For this year 2010 latest new for candidates which apply Marine Engineering Bridging Programme, interview will be held at ALAM on 26th and 27th of May 2010.
Visi utama blog ini diwujudkan bagi menghubungkan semua pelaut-pelaut di Malaysia di bawah satu medium online. Misi kami untuk menyampaikan maklumat terkini tentang dunia pelaut, dalam dan luar negara, berkongsi apa sahaja info berkaitan kehidupan pelaut terutamanya kepada orang ramai bagi membuka mata mereka tentang kerjaya yang dianggap mencabar ini.
Tahukan anda perkapalan merupakan sektor paling penting bagi sesebuah negara. Hampir 90% daripada perpindahan cargo dari sebuah negara kenegara yang lain menggunakan kapal. Walaupun kerjaya kapal tidak popular di kalangan rakyat Malaysia, tetapi sektor perkapalan merupakan nadi ekonomi utama bagi Malaysia.
Di Malaysia sekrang terdapat banyak pusat latihan perkapalan antaranya ALAM, RANACO,PELITA dan banyak lagi. ALAM atau Akademi Laut Malaysia merupakan pusat latihan perkapalan yang pertama di Malaysia. Disini pada mulanya anak-anak Malaysia memulakan kerjaya sebagai seorang penakluk samudra yang berjaya.
A sophisticated equipment known as the Voyage Data Recorder (VDR) can determine the past actions or movements of the ship in the event of an accident. It serves as the ship’s “Black Box” if you would compare it to an airplane. How would a Voyage Data Recorder help us in terms of safety? Many accidents that involve two or more ships often resulted to human error. With the invention and implementation of the voyage data recorder, solving ship related accident cases will consume less time and better result.
What is a Voyage Data Recorder?
Voyage Data Recorder is a data recording system designed for all vessels required to comply with the IMO’s International Convention SOLAS Requirements (IMO Res.A.861(20)) in order to collect data from various sensors on board the vessel.
How is the VDR similar to a blackbox?
The Voyage Data Recorder records the events on board the ship such as: radar, voice, DGPS, engine orders, and weather information. In the events of an accident, all of this recording will be analyzed to have a knowledge of what really happened. I’ll provide you with the link to a more detailed information about the Voyage Data Recorder.
“JRC calls its VOYAGE DATA RECORDER the marine equivalent of an airplane’s “black box.” Composed of a protective capsule and recording control unit, the Voyage Data Recorder can record and store data regarding position, speed, heading, bridge communication, radar data, VHF communication and a wide array of boat conditions”
What does it look like?

The VDR picture on the left would most likely look the same onboard your ship. You can find it on the monkey island or the flying bridge deck. The picture on the right shows the VDR panel when opened.
How will it benefit the seafarers?
With the advancements of technology, the equipment onboard the ships are evolving into a more accurate but sometimes complex piece of equipment. Mariners who would depend on electronic navigation too much could endanger his self and would later cause the ship to an accident. A variety of critiques would comment on the result of the accident whether it’s human error or equipment malfunction, and could even take a lot of days in court. With the implementation of the voyage data recorder, ship related accidents lessens the days of waiting and improve in determining its actual cause. Learning from those accidents, additional laws can be implemented. Through circular letters, newsletters, and other media; we can create awareness and future prevention of the same accidents.
Conclusion
You now know what VDR stands for and its importance to us. I’d like to add something more to this with regards to how and when the test for voyage data recorder conducted.
“The voyage data recorder (VDR) system, including all sensors, shall be subjected to an annual performance test. The test shall be conducted by an approved testing or servicing facility to verify the accuracy, duration and recoverability of the recorded data. In addition, tests and inspections shall be conducted to determine the serviceability of all protective enclosures and devices fitted to aid location. A copy of a the certificate of compliance issued by the testing facility, stating the date of compliance and the applicable performance standards, shall be retained on board the ship”, as said by imo.org.
Stowaways are part of the normal life of seafarers. We always find ways to prevent stowaways from coming oboard our ship. A lot of reports were made wherein stowaways were thrown overboard by the crew or captain of the ship, and left to die at sea. A lot of reasons arise whenever we talk about stowaways. It usually relates to poverty and hunger that forces them to migrate illegally. Stowaways transport to different countries on different “stowaway cargo carrier”, if you’d like to call it that way. They would go onboard General Cargo Ship, Container Ship, Tanker Ship, and all other kinds of ship that you can think of. It can either result to a successful migration or they may end up being caught onboard the ship. The worst part of it is when they are thrown overboard.
How will you prevent stowaways
For years many countries and organizations, including the IMO were finding ways to prevent stowaways onboard the ship. They have call upon public authorities, port authorities, ship-owners and their representatives as well as shipmasters to cooperate in preventing stowaway incidents. They emphasize on regular patrolling within port areas and establishment. Special storage facilities for cargoes particularly susceptible to stowaway access must be continuously monitored by persons including the cargo entering these areas. You can usestowaway checklist.
What are the rights of Stowaways?
It’s like a punishment to seafarers whenever we caught a stowaway onboard. You have to give stowaway beds or room where they can sleep, you have to provide them food, etc. That is why a lot of stowaways were maltreated onboard the ship whenever they were caught. But they have rights and these rights should be respected. Let me quote an article from “The New York Times” regarding this.
“Immigration and Naturalization Service policy requires shipowners to detain, feed and house stowaways who request asylum throughout their asylum process, which can take months and cost hundreds of thousands of dollars. This policy puts an unfair burden on the maritime industry to find a solution for a problem it did not create and has little ability to control. The threat of fines has prompted some ship’s crews to treat illegal immigrants harshly. But in severely under guarded ports around the world a handful of seafarers cannot possibly monitor the contents of the 2,000 to 4,000 containers carried on modern merchant ships. Seafarers are often placed at risk by the desperate acts of stowaways.”
“The asylum policy should not be able to force shipowners to become jailers, nor should it result in locking asylum seekers in prisons like common criminals. We need a process for according asylum to politically oppressed people, one that provides for screening and housing asylum applicants and does not delegate an imprisoning function to shipowners.” - The New York Times.
What to do in case you have stowaways
As mentioned above, you should treat stowaways with extra attention. The Captain or the crew will be responsible if something happen to a stowaway while onboard the ship. You must use diplomatic ways to deal with stowaways. Remember that they are onboard seeking refuge and they should not be maltreated.
You should never do the following on stowaways
You may probably hear about stowaways being thrown overboard. This kind of practice is not acceptable and it is punishable by law. If you remembered hearing a news about a “Chinese Captain” who allegedly thrown a stowaway while onboard a panamanian flag vessel. He was released after being jailed for five years at Panama.
“The stowaways were sent off the ship and left to fend for themselves at sea on two flat wooden rafts.” - The China Post
A related forum commented about a recent incident about a stowaway thrown overboard the ship.
“The stowaways were sent off the ship and left to fend for themselves at sea on two flat wooden rafts.” - Safety at Sea
It should never result to this kind of situation. As seafarer you must always remember “No one is left behind” and that includes stowaways.
An Officer in charge of the Navigational Watch or Officer of the Watch (OOW) as we all know comprises the Bridge Team. On merchant vessels, the watch duty officer is always accompanied with a look-out who is also a helmsman. In case the officer of the watch is a newly promoted officer, he will be performing his duties on the bridge under the watchful eyes of the Captain.
What is the Officer of the Watch responsibilities?
These are among the duties of an Officer of the watch. I’d like to point out something more about this matter, which I mostly notice on the bridge.
The role of the Officer of the Watch when the Master takes command of the ship
Most of the time I’ve noticed that some OOW would simply stand on the radar, drink a cup of coffee, but forgot the most important part of his job. You are on the bridge to check if the captain is giving the right orders on engine speed, rudder command, following the instructions of the VTS, and applying the COLREGS.
You are there to check that everything is under control. This also applies when the ship is under pilotage. Remember that the master has a lot of things running over his head. A lot of messages and telexes to send, and to answer. And you are the person that he shall depend on the bridge to achieve the safe navigation of the ship.
Commercial shipping gained a significant change over the years. With the increasing needs on ports and chartering, ship captains and officers faces several risk that connects to accomplishments of paperwork. Attempts to lessen paperwork by using computer format forms were adopted by other countries but not all of them.
An incident because of paperwork
A 44,788 dead weight product carrier tanker “Ficus” grounded Off the Bahamas coast. The tanker altered course to pick up a pilot off New Providence Island in Bahamas following a voyage from Curacao. The watchkeeping officer with a nine-month experience as an OOW (Officer of the Watch) was on the bridge with the OS (Ordinary Seaman). At the time of incident the OS acts as the lookout and helmsman at the same time.
The cause of accident
An inexperienced junior officer on the bridge altered course too early and lost his awareness. The master on the other hand got stuck in his cabin with the paperwork. The OOW was busy plotting the course, completing prearrival checklists, communicating with the bosun on pilot ladder preparations, and making repeated unsuccessful attempts to contact the pilot station.
“The principle that the master and crew should at all-time prioritise the safety of the vessel over routine administration”
The master got delayed in his cabin as he prepared a report on a commercial inspection of the vessel which shall be carried out in port. When he arrived on the bridge, the vessel was closer to land than expected, and any action to avoid it was too late.
The conclusion
The investigators concluded “Human Error” as the cause of incident, and recommend that bridge manning levels play a vital role on the passage plan.
An added bridge team member could help the OOW during arrival at the pilot station, and could have prevented grounding the vessel. The safety of the vessel is top priority. One of the big disadvantages of ISM is paperwork. In the digital era like us, paper reduction program should be an alternative. With fewer crew and more papers, it’s becoming an issue of stress and safety for ship officers.
Have your say about this article and comment on it. It’s your turn to be heard and be known.
Fatigue has a great effect on us. Human error caused by fatigue can cause a risk to life, property, and to the environment. It affects every seafarer. Do you know what causes fatigue on board the ship?
These are just some of it, but there’s a lot more to add to it. What I’m trying to say is that we must learn how to manage Fatigue. You must learn to protect yourself against fatigue.
We are all in the same ship. We must help and understand the needs of each individual to prevent fatigue.
Why choose to work at sea?
Many seafarers are like the example above. A lot of reason may contribute to a person’s decision of becoming a seafarer. I can still remember the question that my Captain asks me during my cadet days. “Why you choose to become a seafarer”? I give him a quick answer, “I want to become rich”. He said to me that if every seafarer would give the same reason that I did, it would be a selfish answer.
“The reason that we choose to become a seafarer is to give our family a better life and to encourage other mariners to become good at their job as a seafarer”.
Those are the humble words of the captain that I was lucky enough to serve with. The life onboard the ship cannot be compared on the life on land. We do our job in a more difficult environment. We seldom see the land. We expose ourselves to different kinds of weather. We see the same person every day. We work with different types of people in different countries. We work under pressure. So why choose to work at sea? It’s simply because we like the challenge and the adventure behind our work.
Why quit your job at sea?
Various reasons contribute to the seafarer’s decision of leaving the ship. A lot of person consider it personal or work related reasons. Here are 10 common reasons why they decide to leave the ship.
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Hari ini, 8 Jun adalah Hari Lautan Sedunia yang pertama kali diisytiharkan pada 8 Jun 1992 di Puncak Bumi, Rio de Janeiro di Brazil. Pengisytiharan ini adalah untuk meningkatkan kesedaran mengenai pentingnya laut kepada kehidupan manusia.
Tahukah kita bahawa peranan laut begitu menakjubkan sebagai pemampan? Ia memampan haba, gas rumah hijau karbon dioksida dan bahan cemar untuk mengimbangkan iklim bumi seterusnya melindungi manusia daripada perubahan mendadak kenaikan suhu bumi akibat proses pemodenan.
Berbanding pencemaran darat yang boleh dilihat dengan jelas dan lebih mudah diuruskan, pencemaran di laut tidak dapat disempadankan. Kesan buruknya akan dan sedang berlaku secara global dengan pesat namun tidak dapat dilihat dengan mata kasar. Malangnya kebutaan ini menyebabkan manusia kian angkuh dengan pelbagai aktiviti yang terus-menerus memusnahkan laut.
Sampah plastik, sisa industri dan minyak dikenalpasti sebagai angkara utama manusia yang mengganggu dan seterusnya membunuh habitat dan hidupan marin.
Meskipun dalam kepekatan yang kecil, komponen beracun pencemar ini mampu membantutkan kebolehan hidupan marin untuk membiak dan membesar.
Peningkatan drastik pencemaran laut berasaskan plastik sejak tahun 1940-an kini merupakan isu yang begitu meruncing. Setiap tahun puluhan ribu hidupan marin terkorban atau cacat akibat plastik. Malah ada kajian mendapati sekurang-kurangnya 30,000 hidupan mati terperangkap atau tercekik.
Di mata hidupan marin termasuk burung laut, penyu dan ikan paus, ampaian plastik kelihatan seperti makanan yang akhirnya membunuh hidupan itu akibat tercekik, keracunan atau tidak lalu makan disebabkan rasa 'kenyang'.
Selain itu, jaring, tali-tali pancing dan mata-mata kail berangkai yang tersangkut dan sengaja ditinggalkan kaki-kaki pancing juga banyak membunuh hidupan marin. Sekurang-kurangnya dianggarkan 77 tan metrik sampah berasaskan plastik dibuang setiap tahun oleh industri perkapalan dan tentera laut.
Manakala industri perikanan komersial pula telah meninggalkan 135 juta kilogram peralatan memancing berasaskan plastik dan membuang 24 juta kilogram lagi sampah plastik ke laut. Ini bermakna laut telah dijadikan tong pembuangan sampah sekiranya diambil kira dengan sampah dari sumber-sumber lain termasuk darat.
Sedangkan isunya, bahan plastik amat sukar terbiodegradasi dan mungkin kekal di dalam persekitaran laut sehingga 450 tahun.
Hakikat bahawa toksik sukar terurai ekoran jangka hayat yang panjang selain melalui jaringan makanan menyebabkan toksik ini terkumpul dan meracuni hidupan marin terutama haiwan bercengkerang.
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Di Malaysia, pencemaran sisa industri yang mengalir ke laut terutama di negeri-negeri perindustrian Pulau Pinang, Selangor dan Johor harus diberi perhatian. Ini kerana pencemaran itu boleh menjejaskan hidupan marin dan seterusnya sumber makanan dan ekonomi nelayan tradisional.
Sebagai contoh, kerang tempatan mengandungi kandungan logam berat plumbum dan lain-lain toksik yang tinggi sehingga dijadikan kes kajian institut pengajian tinggi (IPT) tempatan dan luar negara. Malah mungkin ramai yang masih ingat, tidak lama dahulu terdapat negara luar yang pernah menghalang pengimportan kerang dari negara kita.
Akibat lain, penternak kerang Sungai Juru, Pulau Pinang, yang merupakan pengeluar utama kerang negara, pernah dilaporkan kerugian sehingga separuh hasil kerang akibat mati, bantut atau cacat ekoran kualiti air laut di negeri itu yang terlalu buruk.
Padahal, penternakan kerang sebenarnya merupakan salah satu cabang akuakultur utama negara, dengan penghasilan kerang Anadara sp. sebanyak 40,000 tan metrik pada 1991.
Bagaimana pula dengan kesan pembuangan sisa minyak dan tumpahan dari kapal dan perang teluk terhadap persekitaran dan biodiversiti laut?
Tumpahan minyak paling buruk dalam sejarah adalah kapal tangki minyak Exxon Valdez pada 1989 yang pecah dan menumpahkan lebih 35,000 tan minyak mentah di perairan Prince Wiilian Sound di Alaska. Minyak bukan saja telah meliputi lebih 2,300 kilometer persegi permukaan laut malah dalam masa tiga hari, 50 peratus daripada minyak itu mendak di persisiran pantai.
Ini menyebabkan kematian ratusan ribu hidupan marin termasuk 13 peratus daripada populasi anjing laut, 28 peratus daripada populasi memerang laut dan sehingga 645,000 ekor burung laut.
Malah, hakikat bahawa minyak berskala besar tumpah ke dalam salah satu ekosistem marin terkaya dengan biodiversiti dunia telah menyebabkan kegemparan di serata dunia serta menimbulkan pelbagai kontroversi.
Apatah lagi, kajian selepas 15 tahun menunjukkan penyembuhan semula kawasan terjejas masih terlalu perlahan. Ini tidak berbaloi dengan kos besar AS $3 bilion yang telah dibelanjakan untuk membersihkan tumpahan tersebut.
Ini menunjukkan tiada cara atau teknologi pembersihan serta pemuliharaan pasca tumpahan minyak berskala besar yang efektif. Tragedi ini adalah bukti nyata bahawa tumpahan minyak berskala besar amat membinasakan.
Selain itu, Teluk Parsi pula merupakan laut yang paling kerap tercemar. Salah satu daripada puluhan pelantar minyak yang musnah dibedil semasa Perang Iran-Iraq misalnya, telah menumpahkan sebanyak 172 tan metrik minyak mentah setiap hari selama hampir tiga bulan.
Malapetaka tumpahan minyak terbesar dalam sejarah dunia pula berlaku hanya beberapa tahun kemudian iaitu semasa Perang Teluk 1991. Kali ini 800,000 tan metrik minyak mentah tertumpah sehingga menyebabkan sepanjang 570 kilometer persisiran pantai Arab Saudi dan dasar laut diliputi minyak.
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Justeru, selepas 16 tahun kesedaran mengenai laut diuar-uarkan di seluruh dunia, bagaimanakah tindak balas kita terhadap isu ini sekarang? Lupakah kita bahawa peranan laut sebagai pembekal keperluan asas manusia seperti makanan, oksigen dan air yang lebih besar melangkaui peranan dari ekosistem daratan?
Di negara ini, langkah mewujudkan Taman Laut Malaysia sebagai kawasan perlindungan laut sejak 1994 melalui Akta Perikanan 1985 dilihat sebagai permulaan yang baik bagi usaha pemuliharaan laut. Setakat ini sebanyak 40 pulau-pulau yang paling kaya dengan biodiversiti laut telah diwartakan sebagai Taman Laut dan beberapa lagi dalam kajian.
Namun persoalannya, sejauh manakah keberkesanan pelaksanaan dan penguatkuasaan pelbagai peraturan dan undang-undang bagi mencapai objektif sebenar memulihara semula laut? Adakah Jabatan Alam Sekitar, Jabatan Perikanan, Jabatan Perhutanan, Jabatan Taman Laut, Jabatan Kastam, Pelancongan Malaysia, Majlis-Majlis Perbandaran, Polis Marin dan lain-lain bekerjasama mengurus dan mengekalkan keaslian laut secara tegas dan lestari?
Peranan yang dimaksudkan termasuk menyekat penuaian hasil laut melampau, menghalang nelayan daripada menggunakan peralatan menangkap ikan yang dilarang atau diharamkan, menyekat penyeludupan dan pencerobohan nelayan asing, menghalang para pelawat terutama penyelam skuba yang mencuri dan merosakkan ekosistem terumbu karang atau mengganggu kehidupan semula jadi.
Kaedah Pengurusan Bersepadu Zon Pantai (ICZM) yang disebut-sebut sejak hampir 10 tahun lalu, bahkan telah diperincikan oleh pakar marin IPT tempatan perlu dilaksanakan dengan segera.
Sekiranya kita benar-benar peka, kaedah ini dapat dilakukan dengan mengaplikasikan sebaiknya kepakaran marin IPT tempatan yang sememangnya antara yang terbaik di Asia, selain menghadkan dengan tegas sebarang projek-projek pembangunan dan perindustrian baru.
lihara semula laut? Adakah Jabatan Alam Sekitar, Jabatan Perikanan, Jabatan Perhutanan, Jabatan Taman Laut, Jabatan Kastam, Pelancongan Malaysia, Majlis-Majlis Perbandaran, Polis Marin dan lain-lain bekerjasama mengurus dan mengekalkan keaslian laut secara tegas dan lestari?
Melindungi
Mampukah pegawai-pegawai jabatan dari peringkat pucuk hingga peringkat akar umbi melaksanakan tugas yang diamanahkan untuk melindungi dan mencari jalan mendapatkan cara eksploitasi laut terbaik demi kepentingan manusia sejagat di masa akan datang?
Peranan yang dimaksudkan termasuk menyekat penuaian hasil laut melampau, menghalang nelayan daripada menggunakan peralatan menangkap ikan yang dilarang atau diharamkan, menyekat penyeludupan dan pencerobohan nelayan asing, menghalang para pelawat terutama penyelam skuba yang mencuri dan merosakkan ekosistem terumbu karang atau mengganggu kehidupan semula jadi.
Kaedah Pengurusan Bersepadu Zon Pantai (ICZM) yang disebut-sebut sejak hampir 10 tahun lalu, bahkan telah diperincikan oleh pakar marin IPT tempatan perlu dilaksanakan dengan segera.
Sekiranya kita benar-benar peka, kaedah ini dapat dilakukan dengan mengaplikasikan sebaiknya kepakaran marin IPT tempatan yang sememangnya antara yang terbaik di Asia, selain menghadkan dengan tegas sebarang projek-projek pembangunan dan perindustrian baru.