RANCANGAN PELAYARAN

NAMA : Giovano Abrian Rosady

NIT : 561911127095 N

KELAS : NVIIB

ABSEN : 02

Peta BA No.5053

Petunjuk :

Kapal saudara berlabuh jangkar pada posisi : 50.33’0 N / 002.10’0 W. Sebelum kapal berlayar,
saudara menentukan kesalahan kompas (compass error) terlebih dahulu dengan membaring
secara transit 2 buah target yang dikenal yaitu : Suar Anvil Pt and The Needles.

Diketahui data dari kapal saudara :

Bar.Gyro (terhadap ke 2 target tersebut) = 072

Bar.Kompas Magnet = 085

Variasi = 7 W th 2005, increasing about 2’ annually

Draft Kapal = 3.34 m

Dari posisi labuh jangkar tersebut di atas , kapal akan bertolak jam : 12.00 GMT berlayar menuju
ke Dartmouth, kemudian dilanjutkan ke Brightone. Speed kapal = 10’0 Knots.

Diketahui dari buku ATT (Admiralty Tide Tables ) Vol I. HW untuk area disekitar [G] dan [J]
Terjadi pada jam 02.00 GMT.

Tugas 2:

1. way point:

Anchorage – Darmouth jetty

Name Way Point Course Distance DTG

anchorag 50.33’0 N / 002.10’0 W 56 nm
e
Darmouth 50.17’0 N / 003.35’0 W 261* 53 nm 3 nm
anchor
Darmouth 50.20’0 N / 003.41’0 W 314* 3nm 0
port
Darmouth jetty – Brighton anchorage

Name Way Point Course Distance DTG

Darmouth 50.20’0 N / 003.41’0 W 126 nm
port
Darmouth 50.17’0 N / 003.35’0 W 134* 3 nm 123 nm
anchor
Wp 2 50.33’0 N / 002.10’0 W 081* 53 nm 70 nm
Wp 3 50.34’0 N / 000.37’0 W 084* 55 nm 15 nm
Brighton 50.45’0 N / 000.20’0 W 042* 15 nm 0
anchor

o Arah dan kecepatan arus nya adalah SE

Tugas 3:

1. Apa yang saudara ketahui dari hasil membuat rancangan pelayaran dengan hal berikut:

a. Ship Reporting system

Ship repoting system adalah sistem pelaporan kapal yang melibatkan kapal -kapal
yang akan masuk dan keluar dari wilayah perairan pelayaran untuk menyediakan
informasi yang terkini kepada pihak yang berwewenang melalui SROP, Stasiun VTS dan
atau National Data Centre (NDC) LRIT dengan menggunakan sarana perangkat radio
dan elektronika pelayaran.

b. Ship Weather Routing

Ship weather routing adalah route cuaca yang telah diprediksikan bila terjadi
restricted visibility bedarken obsevarsi yang dilakukan oleh kapal terhadap dat – data
cuaca yang adaa di sekitar kapal, hal ini dilakukan dengan bantuan alat – alat
electronica seperti weather Faximile, Navtex, Inmarsat C

c. Ship routing system

Ship routing system adalah system pembuatan rute yang dibuat oleh mualim 2, rute
terssebut di observasi agar terhindar dari bahaya navigasi untuk belayar dan tiba di
Pelabuhan tujuan secara aman serta efisien. Pembuatan rute nantinya di lihat dan
diperhitungkan oleh kapten bedasarkan bahaya-bahaya serta predikasi keadaan
cucaa yang akan terjadi dan yang nanantinya akan dilewati. Rute tersebut juga
nantinya ada dirapatkan bersama dengan para mualim sebelum kapal berlayar.

d. Pilot chart for North Atlantic Oceans

Peta Samudra Atlantik Utara meliputi Samudra Atlantik Utara dari pantai Guyana di
Amerika Selatan, melalui Teluk Meksiko, garis pantai timur Amerika Serikat, dan Laut
Labrado hingga Selat Davis, termasuk Greenland dan Islandia, dan dari Sierra Leone ke
pantai timur laut Norwegia, termasuk Britania Raya dan Laut Baltik. Ini juga mencakup
Laut Karibia dan Teluk Meksiko. Ada juga bagian yang berjudul, Geodesi dan Datum
untuk Navigator.

e. Bridge note book (buku catatan anjungan)

Bridge note book digunakan untuk merecord atau menuliskan semua kegiatan yang
dilakukan saat melaksanakan dinas jaga. Bridge note book juga berisikan tentang
semua kondisi yang ada di laut selama 4 jam melaksanakan dinas jaga, misalnya
keadaan angin, keadaan laut (misalnya rough sea, slight sea, calm sea), setiap posisi
perubahan haluan atau altocourse, keadaan awan, barometer, compas error, gyro
error, dan haluan saat kapal itu.
 f. Deviation book (Journal kompas)
Deviation book adalah buku yang digunakan oleh mualim jaga untuk merecord nilai
deviasi saat melaksanakan dinas jaga.

g. Deviation table (Daftar deviasi)

Deviation table adalah daftar devasi yang telah dikoreksi oleh pihak darat,
bedasarakan baringan yang diambil, biasanya disesuaikan dengan rute pelayaran yang
dilewati, yang nantinya disepakati dan dijadikan sebagai acuan saat mengambil gyro
error dan nilai deviasi saat kapal berlayar.

2. Jelaskanlah tentang hal – hal yang terdapat didalam Master Night Order, sehubungan
dengan tugas jaga laut.

o Selalu mengikuti prosedur dari perusahaan yang tertetera pada master standing
order dan colreg.
o Baca dan ikuti passage plan, jaga vessel pada track yang telah dibuat.
o Lookout, jika hendak melaksanakan overtaking atau crossing hindari kapal lain,
kapal nelayan atau small boat dengan jarak yang aman.
o Laksanakan safety and security patrol dan memastikan semua kondisi aman.
o Melaporkan kepada kapten jika terdapat keragu-raguan dalam berlayar.

3. Sebutkanlah isi dari Master Standing Order :

CALLING THE MASTER

1.
2. If visibility deteriorates due to any reason. (Less than 3.0 NM)
3. 4. On encountering heavy traffic especially concentrations of vessels engaged
in fishing
5. 6. On encountering difficulty due to traffic or is concerned and in doubt about
the movement of certain other vessels.
7.
8. If unable to maintain minimum CPA. (refer to MINIMUM CPA as below)
9.
10. If any navigational equipment ceases to function or functions poorly.
11.
12. If there is engine trouble or a reduction in RPM or steering gear malfunction
13.
14. If there is a sudden change in vessel's speed
15. 16. If there is sudden change in wind direction and/or wind force, or sudden
drop in the barometric pressure
 17. Whenever difficulty is experienced in maintaining course due to heavy traffic or
to meteorological or sea conditions
18. In every emergency such as Man Overboard, accident, sighting of a person or
vessel in distress, fire or attempts by pirates to board the vessel and suspect
movement of loose items on deck and includes any unsafe act by shipboard
personnel while working on deck
19. Immediately after the OOW is compelled to use the main engine or take any
action which deviates from the rules and regulations to avoid collision or stranding
20. Whenever the vessel is found to be dragging anchor when at anchorage

21. Whenever a distress alert is received from a ship within range of 100 miles

22. Presence of naval, coastguard, police vessels in vicinity

23. Whenever any aircraft or helicopter is seen making deliberate low passes in the
vicinity of the vessel or seen inspecting the vessel or the wake of the vessel
24. The OOW is tired or not feeling well due to any reason what so ever
25. The relieving OOW is not in a physical condition to take over the next watch or in
his opinion unable to keep an efficient watch
26. If any oil or oil sheen is noticed in the water or on vessel's deck

27. Whenever notice for maneuvering is given to the engine room

28. Whenever the OOW experiences any event or occurrence which is unusual or
extraordinary
29. If in any other situation about which he or she is in doubt or as mentioned in
Master's Night Order
30. If there is any emergency/important call from office, agent, commercial dept via
satellite/gsm phone
31. in any event lookout fails to report to OOW at bridge when called upon

LOOK OUT

Duties of the lookout shall be explained to him by OOW prior commencement of his
dedicated lookout shall be posted as follows:

1. From sunset to sunrise

2. During the day when the visibility is restricted
3. When entering or leaving port
4. When vessel is transiting through narrow waters
5. When there is heavy traffic density particularly when coastal waters
6. When the vessel is responding to a distress call
7. On the poop when vessel moving astern if situation demands
8. When testing of engine while vessel at berth or at anchorage
 OOW has the authority to call for a lookout if deemed necessary and Master informed
accordingly

The lookout should not be assigned other duties that could interfere with primary task nor
his attention diverted from being constantly on the alert.
OOW will perform sole lookout as dictated by Master.

COASTING / CONGESTED WATER

1. For defining coastal water, the ship shall be within (10.0 NM) from the nearest land and in
vicinity of oil fields including under pilotage.
2. Engine shall be on standby for immediate use while vessel in coastal and congested water.

3. Manual steering engaged, anchor lashing removed and ready for immediate use
4. Vessel to be maintained on the charted course as practicable
5. Set and drift to be taken into account while navigating in coastal waters.
6. ECDIS Safety Depth, Safety Contour setting need to be updated once the actual tidal and
depth confirmed by local agent at each port.

PILOTAGE

1. During pilotage, proper checklist of Master Pilot Exchange and Pilotage to be used
accordingly.
2. OOW to prepare the pilot boarding arrangement after confirmation from pilots or port
control.
3. Officer of the Watch are not relieved from their duties and obligations for the safety of the
ship
4. The OOW should ask for clarification of the pilot's action if he or she is in doubt about the
pilot's intentions. Master to be informed if the doubt persists.
5. OOW to ensure that the pilot boarding arrangement are in accordance with (SOLAS Ch.5
Reg.23) and such an arrangements are checked and tested by responsible person.

MINIMUM CPA

1. A safe distance to be maintained from all other vessels. OOW shall comply strictly with the
minimum CPA as stated here unless otherwise instructed by Master.
 Open Sea: (2.0 NM)
 Coastal water with little traffic: (1.0 NM)
 Coastal water with high traffic and/or congested water: (0.50 NM)
2. The above mentioned CPA limits to be set in both radars with audible alarm as a part of
 lookout.

MINIMUM T-CPA

Time of Closest Point of Approach (TCPA) usually variable subject to traffic conditions
and speed of target vessel and own vessel. However, the minimum TCPA of (12.0
Minutes) shall be maintained so that there will be sufficient time for Master to attend
the bridge and tune to the environment prior taking over bridge control from OOW
take appropriate action for ship safety TCPA alarm to be set in radars

SAFE PASSING DISTANCE

The safe passing distance referring to minimum distance from island, shore
landmarks, oil platforms reefs and shallow waters. OOW to ensure safe passing
distance of at least (1.00 NM) as practicable while at open sea. Please take note that
this is not applicable while in TSS, narrow channels, straits and arrival/departure
ports.

POSITION FIXING INTERVAL AND METHOD

1. 2. Position Fixing Interval shall be such that the vessel cannot run into danger between
two fixes.
3. 4. Navigating Officer shall mark the Position Fixing Interval (PFI) on the ENC or any paper
chart in use.
5. 6. OOW need to be aware that the Position Fixing Interval may vary for each leg which
passage which Depends on the existence of navigational hazards.
7. 8. More than one position fixing method to be used to monitor the vessel's position.

9. 10. The following are the position fixing method:

 GPS
 Radar bearing and ranges
 Visual bearings
 Celestial Observation
 Parallel Indexing - A method to continuously monitor the vessel
11.12. Please bear in mind the GPS position is not to be solely relied upon due to the fact
difference in chart datum’s and jamming of signals.
13.14. ENC are now produced with chart datum WGS 84. However OOW need to be aware
that at certain sea area, the position cannot be fixed directly despite WGS 84.
15.16. OOW has the access to use all the navigational equipment for the safety of the vessel.

17.18. OOW should not hesitate to use the engines, steering system, navigational
equipment’s for
19.20. Collision avoidance that is solely not to jeopardize the safety of the ship.

21.22. 2nd Officer is responsible for maintenance of all navigation equipment and ancillaries.

23.24. Daily, weekly and monthly test to be carried out accordingly and record to be
maintained
25.26. OOW are reminded that AIS is not to be used for collision avoidance without taking into
account Limitations and data from other targets may be incorrect or AIS being switched off
by other vessel.
27.28. Echo Sounder is essential equipment. Switching on and off this equipment to be
logged
29.30. BNWAS to be kept switched on while vessel at sea. On and Off time for BNWAS to be
logged
31.32. OOW are reminded that the ECDIS is currently NOT a primary mode of navigation
however ECDIS were kept up to date and paper charts are involved for the passage,
the transition from ENC to paper chart to be clearly Identified. Do not rely solely on
ECDIS. Situational Awareness to be maintained as prudent navigator
33.34. ECDIS parameters setting to be verified and simulation test run for each leg of the
passage should be done at the stage of passage planning to identify any hazards for
navigation
35. The alarms and parameters setting should be handed over by each officer during change of
watch.
36. The following publications to be referred for further guidance on use of ECDIS;
a) Admiralty Guide to ECDIS Implementation, Policy and Procedures - NP 232
b) Admiralty Guide to the Practical Use of ENCs - NP 231
37. All checklists to be properly completed and filed. The checklist is a source to carry out the
navigational activities safely.
38. The following are the logbooks/records to be maintained daily for navigation data recording:
a) Deck Logbook
b) Radar Logbook
c) Bell Book (Bridge Movement Book)
d) Compass Error Logbook
e) GMDSS Logbook
39. Ensure the logs are completed end of every watch. Any error shall only be striked out and
initialed.
40. Use of CORRECTION LIQUID is not allowed
 ELECTRONIC ITEMS

1. STRICTLY no use of electronic appliances such as ipad, iPod, and laptop while performing
watch
2. OOW are not allowed to bring or use Mobile Phone while performing navigational watch.
3. This shall be relayed to the duty AB and lookout at bridge too.

COMPASS ERROR

Compass error and gyro error shall be taken every watch and when there is large alteration of
course. If unable to obtain the errors, the reason shall be logged too.

SOUND SIGNALLING APPARATUS

2nd Officer is responsible for maintenance of these items. This includes:

1. Bell,
2. Gong,
3. Whistle,
4. Fog horn,
5. General Alarms
These apparatuses shall be in state of readiness at all times

COMMUNICATION

1. ENGLISH language shall be used at all times for communication and logging.
2. All communication via VHF, MF/HF with shore such as Port Control, VTIS and other vessels
with regards to safety of navigation shall be recorded in GMDSS logbook.
3. Any email communication shall only be authorized by Master.

COMMUNICATION

1. Officers of the Watch not to ignore any alarms while performing watch. The reason for such
an alarm to be investigated and the status to be confirmed.
2. If the FIRE ALARM isolated, Master shall be informed of the status and reason.

SECURITY

1. OOW shall ensure that the security measures are implemented as per SSP and strict
adherence to security level on board.
2. Anti-Piracy watch shall be maintained depending on port of calls, while at sea and anchorage.
3. Inspections around the vessel should be made periodically especially in hours of darkness.
4. While vessel at anchor, duty AB shall make deck rounds regularly and OOW informed of the
status
5. No unauthorized access to the vessel is allowed. At certain ports, small crafts may come
alongside to vessel while vessel at anchorage. STRICTLY no business deal with these boats
6. OOW shall keep lookout for unlit boats especially while transiting pirates prone area and
anchorage.
7. The results after the security rounds to be logged in Deck Logbook.
8. AIS not to be switched off when transit HRA. The dynamic data to be omitted.

CYBER SECURITY

1. No personal USB drive is allowed to be used in ship’s email computer. Designated USB which
scanned for virus to be used for computers at bridge.
2. Computer passwords not to be posted on the Operational Technology (OT) equipment. A
record of Password shall be maintained by 2nd Officer and updated when required.

NAVIGATIONAL WARNINGS

Any navigational warnings shall be taken seriously. If any warning related to present and future.

MARITIME SAFETY INFO

1. Voyage shall be plotted on the related chart and record maintained. INMARSAT EGC receiver
and NAVTEX to be set with correct NAVAREA and STATION
2. All officers on watch to initial the navigational warnings and relayed to the relievers during
handing over watch.
3. Any vital information, Master to be notified.
4. Weather report to be properly compiled for the current voyage.
 DISTRESS COMMUNICATION

Any distress message received, Master shall be informed, logged down in GMDSS log and record
filed. Suggested the distress message recorded in 'RED' pen in GMDSS logbook.

BRIDGE CLEANLINESS

1. Bridge shall be maintained well and clean at all times.

2. 2nd Officer with assistance from other officers are to ensure that bridge are cleaned prior
departure ports. While at sea and at anchor Officer (0400 - 0800hrs) are responsible for bridge
cleaning.
TAKE CARE OF THE SHIP AND HER EQUIPMENTS,

THE SHIP WILL TAKE CARE OF US.

PUBLICATIONS FOR REFERENCE

The following publications can be and recommended for reference:

a. BRIDGE TEAM MANAGEMENT - A Practical Guide,

b. BRIDGE PROCEDURES GUIDE,
c. SMS MANUAL

PASSAGE PLAN

1. 2nd Officer is appointed as Navigating Officer whose responsibility is to ensure the passage
plan is ready to be executed prior departure any port. The passage plan shall cover berth to
berth.
2. The details plotted and/or marked on ENC must be clear and do not create any conflict during
execution of the passage.
3. 3rd Officers are encouraged to be engaged on job training in preparing the passage plan.
4. Despite that, the 2nd Officer is still responsible to the Master for the passage plan and the
effectiveness with regards to safe route for the intended passage.

AT ANCHOR

1. OOW to maintain a diligent anchor watch. Anchor position to be checked regularly. If found
own vessel dragging, the following actions to be taken prior my presence to bridge;
a. Call for engine to be standby and ready for use,
b. Call anchor party and the helmsman,
c. Notify port control of the condition and vessel's intention,
 d. Alert the vessels around,
2. If other vessel in vicinity found dragging which can affect the safety of our vessel, the
following action to be taken:
a. Call the other vessel and communicate the condition and safety margin required,
b. Notify port control,
c. Standby our engine for immediate use,
d. Call for anchor party for heaving up anchor if necessary,
e.
3. If any vessel anchored near our vessel, ensure safe clearance from own vessel at least (0.25
NM in general and 0.13nm for anchoring in congested anchorages of Singapore).
4. if less than above, call the vessel to keep clear and inform to port control such a situation.
5. While vessel at anchor, OOW to monitor the weather. Any abrupt changes to weather to be
logged and call me immediately. Call for engine to be ready. Alert the anchor party
immediately.
6. Adverse weather may reduce the anchor holding capability. Vessel may have to departure
from anchorage at such a situation. Position to be frequently monitored including the chain
direction.
IMPORTANT:- No dismantling of M/E, Generators or major overhaul/maintenance to be carried out while
vessel at anchor without approval from MASTER. Diligent OOW will inform the Master if found or
believe there is a major maintenance is being carried out in E/R without any prior notice.

Tugas 4:

1. Tentukanlah :

a. Gyro Error
Diketahui Bar.Gyro (terhadap ke 2 target tersebut) = 072

Hasil membaring antara Suar Anvil Pt and The Needles = 074

Jadi Gyro Errornya = 074 – 072 = 2 (terhadap 2 target)

b. Compas Error
Diketahui Bar.Kompas Magnet = 085

Hasil baringan = 081

Jadi Compas Errornya = 085 – 081 = 4

c. Deviasi
d. Deviasi
Variasi = 7 W th 2005, increasing about 2’ annually
= 2022 – 2005
 = 17 x 2
= 34’ + 7*
= 7* 34’
= 0,126

Salah tunjuk : Variasi + Deviasi

Deviasi : Salah Tunjuk – Variasi
: 4-0,126
Deviasi : 3,87

2. Tetapkan haluan-haluan yang harus dikemudikan dari way point ke way point dan
hitung total jaraknya :

Anchorage – darmouth

Name Way Point Course Distance DTG

anchorag 50.33’0 N / 002.10’0 W 56 nm
e
Darmouth 50.17’0 N / 003.35’0 W 261* 53 nm 3 nm
anchor
Darmouth 50.20’0 N / 003.41’0 W 314* 3nm 0
port

Darmouth jetty – Brighton anchorage

Name Way Point Course Distance DTG

Darmouth 50.20’0 N / 003.41’0 W 126 nm
port
Darmouth 50.17’0 N / 003.35’0 W 134* 3 nm 123 nm
anchor
Wp 2 50.33’0 N / 002.10’0 W 081* 53 nm 70 nm
Wp 3 50.34’0 N / 000.37’0 W 084* 55 nm 15 nm
Brighton 50.45’0 N / 000.20’0 W 042* 15 nm 0
anchor

3. Tentukan tanda – tanda navigasi yang dipakai sebagai patokan untuk merubah haluan:

Dari tempat anchor pada posisi : 50.33’0 N / 002.10’0 W ke Dartmouth :

- Dari haluan 261 A/C ke 314 berpatokan pada suar Berry Hd SpFI(2), Jarak antara garis
haluan dengan suar 2Nm
Dari Dartmouth ke Brington :

- Dari haluan 144 A/C ke 081 berpatokan pada suar Berry Hd SpFI(2), Jarak antara garis
haluan dengan suar 2Nm
- Dari haluan 081 A/C ke 084 berpatokan pada suar Anvil FI.24 M Hern(H)
- Dari haluan 084 A/C ke 042 berpatokan pada suar Gp FI (3) 22 Nm sesuai yang
diketahui soal yakni merubah haluan dengan metode parallel index.

4. Tulis dan gambarkan serta artikan 10 tanda – tanda navigasi pada peta tersebut .

- Safety contour : batas keadalaman kapal di wilayah ter aman. misalnya batas wilayah
paling dalam dengan wilayah dangkal bedasarkan warna air yang ada di peta.

- Suar Berry Hd SpFI(2)

- Suar Bill of Portlend Gp FI (4)20Sec 43 m 29 M & F.R. 19m 13M

- Suar Anvil Ft.24 M and Suar The Needles 60 Sec (2) WRG.17.24M

- Suar St Catherine’s Pt FI.Sec 41m 30 M & F.R 35 m 17M

- Suar Gp FI (3) 22 M
 - Wreack

- Safety Depth

5. Tentukanlah arah dan kecepatan arus diarea bertanda [G] dan [J] tersebut

o Arah dan kecepatan arus nya adalah SE

6. Jam berapa kapal tiba diperairan tersebut

o Kapal tiba di perairan tersebut pada pukul

Tugas 5

1. Haluan dan way point:

Less Sept Iles – Granville

 Name Way Point Course Distance DTG
Less sept 48.55’0 N / 003.22’0 W 80 nm
iles
Wp 1 48.57’0 N / 003.15’0 W 040* 8 nm 72 nm
Wp 2 48.55’0 N / 001.49’0 W 092* 61nm 11 nm
granville 48.50’0 N / 001.36’0 W 114* 11 nm 0

Granville – Le Harve

Name Way Point Course Distance DTG

granville 48.50’0 N / 001.36’0 W 254 nm
Wp 2 48.55’0 N / 001.49’0 W 294* 11 nm 243 nm
Wp 1 48.57’0 N / 003.15’0 W 272* 61 nm 182 nm
Wp 3 49.42’0 N / 002.41’0 W 025* 53 nm 129 nm
Wp 4 49.50’0 N / 002.07’0 W 066* 26 nm 103 nm
Wp 5 49.50’0 N / 000.20’0 W 090* 72 nm 31 nm
Le Harve 49.29’0 N / 000.13’0 W 119* 31 nm 0

3. hitunglah :

a. Gyro Error
Diketahui Bar.Gyro (terhadap ke 2 target tersebut) = 002

Hasil membaring antara Suar Anvil Pt and The Needles = 003

Jadi Gyro Errornya = 003 – 002 = 1 (terhadap 2 target)

b. Compas Error
Diketahui Bar.Kompas Magnet = 010

Hasil baringan = 007

Jadi Compas Errornya = 010 – 007 = 003

e. Deviasi
Variasi = 7 W th 2005, increasing about 2’ annually
= 2022 – 2005

= 17 x 2
= 34’ + 7*
= 7* 34’
= 0,126
 Salah tunjuk : Variasi + Deviasi
Deviasi : Salah Tunjuk – Variasi
: 3-0,126
Deviasi : 2,87

Tugas 6:

1. Jelaskan apa yang dimaksud dari tanda peta:

a. Magnetic Variation

adalah sudut pada bidang datar antara Kutub Utara Magnetik (arah ujung utara dari jarum
kompas bermagnet, sesuai dengan arah garis medan magnet Bumi) dengan Utara sejati
(arah di sepanjang meridian ke arah geografis Kutub Utara). Sudut ini bervariasi tergantung
pada posisi di atas permukaan bumi dan berubah seiring dengan berjalannya waktu.

b. Submarine Exercise Area

Otoritas yang menerbitkan area dan jalur latihan kapal selam nasional yang didirikan secara
permanen yang telah disetujui oleh negara-negara yang bersangkutan.

c. Isogone

garis pada peta yang menghubungkan antara tempat tempat yang mempunyai deklinasi
magnetik yang sama.

d. Prohibited area

Suatu daerah di laut yang dilarang untuk dilewati, tidak diizinkan untuk lewat maupun
mendekati area terlarang

e. IALA Bouyage System

Sistem tanda laut standar di seluruh dunia yang digunakan dalam navigasi untuk menandai
saluran tepi. Sistem IALA “A” diikuti sebagian besar negara-negara di dunia termasuk
Indonesia. Sedang sistem IALA “B” hanya diikuti jepang, USA dan Kanada. Tanda-tanda jalan
di atas air terdiri dari lima jenis pelampung - cardinal, lateral, isolated danger, special marks
and safe water marks.

f. Pre Cautionary Area

suatu lalu lintas terdiri dari area dengan diberi batas-batas dimana kapal-kapal harus
bernavigasi dengan extra hati-hati.

g. Area to be Avoided

adalah suatu lalu lintas terdiri dari area dengan diberi batas-batas di dalamnya yang mana
salah satu sisi Navigasi amat serius berbahaya atau pengecualian penting untuk
menghindari bahaya kecelakaan dan yang mana harus dihindari oleh semua kapal-kapal
atau Ukuran-ukuran kapal tertentu.

h. Recommended Track

Suatu lajur yang mana telah diuji khususnya untuk memastikan sejauh mungkin bahwa itu
adalah bebas dari bahaya disepanjang yang mana kapal-kapal disarankan melintasinya.

i. Inshore Traffic Zone

suatu lalu lintas terdiri dari suatu area tertentu diantara batas arah menuju darat dari suatu
bagan pemisah lalu lintas dan berdekatan pantai.
2. Jelaskan fungsi dari buku – buku tersebut:

a. bridge note book

Logbook yang digunakan untuk mencatat berbagai data, skenario, dan situasi (termasuk
situasi dan tindakan darurat) yang nantinya digunakan untuk referensi, studi kasus dan
untuk tujuan asuransi pelayaran jika terjadi kerusakan kapal atau kehilangan harta benda
kapal harus diisi dengan baik tanpa ada kesalahan.

b. Bridge order book

Logbook yang berisi mengenai prosedur yang harus dilengkapi seperti yang dipersyaratkan
di buku pada saat melakukan dinas jaga di anjungan.

c. Manouvring book

Buku ini berisikan tentang hal-hal penting pada saat kapal berolah gerak beserta waktunya.
Contohnya adalah OHN to engine room, steering gear test, navigation equipment test, SBE,
POB, tug cust off, tug made fast, dll.

d. clock book

Buku yang berisikan pelaporan menggunakan waktu kegiatan di anjungan.

e. deviation book

buku yang berisi catatan deviasi yang diperoleh dalam setiap rute pelayaran yang di
lakukan.

f. Tentative log book

Tentative log book adalah buku yang berisi gambaran suatu rancangan pengaturan muatan
yang dibuat sebelum kapal tiba di pelabuhan muat.

g. Course book

Buku yang berisi mengenai data data haluan yang di lewati selama melakukan pelayaran .
Tugas 7

Saudara diminta oleh nahkoda untuk membuat rancangan pelayaran dari pelabuhan –
pelabuhan berikut ini :

1. SWANSEA (posisi mulai dari light vessel FI.5sec24M Dia (2) yang berada diteluk Swansea
Bay menuju ke PLYMOUTH ), kemudian dilanjutkan ke EXMOUTH

2. EXMOUTH ke FALMOUTH kemudian dilanjutkan ke CARDIFF

Sehubungan dengan pembuatan rancangan pelayaran tersebut, maka tentukanlah / buatlah

hal–hal berikut ini :

1. Buatlah garis – garis haluan kapal

- Swansea ke Plymouth

- WPT 1 : 225 T
- WPT 2 : 180 T
- WPT 3 : 125 T
- WPT 4 : 085 T
- WPT 5 : 030 T

- Haluan – haluan yang dikemudikan dari way point ke way point dari Plymouth ke
Exmouth :

WPT 6 : 110 T
WPT 7 : 075 T
WPT 8 : 317 T
- Haluan – haluan yang dikemudikan dari way point ke way point dari Exmouth ke
Falmouth :

WPT 9 : 137 T
WPT 10 : 255 T
WPT 11 : 300 T

3. Hitunglah Jarak antar way point dan total jarak keseluruhannya :

- Jarak antar way point dari Swansea ke Plymouth

WPT 1 : 225 T Jarak : 104 Nm
WPT 2 : 180 T Jarak : 27 Nm
WPT 3 : 125 T Jarak : 21 Nm
WPT 4 : 085 T Jarak : 42 Nm
WPT 5 : 030 T Jarak : 34 Nm

Total Jarak Swansea ke Plymouth : 228 Nm

- Jarak antar way point dari Plymouth ke Exmouth

WPT 6 : 110 T Jarak : 34 Nm
WPT 7 : 075 T Jarak : 62 Nm
WPT 8 : 317 T Jarak : 17 Nm

Total Jarak Plymouth ke Exmouth : 113 Nm

- Jarak antar way point dari Exmouth ke Falmouth

WPT 9 : 137 T Jarak : 17 Nm
WPT 10 : 255 T Jarak : 62 Nm
 WPT 11 : 300 T Jarak : 34 Nm

Total Jarak Exmouth ke Falmouth : 113 Nm

4 Tentukan dan buat WOP saat kapal akan merubah haluan, dan tentukan benda – benda
bantu navigasi yang dipakai untuk menetukan / sebagai patokan perubahan haluan
tersebut jika ada :

Dari Swansea ke Plymouth

- Perubahan haluan A/C ke 180 T : Karena kapal memasuki jalur TSS

- Perubahan haluan A/C ke
- 125 T : berpatokan dengan suar Wolf Rock Alt FI. WR.30 sec 43 m 23.2.2 M ( Jarak
dengan suar 2.5 Nm).
- Perubahan haluan A/C ke 085 T : karena kapal memasuki jalur TSS
- Perubahan haluan A/C ke 030 T : berpatokan dengan suar Eddystone Rks Go FI (2) 1
Osec 41 m 24 M Horn (3)

Dari Plymouth ke Exmouth

- Perubahan haluan A/C dari 110 to 075 T : berpatokan dengan suar Eddystone Rks Go
FI (2) 1 Osec 41 m 24 M Horn (3)
- Perubahan haluan A/C dari 075 T ke 317 T : berpatokan dengan suar Berry Hd Gp FI(2)
Aero RC, Jarak dengan suar 3 Nm

Dari Exmouth ke Falmouth

- Perubahan haluan A/C dari 137 T ke 255 T : berpatokan dengan suar Berry Hd Gp FI(2)
Aero RC, Jarak dengan suar 3 Nm
- Perubahan haluan A/C dari 255 T ke 300 T

5 Cantumkan / tuliskanlah dipeta laut tentang hal – hal yang harus dilakukan oleh para
mualim jaga sewaktu bertugas navigasi di anjungan sebagai panduan dari rancangan
pelayaran yang telah saudara susun, jelaskan masing – masing

LOOK OUT

Duties of the lookout shall be explained to him by OOW prior commencement of his
dedicated lookout shall be posted as follows:

9. From sunset to sunrise

10. During the day when the visibility is restricted
11. When entering or leaving port
 12. When vessel is transiting through narrow waters
13. When there is heavy traffic density particularly when coastal waters
14. When the vessel is responding to a distress call
15. On the poop when vessel moving astern if situation demands
16. When testing of engine while vessel at berth or at anchorage
OOW has the authority to call for a lookout if deemed necessary and Master
informed accordingly

Tugas 8 :

1. Buku – buku navigasi apa saja yang harus saudara siapkan sehubungan dengan route
pelayaran yang saudara susun, jelaskan masing - masing :

- Chart Catalog : untuk melihat peta – peta mana saja yang akan digunakan pada route
tersebut. Muali dari peta skala kecil hingga peta skala besar, untuk melihat dan
memperhitungkan adanya bahaya – bahaya navigasi.
- Tide table : untuk melihat daftar pasang surut di suatu wilayah
- Admiratly List of Radio : untuk mengetahui akan chanel-chanel pada stasiun pantai
- Admiratly List of Lights and Fog Signal : untuk melihat penerangan – penerangan yang
digunakan saat navigasi maupun saat restricted visibility
- Admiratly sailing direction.
- Pilot book
- Notice to Marine : bersikan informasi mengenai penambahan atau penghapusan
bahaya navigasi yang ada pada daerah tertentu. Misalyan penambahan atau
pengahpusan kabel bawah laut, wreck, bouy, suar, depth. Serta adanya preliminary (P)
dan temporary (T) yakni pembanguan yang sifatnya tidak tetap.
- Mariner-s Handbook

2. Gambar dan tuliskan 10 tanda – tanda atau symbol bahaya - bahaya navigasi di peta
laut yang harus dihindari oleh kapal.

- Memasuki wilayah Traffic Separtion Scheme

 Saat memasuki wilayah TSS perwira kapal diwajibakan untuk melapor ke VTS TSS
dengan melaporkan posisi kapal saat itu, tujuan dari voyage tersebut, speed, draft,
yang nantinya seluruh pergerakan kapal saat memasuki TSS akan diarahkan oleh VTS.

- Suar FI.R RY

- Suar Eddystone Rks Go FI (2) 1 Osec 41 m 24 M Horn (3)

- Wreck : kapal yang di tenggelamkan

- Safety contour : batas keadalaman kapal di wilayah ter aman. misalnya batas wilayah
paling dalam dengan wilayah dangkal bedasarkan warna air yang ada di peta.

- Suar Wolf Rock Alt FI. WR.30 sec 43 m 23.2.2 M

- Depth
3. Buatlah general concept of navigation dari rancangan pelayaran yang telah saudara
buat tersebut untuk keperluan small meeting antar mualim jaga :

- Mualim jaga harus mengetahui akan passage plan dibuat oleh Mualim II yang telah
disetujui oleh Kapten
- Mualim jaga harus mengertahui dan mengerti akan bahaya – bahaya yang ada pada
rute pelayaan.
- Mualim jaga harus senantiasa lookout dan mencompre nya dengan alat-alat navigasi
(Radar, Ecdis) serta peta
- Mualim jaga harus mengetahui akan draft kapal
- Jika hendak memasuki TSS, harus melaporakan ke VTS
- Saat melakukan dinas jaga seluruh kegiatan dinas jaga direcord kedalam logbook

4. Ditempat / diarea mana saja saudara menggunakan metode parrale index pada ssat
kapal akan merubah haluan.

- Objek tertentu yang tidak berpindah tempat, seperti suar dan pulau
- Pembuatan Parralel Index pada daerah-daerah tertentu, seperti alur pelayaran sempit
dan Restricted Visibility.
- Pembuatan Parralel Index digunakan agar kapal tetap berada pada rute atau haluan
yang telah dibuat