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.
Hari ni Jumaat balik je sembahyang Jumaat terniat nak tulis sedikit entry...dah lame x berblogging so arini nak share terms2 yang digunakan oleh orang kapal....
Aft station = Bahagian belakang kapal/bahagian buritan kapal(digunakan ketika announcement stand-by mooring)
Frwd station = bahagian depan kapal (digunakan ketika announcement stand-by mooring)
EHQ (emergency Head Quarter) = Seperti balai bomba,disini adanya BA sets,lifeline,axe,fireman suit,tempat ini senang cakap macam balai bomba
Bosun Store = Tempat simpan barang-barang kerja budak-budak rating seperti tali, jet chisel dan barang-barang kerja untuk bosun. Dimiliki dan di jaga oleh bosun sepenuhnya.
Paint Store/shop = Tempat Simpan cat (interbond,interlack,intergard dan lain2)
Gangway = Tangga yang boleh diturunkan secara manual/mechanical untuk pilot naik atau digunakan ketika kapal alongside sewaktu di port.
contoh gangway
Poop deck = Bahagian belakang Deck kapal
Mooring winch = Drum yang digulungkan dengan Wire/tali digunakan sewaktu kapal alongside diikat pada berth dolphin.
Contoh mooring winches
Mast Riser = untuk keluarkan excessive pressure dalam tank. (commonly fitted on Tanker ship)
Rating = crew kapal atau kelasi kapal. supervise by Bosun atau Oiler.
Mess room = Tempat lepak santai bagi anak-anak kapal setelah penat bekerja.
Anchor = Sauh.
Galley = Tempat masak macam dapur la tapi kat kapal dipanggil galley.
Officer saloon = Tempat makan rasmi bagi officer dan engineer.
CCR = Atau nama panjangnya Cargo Control Room. Disinilah tempat penting proses Loading atau discharging. Tempat yang amat penting untuk C/O.
ECR = Engine Control Room. Tempat untuk engineer control bahagian-bahagian engine.
Bridge = Rumah kemudi untuk navigate kapal.
Muster Point = Tempat berkumpul ketika berlakunya kecemasan.
Medical chest = Tempat simpan ubat.
Ballast Tank = Ruang untuk diisikan air untuk stability kapal. Proses ballast atau de-ballast dilakukan ketika di port.
Cargo tank = Ruang untuk diisi minyak ataui gas di panggil cargo tank.
Cofferdam = Ruang di antara cargo-cargo tank.
Pilot = Orang yang akan alongsidekan kapal kerana dia lebih arif tentang keadaan perairan di kawasan perlabuhan tersebut.(berbeza dengan pilot kapal terbang) Dia juga akan berkomunikasi dan memberi arahan kepada tug bot .
Sekian dahulu..nanti ade apa2 yang terlintas dalam kepala aku tuliskan lagi kepada orang-orang kapal yang nak sumbangkan idea dialu-alukan =)
CARTAGENA (Sepanyol), 7 Okt (Bernama) -- Tentera Laut Diraja Malaysia bercadang menubuhkan sebuah pusat latihan kapal selam di pangkalannya di Teluk Sepanggar di Sabah yang akan menempatkan dua buah kapal selam TLDM jenis Scorpene.
"Kita akan menjalankan latihan di negara sendiri, dan kita telah memperoleh alat simulator bagi melatih warga kapal selam," kata Panglima TLDM Laksamana Datuk Abdul Aziz Jaafar kepada pemberita Malaysia pada raptai pelancaran kapal selam kedua jenis Scorpene itu di limbungan Navantia di sini pada Isnin.
Kapal selam itu akan dilancarkan secara rasmi dan dinamakan "KD Tun Razak" sempena nama perdana menteri kedua Tun Abdul Razak Hussein, oleh Raja Permaisuri Agong Tuanku Nur Zahirah pada Rabu. Seri Paduka Baginda akan berada di sini bersama Yang di-Pertuan Agong Tuanku Mizan Zainal Abidin.
Abdul Aziz berkata bahawa buat beberapa tahun pertamanya, TLDM akan terus mendapat bantuan dari Perancis dalam usaha menubuhkan pusat latihan itu dan meningkatkan keupayaan bagi melatih warga kapal selama Malaysia di pangkalan TLDM di Teluk Sepanggar berharga RM690 juta yang dijangka siap pada Februari tahun depan.
Malaysia menempah dua buah kapal selam baru jenis Scorpene berharga RM3.4 bilion pada 2002. Kapal selam itu dibina secara bersama oleh syarikat pembuat kapal Perancis, DCNS, dan rakan kongsinya, Navantia, dari Sepanyol yang telah membina kapal selam sejak 1888.
Kapal selam pertama TLDM yang dinamakan "KD Tunku Abdul Rahman" sempena nama perdana menteri pertama Tunku Abdul Rahman Putra Alhaj, dilancarkan di limbungan DCNS di Cherbourg, Perancis, pada Oktober tahun lepas.
"TLDM akan menyambut ulang tahunnya yang ke-75 pada 27 April 2009 dan ia akan menjadi lebih bermakna dengan adanya dua kapal selam ini," kata Abdul Aziz.
KD Tunku Abdul Rahman akan ditauliahkan pada 25 Jan 2009 dan akan belayar pulang ke Malaysia pada Mei dan dijangka tiba penghujung Julai tahun depan.
Abdul Aziz berkata KD Tunku Abdul Rahman akan menyertai Pameran Antarabangsa Maritim dan Udara Langkawi (LIMA) pada Disember 2009.
KD Tun Razak pula akan ditauliahkan pada 25 Okt 2009 dan akan belayar pulang ke Malaysia pada Januari 2010 dan dijangka tiba dua bulan selepas itu.
Seramai 142 pegawai dan anggota TLDM sedang menjalani latihan di Perancis untuk mengendalikan kedua-dua kapal selam TLDM itu yang akan lebih banyak digunakan di Laut China Selatan.
"Kita amat hargai kerjasama dan bantuan daripada tentera laut Perancis dan Sepanyol dalam menjayakan program latihan warga kapal selam kita," kata Abdul Aziz.
Katanya kapal selam itu merupakan satu aset penting kepada TLDM dalam tugas pengawasan, perisikan, serangan dan kerahan komando Paskal (Pasukan Khas Laut).
Kepada satu soalan, Abdul Aziz berkata pembelian kapal selam merupakan satu keperluan bagi sesebuah tentera laut termasuk TLDM.
"Pembelian kedua-dua kapal selam ini tidak boleh dilihat sebagai menandingi keupayaan tentera laut asing di rantau kita," katanya.
Beliau berharap kerajaan akan menimbang untuk membeli sebuah kapal sokongan pelbagai tugas untuk Angkatan Tentera Malaysia ekoran rampasan dua buah kapal dagang milik MISC Berhad oleh lanun di perairan Somalia baru-baru ini.
Katanya kapal sokongan pelbagai tugas itu dapat membantu MISC dan syarikat Malaysia yang lain mengendalikan kapal masing-masing dengan lebih selamat.
"TLDM akan terus membantu berdasarkan keperluan negara dan arahan kerajaan," katanya.
Dua buah kapal perang TLDM, KD Lekiu dan KD Inderapura, dan sebuah bot peronda, KD Pahang, ditugaskan memberi perlindungan kepada kapal-kapal MISC ekoran kejadian rampasan kapal MT Bunga Melati 2 dan MT Bunga Melati 5 masing-masingnya pada 19 Ogos dan 29 Ogos.
Kedua-dua kapal itu bersama krewnya telahpun dibebaskan.
As much as 450,000 gallons of crude oil may have spilled in a southeast Texas port when two vessels collided Saturday morning, but it's unclear whether that much actually leaked from the damaged tank, a U.S. Coast Guard official said.
No one was injured in the collision, but part of the Port of Port Arthur was closed and some nearby residents were evacuated for about seven hours.
According to Petty Officer Richard Brahm, the ship's crew members said they pumped 69,000 barrels from the damaged tank that carried 80,000 barrels, so they have 11,000 barrels — about 450,000 gallons — that they can't account for.
Several local officials said only 1,000 barrels, or about 42,000 gallons, of oil had been spilled into the water.
Brahm acknowledged that it doesn't look like hundreds of thousands of gallons of crude was in the water. He said some might still be in the damaged tank.
"We can't get in there and look at it," he said.
Fewer than 100 people were evacuated from the area following the collision, but they were allowed to go home by Saturday evening.
Port Arthur police Sgt. Ken Carona told television station KFDM that said hydrogen sulfide — a hazardous gas with a rotten egg smell — was emanating from the oil. He told the station that the levels weren't hazardous, but were a nuisance.
The mandatory evacuation order was lifted about 6 p.m., said Mike Free, a battalion chief with the Port Arthur fire department. He said he didn't know when the ships would be separated, but they would re-evaluate whether to order another evacuation then. He said the vessels were not expected to be separated Saturday night.
He said fire department monitors were no longer detecting hydrogen sulfide.
Greg Fountain, the Jefferson County emergency management coordinator, said there could be a risk of an explosion when the two metal vessels are separated.
"You never know where a fire source might come from," said Fountain, who said a shelter had been set up for evacuees at the city's recreation center.
Fire department spokeswoman Angell Thibodeaux said a 28-block area downtown was evacuated.
Coast Guard Petty Officer Renee Aiello said the crude spilled when an 800-foot tanker carrying oil collided with a towing vessel pushing two barges. The Coast Guard was notified of the collision around 9:50 a.m., she said.
The crash left a 15-by-8-foot hole in the tanker, Aiello said. The towing vessel then hit another tanker that was tied to a pier. Brahm said that tanker sustained some damage, but had no leaks.
Brahm said the Coast Guard, which is in charge of the cleanup, had contained the spilled oil with floating plastic barriers.
Port Arthur is about 90 miles east of Houston.
The damaged tanker, the Eagle Atome, is owned by AET Tankers, a Malaysian company with offices in Houston.
AET said in a statement that it was working with authorities to determine how much crude had spilled.
The Port Arthur spill is much smaller than the 11 million gallons spilled in Prince William Sound when the Exxon Valdez ran aground in 1989.
One of the worst shipping accidents in the area was the June 1990 spill from the Norwegian tanker Mega Borg. It leaked 4.3 million gallons of crude oil about 60 miles off Galveston.
Syarat ini perlu untuk menjadikan Malaysia sebuah negara maritim yang terkenal serta mempunyai standard tinggi
SIBU: Menteri Perumahan Datuk Amar Abang Johari Tun Abang Openg berkata, negara perlu melahirkan pelaut atau kelasi kapal yang terlatih jika mahu menjadi sebuah negara maritim yang terkenal serta mempunyai standard yang tinggi.
Katanya, dunia hari ini telah berubah dan cara belayar serta peralatan pelayaran juga telah berubah di mana seorang pelaut yang mahir memerlukan kemahiran tertentu untuk mengendali dan menguruskan sesebuah kapal.
“Dahulu seseorang boleh menjadi pelaut asal pandai berenang. Namun kini seorang pelaut memerlukan satu latihan yang mempunyai standard yang diiktiraf oleh masyarakat antarabangsa.
“Pengiktirafan ini penting bagi membolehkan sesebuah kapal itu dilindungi insurans, selain memastikan anak kapal serta peralatan yang diguna juga diiktiraf,” ujarnya ketika berucap merasmikan Majlis Penyampaian Sijil Pegawai Dek dan Marin Rating Pusat Latihan Pelita Maslaut di sebuah hotel di sini, semalam.
Hadir sama ialah Penolong Pengarah Jabatan Pembangunan Negeri Sarawak Nasaruddin Ismail, Pengarah Urusan Pelita Maslaut Masni Amit serta Pengurus Operasi Mohd. Safrin Masni.
Menurut Abang Johari, masa depan seorang pelaut di kawasan tengah Sarawak adalah cerah memandangkan ianya menempatkan kawasan Koridor Tenaga Boleh Diperbaharui (SCORE). Katanya, industri perkapalan diperlukan bagi membawa keluar hasil dari SCORE seperti aluminium, bahan makanan, dan sebagainya ke negara luar.
“Jika ianya dibawa menggunakan kapal, sudah pasti kita mahu barangan tersebut sampai ke destinasi dengan selamat serta dibawa oleh mereka yang pakar dalam pengangkutan ini,” jelas beliau.
Abang Johari menambah, adalah harapan kerajaan negeri dan pusat untuk melahirkan ramai tenaga mahir atau modal insan yang mempunyai kepakaran dan kemahiran dalam bidang tertentu.
Kerajaan katanya juga telah mengenal pasti kawasan Sibu, Tanjung Manis dan Mukah sebagai tempat bagi memberikan latihan kepada mereka yang ingin menceburi bidang maritim.
Sehubungan itu jeloas beliau, Pelita Akademi boleh mengkaji untuk memperluaskan akademi dan seterusnya mendapatkan tenaga pengajar yang terlatih serta peralatan yang dikehendaki dalam pelayaran moden bagi menampung permintaan.
HAJi MASNI (right) and Albert Ling exchange the MOU documents as Marzuki (centre) other officials look on.
Roger Duyong
SIBU: Pelita Maslaut Training Centre, one of two maritime training centres in Sarawak, hopes to increase its student’s intake to 90 annually soon. It is also the only Bumiputera training centre which was established in 2001. Pelita Maslaut Training Centre and Jaya Coastal Transport Sdn Bhd signed a memorandum of understanding (MOU) yesterday to cement a formal relationship between the two. Albert Ling, chairman of Jaya Coastal signed on behalf of his company, while Pelita Maslaut was represented by its managing director, Hj. Masni b. Amit. “The purpose of the MOU is to cement the working relationship between the two companies which has been going on for the past two years,” Masni said, telling journalists at the function. So far, he said at least about seventy former students from the Maslaut had undergone practical training at Jaya Coastal and subsequently hired to work for the company, which is a shipping company. “We will continue to work together to help our young and aspiring people to achieve their dream career in the shipping line as seafarers,” he said. Meanwhile, Albert Ling said he was happy with the quality of students produced from the Centre saying that his company’s need was duly met with the students being hired by it. “We are happy to note that the supply of students that we have received from Pelita Maslaut have been able to meet our need. “It is not easy to get trained people in this line, but the students are equipped with enough basic knowledge to take on the practical training they will undergo onboard our ships. Many of them are hired by us,” he told journalists. “In fact, after having worked with Pelita Maslaut, we have avoided the headache of acquiring seafarers,” Albert quipped. Asked on the imbalance of seafarers employed in the industry, Albert said his company would work toward more employing Malaysians than foreigners. It said that the current ration is that 70% of the seafarers are foreigners while the 30% are Malaysians. “We are aware of the situation and as such we are working towards fulfilling the request from the government to have a balanced ratio of workers or seafarers in our shipping companies. “We are looking at achieving an 80% - 20% ratio in our company. The eighty percent will consist of Malaysian seafarers, while the remaining number will be foreign experts,” he said, without giving any date line for achieving it. “That’s why I would like to urge our young local people to get into this line of work. This career has become very sophisticated, the salary and benefits are good and the future is excellent. “But, when there’re no locals, we have to hire foreigners to meet our need,” he stressed. Meanwhile, Bernama reported that Pelita Maslaut would be signing more memorandums of understanding (MoU) for the supply of trained seafarers with a few more companies in the state soon. With the MoU, Pelita Maslaut will supply more trained seafarers to the company who have undertaken to employ them. Pelita Maslaut which accepts students from Sabah and the other states in the Peninsular, offers courses in basic safety training, advance fire fighting, shipboard management and medical first aid. It also offer courses in survival craft, radar observation, radar operator, electronic navigational aids, tanker familiarisation and others.
Kapal Bunga Mas Lima (BM5) setelah siap diubahsuai sepenuhnya menjadi kapal auxiliary TLDM.
TENTERA Laut Diraja Malaysia (TLDM) melakukan pelbagai inisiatif dalam usaha mencari penyelesaian untuk melindungi kapal-kapal dagang Malaysia terutamanya kapal milik MISC Bhd. yang melalui perairan Teluk Aden, Somalia.
Usaha ini juga ekoran daripada berlakunya rampasan dua buah kapal milik MISC iaitu Bunga Melati Dua dan Bunga Melati Lima di perairan Teluk Aden pada tahun lalu. Selain itu juga TLDM turut mengendalikan Operasi Fajar sejak 29 Ogos tahun lalu bagi melindungi kapal-kapal dagang Malaysia .
Sehingga kini TLDM telah menghantar lima buah kapal iaitu KD Lekiu, KD Sri Inderapura, KD Mahawangsa, KD Sri Indera Sakti dan KD Hang Tuah dalam menyokong misi tersebut.
Operasi yang telah melalui fasa keempatnya di mana kapal KD Sri Inderapura dipertanggungjawabkan menjaga perairan dan kapal-kapal dagang Malaysia akan berakhir 20 Jun nanti.
Berdasarkan kepada penilaian ancaman lanun di kawasan tersebut, penugasan ini dijangka akan berlarutan ke satu tempoh yang tidak dapat dipastikan.
Pelaksanaan operasi yang akan berlarutan ini telah menjejaskan keupayaan pengoperasian TLDM akibat daripada kekangan aset dan ketiadaan peruntukan yang khusus untuk melaksanakan operasi 'ad hoc' ini.
Selaras dengan kerumitan dan ancaman lanun yang sering berlaku di perairan Teluk Aden, MISC Berhad, dengan kerjasama TLDM dan Majlis Keselamatan Negara (MKN), telah berjaya mengubahsuai kapal kontena Bunga Mas Lima (BM5) kepada sebuah kapal auxiliary (bantuan dan tugas-tugas khas)TLDM bagi tujuan mengiringi dan melindungi kapal-kapal MISC yang melalui Teluk Aden.
Pengubahsuaian ini juga berikutan insiden rampasan dua kapal MISC, Bunga Melati Dua dan Bunga Melati Lima.
BM5 ialah sebuah kapal kontena bersaiz 699 TEU dan kapal dagang pertama di Malaysia yang diubahsuai sebagai sebuah kapal auxiliary TLDM. Kerja-kerja pengubahsuaian telah dijalankan oleh Malaysia Marine and Heavy Engineering Sdn. Bhd. (MMHE), anak syarikat MISC, di limbungan kapal MMHE, Pasir Gudang, Johor.
Melalui pengoperasian BM5, kapal tersebut dikenali sebagai kapal auxiliary TLDM. Sejajar dengan perkembangan ini, KD Sri Inderapura yang kini bertugas di Teluk Aden akan kembali ke Malaysia pada akhir bulan Jun nanti dan tugasnya akan diambil alih oleh BM5.
Berdasarkan undang-undang antarabangsa, kapal auxiliary adalah kapal selain dari kapal perang yang dimiliki atau di bawah kawalan pemerintahan tentera. Ia dioperasikan oleh kerajaan dan diberi keistimewaan 'sovereign immunity'.
Kapal auxiliary TLDM dianggotai oleh krew MISC dan anggota tetap Angkatan Tentera Malaysia (ATM). Kesemua krew MISC telah diserap sebagai anggota Pasukan Simpanan Sukarela TLDM (PSSTLDM) dan telah menjalani latihan asas ketenteraan.
Krew MISC akan menjalankan urusan navigasi dan senggaraan terhadap kapal manakala pegawai dan anggota TLDM yang berada di kapal pula bertanggungjawab bagi semua operasi yang melibatkan keselamatan.
Bagi MISC, projek pengubahsuaian dan pengoperasian kapal BM5 membuktikan komitmen syarikat tersebut terhadap keselamatan para pekerja serta kapal-kapal MISC terutama dari segi ancaman lanun yang semakin meningkat juga membahayakan operasi MISC di Teluk Aden.
Bagi TLDM pula, konsep pengoperasian kapal auxiliary TLDM merupakan salah satu komponen penting dalam merealisasikan hasrat dan impian negara khususnya ATM yang mengamalkan konsep Pertahanan Menyeluruh seperti yang terkandung di dalam Dasar Pertahanan Negara.
Majlis pengoperasian kapal auxiliary TLDM telah diadakan di limbungan kapal MMHE di Pasir Gudang baru-baru ini bagi meraikan kejayaan projek pengubahsuaiannya.
Turut hadir di majlis tersebut adalah Timbalan Menteri Pertahanan Malaysia, Datuk Dr. Abdul Latif Ahmad; Panglima Tentera Laut, Laksamana Datuk Sri Abdul Aziz Jaafar dan Ketua Pegawai Eksekutif MISC Berhad, Amir Hamzah Azizan dan Pegawai Memerintah BM5 dari PSSTLDM, Komander Ahmad Zaki Abdullah.
Sementara itu, Abdul Aziz dalam ucapannya berkata, sehingga kini TLDM telah membelanjakan lebih daripada RM48.5 juta untuk menjayakan misi nasional ini.
Menurutnya, berdasarkan kekangan-kekangan yang timbul, TLDM akhirnya membentuk satu perkongsian strategik dengan MISC untuk mencari penyelesaian jangka panjang dengan menyerapkan salah satu kapal MISC ke dalam inventori TLDM bagi melaksanakan operasi memantau dan menjaga kapal-kapal dagang Malaysia di perairan Teluk Aden, Somalia.
"Pada hakikatnya, konsep kapal auxiliary TLDM bukan suatu perkara baru dan ia telah wujud sejak perang dunia yang pertama.
"Sejarah Malaysia telah menunjukkan bahawa semasa perang dunia yang kedua, kesemua kapal-kapal dagang yang dimiliki oleh Tanah Melayu pada ketika itu, Singapura dan Hong Kong telah diubahsuai ke kapal dagang bersenjata melalui pewartaan authority of shipping di antara pihak admirality dan Kementerian Pengangkutan di London," katanya.
Abdul Aziz berkata, konsep kerjasama antara TLDM dan syarikat perkapalan negara yang wujud sejak sekian lama ini masih lagi diteruskan oleh kebanyakan negara membangun terutamanya negara-negara kuasa besar maritim.
Katanya, ia bertujuan memastikan agenda pembangunan negara dapat diteruskan baik semasa aman mahupun konflik.
Beliau berkata, berdasarkan kepada konsep tersebut, TLDM bersama-sama MISC telah mencari jalan alternatif dalam mencari penyelesaian terbaik dalam mempertahankan aset-aset berkepentingan negara di perairan Teluk Aden.
"Perbincangan berterusan antara kedua-dua pihak telah membuahkan hasil apabila kapal BM5 telah dipilih untuk menjayakan rancangan ini.
"Kini, kapal tersebut telah diubahsuai dan bersedia sebagai sebuah platform yang bersesuaian untuk melaksanakan operasi ketenteraan ini," jelasnya.
Tambahnya lagi, antara penambahan dan pengubahsuaian yang telah dilaksanakan adalah seperti berikut:
1. Penukaran warna kapal mengikut spesifikasi warna kapal TLDM
2. Penambahan kemudahan untuk menempatkan anggota ATM
3. Penambahan ruang senjata ringan
4. Penambahan ruang komunikasi dan perubatan
5. Kemudahan tapak pendaratan helikopter dan bot untuk kegunaan pasukan elit TLDM.
Jelasnya, kapal auxiliary TLDM akan diletakkan di bawah pemerintahan TLDM di mana pegawai memerintah BM5 bertanggungjawab ke atas pengendalian dan pengoperasian kapal manakala tugasan operasi dan keselamatan Operasi Fajar di bawah tanggungjawab pasukan ATM yang ditempatkan.
Katanya, BM5 ini juga akan dilengkapi dengan peralatan-peralatan seperti Helikopter Super Lynx dan Bot Tempur yang akan dianggotai oleh anggota tetap ATM dari KD Panglima Hitam, pasukan udara TLDM, pasukan bantuan TLDM dan pasukan perubatan ATM bagi melaksanakan operasi defensif mahupun ofensif jika diperlukan.
Sejarah tercipta buat negara dengan ketibaan kapal selam pertama Tentera Laut Diraja Malaysia, KD Tunku Abdul Rahman, di pangkalan KD Sultan Abdul Aziz Shah, di Pulau Indah di Pelabuhan Kelang hari ini.
Ketibaannya disambut oleh Yang di-Pertuan Agong Tuanku Mizan Zainal Abidin yang disertai Sultan Selangor Sultan Sharafuddin Idris Shah selaku Kapten Yang Dipertua TLDM, Raja Muda Selangor Tengku Amir Shah, Perdana Menteri Datuk Seri Najib Tun Razak, Timbalan Perdana Menteri Tan Sri Muhyiddin Yassin dan Menteri Pertahanan Datuk Seri Dr Ahmad Zahid Hamidi.
Turut hadir ialah Panglima Angkatan Tentera Malaysia Jen Tan Sri Azizan Ariffin, Panglima TLDM Laksamana Tan Sri Abdul Aziz Jaafar dan Ketua Polis Negara Tan Sri Musa Hassan dan juga anggota keluarga anak kapal KD TAR.
KD TAR, yang dikendali oleh 32 orang pegawai dan anggota diketuai Pegawai Memerintah Komander Zulhelmey Ithnain merapat ke jeti pada 9.20 pagi, dengan anak kapalnya melambai-lambai ke arah orang ramai.
Tuanku Mizan dan Sultan Selangor serta Tengku Amir Shah bersama Najib, Muhyiddin, Ahmad Zahid, Panglima ATM, Panglima TLDM dan Ketua Polis Negara kemudiannya diiring masuk melawat ke dalam kapal selam pertama negara itu.
Sempena ketibaan KD TAR, Yang di-Pertuan Agong berkenan untuk melancarkan setem kenangan dan sampul surat hari pertama yang dikeluarkan oleh Pos Malaysia dengan kerjasama TLDM bagi mengiktiraf aset pertahanan negara itu.
KD TAR mula belayar dari tempat ianya dibina di Toulon, Perancis, pada 11 Julai dan mengambil masa 54 hari untuk tiba di Pelabuhan Klang dengan melakukan persinggahan di Jeddah, Djibouti dan Cochin di India.
Semasa dalam pelayaran pulang kapal selam itu telah melakukan penyelaman selama 32 hari, belayar di permukaan selama 10 hari dan selebihnya singgah di pelabuhan.
KD TAR adalah antara dua kapal selam baru jenis Scorpene yang ditempah oleh kerajaan pada 2002 dengan kos pembelian berjumlah RM3.4 bilion. Ia dibina secara bersama oleh DCNS dari Perancis dan Navantia, syarikat pembuat kapal selam dari Sepanyol.
Sebuah lagi, yang dinamakan KD Tun Razak, akan ditauliahkan pada Oktober ini dan dijangka tiba di Malaysia pada Mac tahun depan.
KUALA LUMPUR, Feb 12 — Angkatan Tentera Malaysia (ATM) mengesahkan terdapat kerosakan pada sistem saluran air bertekanan tinggi pada kapal selam pertama negara, KD Tunku Abdul Rahman menyebabkan aset strategik itu tidak boleh menyelam kerana dikhuatiri membahayakan.
Bagaimanapun menurut Panglima Tentera Laut, Tan Sri Abdul Aziz Jaafar kerosakan mekanikal yang dikesan pada 7 Januari lalu ketika kerja-kerja penyelenggaraan dilakukan di Pangkalan Kapal Selam, Teluk Sepanggar itu tidak membimbangkan kerana hanya melibatkan sistem sokongan kapal.
Ia menjadi perhatian ketika Kementerian Pertahanan berhadapan dengan isu enjin jet pesawat TUDM hilang dan rahsia pertahanan dilaporkan dijual kepada negara asing.
“Kerosakan itu melibatkan bahagian yang menyalurkan tekanan air keluar masuk dan ini menyebabkan kapal tersebut gagal dilancarkan ke bawah permukaan air.
“Ia berlaku ketika kapal selam berada di limbungan kering dan bukannya semasa operasi,” kata beliau dipetik akhbar tempatan.
Kapal selam pertama negara itu gagal menyelam berikutan masalah teknikal yang dialami sejak tiga bulan lepas.
Jelas Abdul Aziz, kerosakan itu sedang dibaik pulih oleh kontraktor yang dilantik dan dijangka KD Tunku Abdul Rahman akan memulakan ujian perairan tropika pertamanya pada 18 Feb ini sebelum diteruskan dengan ujian persenjataan pada Mac.
“Kerosakan kecil seperti ini memang perkara biasa kepada mana-mana sistem persenjataan baru dan KD Tunku Abdul Rahman masih lagi dalam tempoh jaminan oleh syarikat pembuat iaitu DCNS.
“Namun, kami tetap memandang serius perkara ini walaupun kerosakan tersebut tidak mengganggu sistem utama kapal selam itu,” jelasnya.
Beliau turut mengesahkan bahawa kapal selam yang sama juga pernah mengalami kerosakan di bahagian sistem penyejuk air laut tetapi telah dibaiki pada 17 Dis lalu.
Ditanya jaminan masalah sama tidak akan berlaku pada kapal selam kedua, KD Tun Abdul Razak, beliau berkata ujian terperinci dilaksanakan secara berterusan ke atas kapal selam tersebut yang dijangka tiba pada 31 Mei ini.
Kapal selam Scorpene buatan Perancis dengan kerjasama Sepanyol yang diperoleh negara merupakan kapal selam tempur berenjin diesel antara paling canggih di dunia buat masa ini.
KD Tunku Abdul Rahman dan KD Tun Abdul Razak yang dilengkapi sehingga 18 torpedo juga boleh melancarkan peluru berpandu anti-kapal permukaan Exocet SM-39, pada masa yang sama turut membawa 30 pemusnah periuk api serta mampu menyelam sehingga kedalaman 300 meter.
For this time i'll explain regarding safe navigation watch on board. This is the very important for navigator to navigate safely ship from point A to point B. Lets we discuss and share together what is safe navigation watch on board....
1. What are the duties of a watchkeeping navigational officer and procedures required to keep a safe navigational watch.
The officer in charge of the navigational watch shall: • keep the watch on the bridge; • in no circumstances leave the bridge until properly relieved; • continue to be responsible for the safe navigation of the ship, despite the presence of the master on the bridge, until informed specifically that the master has assumed that responsibility and this is mutually understood; and notify the master when in any doubt as to what action to take in the interest of safety. During the watch the course steered, position and speed shall be checked at sufficiently frequent intervals, using any available navigational aids necessary, to ensure that the ship follows the planned course. The officer in charge of the navigational watch shall have full knowledge of the location and operation of all safety and navigational equipment on board the ship and shall be aware and take account of the operating limitations of such equipment. The officer in charge of the navigational watch shall not be assigned or undertake any duties which would interfere with the safe navigation of the ship. Officers of the navigational watch shall make the most effective use of all navigational equipment at their disposal. When using radar, the officer in charge of the navigational watch shall bear in mind the necessity to comply at all times with the provisions on the use of radar contained in the International Regulations for Preventing Collisions at Sea, in force. In cases of need the officer in charge of the navigational watch shall not hesistate to use the helm, engines and sound signalling apparatus. However, timely notice of intended variations of engine speed shall be given where possible or effective use made of UMS engine controls provided on the bridge in accordance with the applicable procedures. Officers of the navigational watch shall know the handling characteristics of their ship, including its stopping distances, and should appreciate that other ships may have different handling characteristics. A proper record shall be kept during the watch of the movements and activities relating to the navigation of the ship.
It is of special importance that at all times the officer in charge of the navigational watch ensures that a proper look-out is maintained. In a ship with a separate chart room the officer in charge of the navigational watch may visit the chart room, when essential, for a short period for the necessary performance of navigational duties, but shall first ensure that it is safe to do so and that proper look-out is maintained. Operational tests of shipboard navigational equipment shall be carried out at sea as frequently as practicable and as circumstances permit, in particular before hazardous conditions affecting navigation are expected. Whenever appropriate, these tests shall be recorded. Such tests shall also be carried out prior to port arrival and departure.
The officer in charge of the navigational watch shall make regular checks to ensure that: • the person steering the ship or the automatic pilot is steering the correct course; • the standard compass error is determined at least once a watch and, when possible, after any major alteration of course; the standard and gyro-compasses are frequently compared and repeaters are synchronized with their master compass; • the automatic pilot is tested manually at least once a watch; • the navigation and signal lights and other navigational equipment are functioning properly; • the radio equipment is functioning properly in accordance with paragraph 86 of this section; and • the UMS controls, alarms and indicators are functioning, properly. The officer in charge of the navigational watch shall bear in mind the necessity to comply at all times with the requirements in force of the International Convention for the Safety of Life at Sea, (SOLAS) 1974. The officer of the navigational watch shall take into account: • the need to station a person to steer the ship and to put the steering into manual control in good time to allow any potentially hazardous situation to be dealt with in a safe manner; and • that with a ship under automatic steering it is highly dangerous to allow a situation to develop to the point where the officer in charge of the navigational watch is without assistance and has to break the continuity of the look-out in order to take emergency action.
Officers of the navigational watch shall be thoroughly familiar with the use of all electronic navigational aids carried, including their capabilities and limitations, and shall use each of these aids when appropriate and shall bear in mind that the echo-sounder is a valuable navigational aid. The officer in charge of the navigational watch shall use the radar whenever restricted visibility is encountered or expected, and at all times in congested waters having due regard to its limitations. The officer in charge of the navigational watch shall ensure that range scales employed are changed at sufficiently frequent intervals so that echoes are detected as early as possible. It shall be borne in mind that small or poor echoes may escape detection. Whenever radar is in use, the officer in charge of the navigational watch shall select an appropriate range scale and observe the display carefully, and shall ensure that plotting or systematic analysis is commenced in ample time. The officer in charge of the navigational watch shall notify the master immediately: • if restricted visibility is encountered or expected; • if the traffic conditions or the movements of other ships are causing concern; • if difficulty is experienced in maintaining course; • on failure to sight land, a navigation mark or to obtain soundings by the expected time; • if, unexpectedly, land or a navigation mark is sighted or a change in soundings occurs; • on breakdown of the engines, propulsion machinery remote control, steering gear of any essential navigation equipment, alarm or indicator; • if the radio equipment malfunctions; • in heavy weather, if in any doubt about the possibility of weather damage; • if the ship meets any hazard to navigation, such as ice or a derelict; and • in any other emergency or if in any doubt. Despite the requirement to notify the master immediately in the foregoing circumstances, the officer in charge of the navigational watch shall in addition not hesitate to take immediate action for the safety of the ship, where circumstances so require. The officer in charge of the navigational watch shall give watchkeeping personnel all appropriate instructions and information which will ensure the keeping of a safe watch, including a proper look-out.
2. The correct procedure for handing over and receiving a watch at sea including reasons for not handing over the watch.
Prior to taking over the watch relieving officers shall satisfy themselves as to the ship’s estimated or true position and confirm its intended track, course and speed, and UMS controls as appropriate and shall note any dangers to navigation expected to be encountered during their watch. Relieving officers shall personally satisfy themselves regarding the: • standing orders and other special instructions of the master relating to navigation of the ship, • position, course, speed and draught of the ship; • prevailing and predicted tides, currents, weather, visibility and the effect of these factors upon course and speed; • procedures for the use of main engines to manoeuvre when the main engines are on bridge control; and • navigational situation, including but not limited to: the operational condition of all navigational and safety equipment being used or likely to be used during the watch, the errors of gyro and magnetic compasses, the presence and movement of ships in sight or known to be in the vicinity, the conditions and hazards likely to be encountered during the watch, and the possible effects of heel? trim, water density and squat on under keel clearance. If at any time the officer in charge of the navigational watch is to be relieved when a manoeuvre or other action to avoid any hazard is taking place, the relief of that officer shall be deferred until such action has been completed. The officer in charge of the navigational watch shall not hand over the watch to the relieving officer if there is reason to believe that the latter is not capable of carrying out the watchkeeping duties effectively, in which case the master shall be notified. The relieving officer shall ensure that the members of the relieving watch are fully capable of performing their duties, particularly as regards their adjustment to night vision. Relieving officers shall not take over the watch until their vision is fully adjusted to the light conditions.
3. Describe any item needing special attention during watchkeeping under different conditions and in different areas.
Clear weather The officer in charge of the navigational watch shall take frequent and accurate compass bearings of approaching ships as a means of early detection of risk of collision and bear in mind that such risk may sometimes exist even when an appreciable bearing change is evident, particularly when approaching a very large ship or a tow or when approaching a ship at close range. The officer in charge of the navigational watch shall also take early and positive action in compliance with the applicable International Regulations for Preventing Collisions at Sea, 1972 and subsequently check that such action is having the desired effect. In clear weather, whenever possible, the officer in charge of the navigational watch shall carry out radar practice. Restricted visibility When restricted visibility is encountered or expected, the first responsibility of the officer in charge of the navigational watch is to comply with the relevant rules of the International Regulations for Preventing Collisions at Sea, 1972 with particular regard to the sounding of fog signals, proceeding at a safe speed and having the engines ready for immediate manoeuvre. In addition, the officer in charge of the navigational watch shall: .1. inform the master; .2. post a proper look-out; .3. exhibit navigation lights; and .4. operate and use the radar. In hours or darkness The master and the officer in charge of the navigational watch when arranging look-out duty shall have due regard to the bridge equipment and navigational aids available for use, their limitations; procedures and safeguards implemented.
Coastal and congested waters The largest scale chart on board, suitable for the area and corrected with the latest available information, shall be used. Fixes shall be taken at frequent intervals, and shall be carried out by more than one method whenever circumstances allow. The officer in charge of the navigational watch shall positively identify all relevant navigation marks.
Navigation with pilot on board Despite the duties and obligations of pilots, their presence on board does not relieve the master or officer in charge of the navigational watch from their duties and obligations for the safety of the ship. The master and the pilot shall exchange information regarding navigation procedures, local conditions and the ship’s characteristics. The master and/or the officer in charge of the navigational watch shall co-operate closely with the pilot and maintain an accurate check on the ship’s position and movement. If in any doubt as to the pilot’s actions or intentions, the officer in charge of the navigational watch shall seek clarification from the pilot and, if doubt still exists, shall notify the master immediately and take whatever action is necessary before the master arrives.
Ship at anchor If the master considers it necessary, a continuous navigational watch shall be maintained at anchor. While at anchor, the officer in charge of the navigational watch shall: .1. determine and plot the ship’s position on the appropriate chart as soon as practicable; .2. when circumstances permit, check at sufficiently frequent intervals whether the ship is remaining securely at anchor by taking bearings of fixed navigation marks or readily identifiable shore objects; .3. ensure that proper look-out is maintained; .4. ensure that inspection rounds of the ship are made periodically; .5. observe meteorological and tidal conditions and the state of the sea; .6. notify the master and undertake all necessary measures if the ship drags anchor; .7. ensure that the state of readiness of the main engines and other machinery is in accordance with the master’s instructions; .8. if visibility deteriorates, notify the master; .9. ensure that the ship exhibits the appropriate lights and shapes and that appropriate sound signals are made in accordance with all applicable regulations; and .10. take measures to protect the environment from pollution by the ship and comply with applicable pollution regulations.
S.A.R.T. stands for Search And rescue Transponder, when activated, and vessel with a radar that is operating in the 9Ghz bandwidth will be able to home on your vessel (or liferaft).
S.A.R.T Detecting on 3cm RADAR
Over 5 miles will give the above effect on radar once the SART has been activatedBetween 1-5 miles will give the above effect on radar once the SART has been activatedUnder 1 mile will give the above effect on radar once the SART has been activated
To activate a S.A.R.T;
(1) Remove the S.A.R.T. from it's container
(2) Pull the safety pin from the S.A.R.T.
(3) Check the RED light is on
(4) In onboard the vessel, try and get it as high as possible
(5) If in a Liferaft, mount it on top of the liferaft
Technical Information;
Battery Renewal - 4 years
Type of battery - Lithium
Operating life span - 100 hours in stand-by mode and 8 hours when continuously sending a signal
Serviced every 2 years
Monthly tests - turn the switch on the S.A.R.T. to test mode, hold for a few seconds, an audible alarm will sound and the light will flash
(As soon as you see the light and hear the sound you should switch it off, leaving it on will activate the S.A.R.T.
1 The Organization has been informed that in a number of recent passenger ship fires, some of which have resulted in a high number of fatalities, the crew's performance during fire emergencies has been inadequate.
2 On-board personnel should receive periodic training and drills to become well versed in fire-fighting and fire safety measures. Resolution A.437 (XI) "Training of crews in fire-fighting" contains information on land-based fire-fighting training for marine personnel. Land training is essential, but by itself insufficient. The crew should know how to deal with fires on their ship because even the location of fire-fighting equipment on '1sister11 ships may vary from ship to ship. The common practice of transferring crew members from one ship to another at frequent intervals means that without on-board training and drills they may not become sufficiently familiar with the fire safety features of the ship on which they are serving.
3 Current regulations in chapter 11-2 of the 1974 SOLAS Convention, as amended, do not require on-board training or drills for fire emergencies and although chapter III requires that fire drills be held at monthly intervals in cargo ships, at weekly intervals in passenger ships, and lays down various other requirements regarding the conduct and recording of fire drills (see regulations 18, 25, 51 and 52), its detailed requirements for fire drills are not considered sufficient.
4 The Maritime Safety Committee, at its fifty-eighth session, agreed that the SOLAS Convention, as amended, should be further amended to contain a new regulation covering on-board training and fire drills.
5 Further, the Maritime Safety Committee, recognizing the need to increase the state of awareness on board ships, instructed the Sub-Committee to prepare appropriate guidance for Governments and owners and operators in the conduct of on-board fire training and fire drills.
6 Annex I shows amendments to the Convention concerning fire drills and on-board training approved by the Committee, at its fifty-eighth session. Annex 2 provides guidance for incorporating these requirements into the crew's routine through minimum standards for on-board fire training and drills.
7 Member Governments are invited to give effect, as early as possible, to the draft new regulation to the 1974 SOLAS Convention, as amended, as contained in annex I, pending the adoption of an amendment to the Convention, and additionally to encourage ship owners, ships' crews and port fire brigades to co-operate in practicing fire drills in port locations to ensure more efficient fire-fighting arrangements at such locations.
ANNEX 1
DRAFT NEW REGULATION OF THE 1974 SOLAS CONVENTION
Fire drills and on-board training
1 Fire drills
1.1 Each member of the crew shall participate in at least one fire drill every month. A drill shall take place within 24 h of the ship leaving port if more than 25% of the crew has not participated in a fire drill on board that particular ship during the previous month. The Administration may accept other arrangements that are at least equivalent for those classes of ships for which this is impracticable.
1.2 In passenger ships, a fire drill with the participation of the crew shall take place weekly.
1.3 Each fire drill shall include:
.1 reporting to stations and preparing for the duties described in the fire muster list required by regulation 11118;
.2 starting of a fire pump, using at least the two required jets of water to show that the system is in proper working order;
.3 checking fireman's outfit and other personal rescue equipment;
.4 checking the relevant communication equipment;
.5 checking the operation of watertight doors, fire doors and fire dampers;
.6 checking the necessary arrangements for subsequent abandoning of the ship.
1.4 Fire drills shall, as far as practicable, be conducted as if there were an actual emergency.
1.5 Fire drills should be planned in such a way that due consideration is given to regular practice in the various emergencies that may occur depending on the type of ships and the cargo.
2 On-board training and instructions
On-board training and instruction in the use of the ship's fire-extinguishing appliances shall be given at the same intervals as the drills. Individual instruction may cover different parts of the ship's fire-extinguishing appliances, but all the ship's fire-extinguishing appliances shall be covered within a period of two months. Each member of the crew shall be given the necessary instructions for their assigned duty.
3 Availability of fire-extinguishing appliances
3.1 Fire-extinguishing appliances shall be kept in good order and be available for immediate use at all times.
3.2 The equipment used during drills shall immediately be brought back to fully operational condition and any faults and defects discovered during the drills shall be remedied as soon as possible.
4 Records
The date and details of the fire drills shall be recorded as prescribed in regulation 111/18.5.
ANNEX 2
MINIMUM STANDARDS FOR ON-BOARD FIRE TRAINING AND DRILLS
1 Owners and operators are urged to take measures to improve crew performance during shipboard emergencies. The human factor is very important. Each member of the crew should be instructed to recognize the importance of the emergency organization procedure and should take their role in this organization procedure seriously. Guidance should be given to each employee crewmember to highlight the importance of this philosophy.
Fire drills
2 An emergency organization procedure should be established to fight fires and deal with abandon ship emergencies, which should include all members of the crew and there should be one -organizational structure for both fire and abandon ship situations, since both may occur during the same incident. This procedure should include:
.1 conduct of fire drills as if an actual emergency existed, all hands reporting to their respective stations prepared to perform the duties specified in the station bill;
.2 starting the fire pumps using a sufficient number of outlets to show that the system is in proper working order;
.3 bringing all rescue and safety equipment from the emergency equipment lockers and designated crewmembers demonstrating their ability to use the equipment;
.4 operating all watertight doors and all fire doors; and
.5 making an entry into the log for each drill, including the date and hour, length of time of the drill, the number of lengths of hose used and a statement of the condition of all fire equipment, watertight door mechanisms and valves. If at any time the required fire drills are not held, or only partial drills are held, an entry should be made stating the circumstances and extent of the drills held.
On-board training
3 On-board training should include:
.1 instructions on:
.1.1 the purpose and meaning of the ship's station bill, fire control plans and muster stations;
.1.2 each individual's assigned duties and the equipment issued;
.1.3 the meaning of the ship1s many alarms;
.2 on-board refresher training) including lectures, training books and equipment demonstrations) including warnings on ways to prevent fires (good housekeeping, smoking, etc.), fire hazards from common shipboard supplies (paints, cooking oil, lubricants, etc.) and first aid techniques (burns, broken bones, cardiopulmonary resuscitation);
.3 learning to work within the emergency organization/procedure, including working with individual's superiors, his co-workers and his subordinates, as applicable, and for those in charge exercising leadership;
.4 instructions on the purpose of the ship1 5 passive fire protection design features and the purpose and requirements of the shipboard fire patrol;
.5 location and operation of shutdowns for ventilation fans, fuel and lubricants; the manual fire alarm boxes and the ship's fire-fighting equipment; and the fire doors and ventilation dampers;
.6 instruction and drills on extinguishing fires including:
.6.1 how a single crew member can extinguish small fires;
.6.2 special measures needed to combat fires involving dangerous goods, electrical installations and liquid hydrocarbons;
.6.3 use of the ship's fire-fighting equipment (e.g. fire hoses, fire nozzles, portable and semi-portable fire extinguishers and fire axes) including any post-drill clean-up and equipment stowage;
.6.4 dangers from fire-fighting systems, e.g. carbon dioxide system discharges;
.6.5 use of breathing apparatus, fireman's outfits and personal equipment, including lifeline and harness;
.7 instructions on:
.7.1 means of escape from any location in the ship, including all stairways, ladders and emergency exits;
.7.2 procedures covering the search and evacuation of passengers from all locations in the ship;
.7.3 the importance of closing doors after searching staterooms, not leaving fire hoses in doorways and not using elevators;
.8 locations of first-aid equipment and of medical facilities;
.9 How to transport injured individuals;
.10. First-aid techniques including treatment for burns, bleeding and broken bones and cardiopulmonary resuscitation.
Availability of fire-extinguishing appliances
4 The following equipment should be tested periodically:
.1 detection systems alarm Systems, walkie-talkies, public address and other communications systems;
.2 fixed fire-extinguishing connections (e.g. fire hydrants);
.3 watertight doors and self-closing fire doors;
.4 pressures of portable and semi-portable fire extinguishers and shutdowns for ventilation, fuel and lubrication systems;
.5 fire pumps, emergency fire pump, emergency generator and the pressurized water tank, as appropriate;
.6 international shore connections;
.7 fire main system, hoses and nozzles;
.8 inventory and condition of the contents of repair lockers.
However, only a portion of each type of fire-fighting and fire-detection equipment, e.g. some and not all of the fire hoses, need to be tested during each drill. A plan for periodically exercising each piece of equipment should be developed.
Records
5 The date and details of the fire drills should be recorded, as prescribed in SOLAS regulation 111/18.5.
6 Records of crewmembers who participated in the training sessions and drills should be kept by date. An assessment of new crewmembers should be made prior to departure and the main office notified of their training status.
7 Records of the equipment tested at each drill should be kept by date.
Appendix A
Abandon ship procedure
Introduction
This appendix presents procedures to successfully abandon ship safely.
Cutter crewmembers shall become thoroughly familiar with the information presented and be mentally and physically prepared to abandon ship if required.
NOTE
For optimum survival, personnel leaving the ship shall be fully clothed.
Exiting the Ship
If possible, personnel should get away from the ship in a lifeboat or life raft.
Personnel should lower themselves into the water using a firmly attached line or hose. When a choice is available, personnel shall leave the ship from the windward side and from whichever end of the ship is lowest to the waterline.
Entering The
Water
If it is necessary for personnel wearing a PFD to jump into the water, they must hold their legs together and keep their body erect. Personnel wearing a survival suit should cover their face with one hand, hold the crotch of the suit in place with the other and cross their legs when entering the water. Before lowering injured personnel into the water, always adjust the leg straps properly.
Jumping Into
The Water
Securely fasten inherently buoyant PFDs and keep them close to the body by folding the arms across the chest and gripping the jacket with the fingers. This procedure prevents buoyant PFDs from riding up and striking the chin or neck when the wearer hits the water. If an inflatable PFD is being worn, do not inflate it until the wearer is in the water. Use the same procedure for jumping with an inflated PFD as with the inherently buoyant PFD.
Inflation
The wearer shall inflate the PFD as soon as they are in the water and clear of flames or debris.
Swim Away
When in the water, survivors shall swim away from the ship as rapidly as possible and, if available, climb into a lifeboat or liferaft.
Abandon Ship Procedures
Underwater
Explosions
If underwater explosions occur in the vicinity, survivors shall swim or float on their backs, keeping their heads and chests as far out of the water as possible. Underwater explosions are particularly threatening to lungs, abdomen, sinuses, and eardrums.
Abandonment
When the ship is entirely surrounded by burning oil and abandonment is essential, personnel shall jump feet first through the flames and swim windward under the surface of the water for as long as possible. When air in the lungs is exhausted, the swimmers should spring above the water in a vertical position, push the flames away with a circular motion of the hands, quickly take a deep breath with their backs to the wind, submerge feet first in a vertical position, and swim under the surface again.
Minimize
Buoyancy
Discard any buoyant articles of clothing or shoes. Whenever possible, personnel should wear only the inflatable PFD during this procedure for abandon ship, and should inflate the preserver only after the person is clear of the flames. Inherently buoyant PFDs will not permit the wearer to swim beneath the surface. Therefore, do not wear them before leaving a ship surrounded by flames.
International Convention for the Safety of Life at Sea (SOLAS), 1974
Adoption: 1 November 1974
Entry into force: 25 May 1980
Chapter II-2 - Fire protection, fire detection and fire extinction Includes detailed fire safety provisions for all ships and specific measures for passenger ships, cargo ships and tankers.
They include the following principles: division of the ship into main and vertical zones by thermal and structural boundaries; separation of accommodation spaces from the remainder of the ship by thermal and structural boundaries; restricted use of combustible materials; detection of any fire in the zone of origin; containment and extinction of any fire in the space of origin; protection of the means of escape or of access for fire-fighting purposes; ready availability of fire-extinguishing appliances; minimization of the possibility of ignition of flammable cargo vapour.
Chapter XI-1 - Special measures to enhance maritime safety The Chapter clarifies requirements relating to authorization of recognized organizations (responsible for carrying out surveys and inspections on Administrations' behalves); enhanced surveys; ship identification number scheme; and port State control on operational requirements.
FIRE DRILLSERVICESFire-Aid International Training have developed a specialized Marine Division to provide a unique onboard fire prevention and fire-fighting programmed to meet and surpass mandatory emergency preparedness requirements for merchant vessels.We are to our knowledge, the only Company to be able to provide this comprehensive service onboard a ship at a moments notice at any international location.Onboard training can fully utilise the time spent in port or at sea and is an essential element in the event of a port state inspection due to the potential failure of a simulated ship fire drill.FAI realises the duties of each and every crewmember and therefore our marine fire fighting procedures are adapted to provide the necessary experience without the qualifications required of dedicated professional marine fire fighters.Our marine fire fighting and fire safety protocols encompass fundamental principles coupled with bespoke solutions for individual clients.This benefits the ship’s crew by providing the mandatory amount of knowledge and application without compromising their existing roles.Shipboard AssessmentOur initial onboard analysis is paramount in identifying key areas, which require restructuring, and/or special emphasis;
· A full inspection of the vessel’s fire fighting equipment and procedures
· In depth analysis of emergency procedures
· Command & control; compliance, performance and decision making
· Crew evaluation through emergency drill simulation
Fire Control AssessmentSpecific emphasis on safety awareness and the prevention of fire onboard a ship whether at sea or at port;
· Emergency crew list team organization
· Locating a fire and communication procedures
· Classes of fire and containment techniques
· Specific marine fire fighting protocols
· Use of ship’s fire prevention equipment
· Communications, Alarms and GMDSS
Equipment & Technique TrainingMaximising the crew’s effectiveness in identifying an emergency situation and following the appropriate course of action;
· Emergency crew list team organization
· Tactical instruction in BA, fire fighting procedures and casualty rescue
· Support instruction including hose handling, boundary cooling and hydrants
· Basic instruction in first aid application and casualty handling
· Use of fire pump and emergency back up equipment
· Shipboard damage control
· Abandon ship procedures and lifeboat drills
Theoretical TrainingSimulated emergency scenarios require cool and calculated decision making by the ship’s Officers who act as team leaders of a self-contained marine fire brigade.
· Pre-fire planning
· Operation of GMDSS and emergency distress communication
· Release of ship’s fixed fire suppression systems including Co2
· Public safety including course diversion
· Stability including dewatering, ballast and cargo
· Contingency planning
These procedures are inherent regardless of whether a ship has been detained or as part of the statutory fire safety training.PortState ControlThe international conventions like SOLAS, STCW, MCA and MARPOL form the framework of the safety, security, training and pollution prevention regulations with which ships should comply. The primary task of enforcing compliance and the issuing of certificates falls on the FlagState. Under control provisions that date back to the 1929 SOLAS convention, port States also have certain rights to exercise authority over foreign ships that enter its ports. Investigating that a ship complies with convention standards is one of those rights. A ship found to have deficiencies and considered unsafe to proceed to sea is likely to be detained. This includes but is not limited to fire safety emergency preparedness which is where Fire-Aid International will upon request, action an emergency response.ConsultationFAI has adopted a “prevention is better than cure” policy and firmly believes that measures put into place prior to an incident can reduce the risks to a minimum. In addition to providing an extensive range of safety and skills training, we can also supply and manage a complete range of extra consultancy services. This would encompass strategic areas of marine fire fighting including;
· Complete ship fire safety audit
· Fire fighting equipment supply, maintenance and allocation
KUALA LUMPUR, Feb 12 — Angkatan Tentera Malaysia (ATM) mengesahkan terdapat kerosakan pada sistem saluran air bertekanan tinggi pada kapal selam pertama negara, KD Tunku Abdul Rahman menyebabkan aset strategik itu tidak boleh menyelam kerana dikhuatiri membahayakan.
