Book) - To be retained for the duration of the voyage and preserved following a
navigational accident or incident.
 6.) Automatic Engine/Propeller pitch/bow thruster movement record - To be retained for the duration of the voyage and
preserved following a navigational accident or incident.
 7.) Automatic Course Record - To be retained for the duration of the voyage and preserved following a navigational accident or
incident.
 8.) Navtext Messages - To be retained for the duration of the voyage and preserved following a navigational accident or incident.
 9.) Passage Plan - To be preserved following a navigational accident or incident.
 10.) Echo Sounder Trace - To be preserved following a navigational accident or incident.
 11.) GMDSS Log Book - Retained onboard until completed then dispatched to MCA Southampton Marine Office.
 12.) Chart Correction Log - To be preserved following a navigational accident or incident.

 A 3 0 0 R ec o r ds o f n a v i g a t i o n a l a c t i v i t i es ( R eg u l a t i o n 2 8 )
 3 0 1 A l l s h i p s en g ag e d o n i n t e r n a t i o na l v o y a g es s h a l l ke ep o n
 b o a r d a r e c o r d o f n av i g a t i o n a l a c t i v i t i e s a n d i n c i d e n t s w h i c h ar e
 o f i m p o r t an c e t o s a f et y o f n a v i g a t i o n a n d w h i c h m u s t c o n t a i n
 su f f i c i e n t d et a i l t o r e s t o r e a c o m p l et e r ec o r d o f t h e v o y a g e, t a k i n g
 i n t o ac c o u nt t h e r ec o m m en d a t i o n s a d o p t e d by t h e O r g a n i z a t i o n . *
 W h en s u c h i n f o r m a t i o n i s n o t m a i nt a i n e d i n t h e s h i p ' s
 l o g - b o o k , i t s h a l l b e m a i n t a i n e d i n a n o t h e r f o r m a p p r o v e d b y t he
Administration.
(SOLAS reg. V/28)
Guidance note:
 * R e f e r t o t h e G ui d el i n e s f o r r ec o r d i n g e v en t s r e l a t ed t o n a v i g a t i o n
 t o b e d ev e l o p e d b y t h e O r g a n i z a t i o n
 3 0 2 A l o g b o o k i s t o b e k e p t b y t h e m a s t e r t o r ec o r d :
 — R e as o n s f o r f a i l i ng t o a s si st pe r s o ns i n di st r e s s ( s e e P t . 7
 C h .3 S e c . 3 B 2 0 0 )
 — D a t a f o r c h e c k s, t es t s a n d d r i l l s o f s t e er i ng g ea r s ( s ee P t .7
 C h .3 S e c . 3 B 4 0 0 )
 THE WAY FORWARD

 If you know the direction,

 and you take it step by
 step, - then _ _ _ _
THANK YOU FOR YOUR ATTENTION!