NAHKODA

MASTER’S RESPONSIBILITIES AND DUTIES

TUGAS DAN TANGGUNG JAWAB NAHKODA

Reports To:

Marine Superintendent

Qualifications:

Melapor Kepada:

Marine Superintendent

Kualifikasi:

In all cases the minimum qualifications for this position will be in accordance with the relevant section of the STCW, Seagoing Qualifications, as issued and amended by the International Maritime.

Keahlian minimum untuk jabatan ini harus memenuhi syarat STCW, Seagoing Qualifications, sesuai peraturan dari International Maritime Organization.

Responsibilities:

1 Responsibility

1.1 Master has the overriding authority and the responsibility to make decisions with respect to safety and pollution prevention and to request company’s assistance as may be necessary.

Tanggung Jawab:

1. Tanggung Jawab

1.1 Nahkoda memiliki kewenangan tertinggi dan bertanggung jawab untuk membuat keputusan berkenaan dengan keselamatan dan pencegahan polusi serta meminta bantuan perusahaan bila diperlukan.

1.2 The Master is in sole command of the vessel and has supreme authority in the decision making process on board. Therefore the Master must understand that the information given in these regulations is not to be construed as in any way relieving him of his full responsibility for the safe navigation of the ship and the efficient organization on board.

1.2 Nahkoda adalah pemimpin dan pembuat keputusan diatas kapal. Oleh karena itu, Nahkoda harus memahami bahwa dia bertanggung jawab penuh untuk organisasi yang efisien dan navigasi yang aman.

1.3 The Master is fully responsible for the safety of life on board and for the ship and cargo. Should an emergency situation develop, the Master must take such immediate action as He considers necessary, and keep the Company informed of the situation. The Master is responsible for ensuring that before proceeding to sea the ship is fully equipped and safe for the intended voyage. The requirements as regards stability, ballasting and stowage of cargo shall receive his careful attention. Before proceeding on a voyage He shall be aware of the requirement and restrictions of the various ports of call and to generally anticipate information required on all matters connected with the voyage eg charts, publications etc. The Master shall verify his acceptance of cargo and stability plans by signing and dating the plans prior to commencement of cargo operations.

1.3 Nahkoda bertanggung jawab atas keselamatan jiwa, kapal, dan muatan. Bila terjadi keadaan darurat, Nahkoda harus segera bertindak dan memberitahu Perusahaan menyangkut situasi itu. Nahkoda bertanggung jawab untuk memastikan bahwa sebelum berlayar, kapal sudah diperlengkapi dan aman. Peraturan mengenai stabilitas, ballast, serta penyimpanan muatan wajib mendapat perhatian khusus. Nahkoda mengetahui peraturan dan larangan dari berbagai pelabuhan serta informasi lain, misalnya tabel, pamplet, dsb, sebelum berlayar. Nahkoda menandatangani dan memberi tanggal pada rencana sebelum operasi muatan dimulai.

1.4 The Master is responsible for the maintenance of discipline and administration of matters relating to the appropriate Indonesian and International Regulations.

1.4 Nahkoda bertanggung jawab terhadap administrasi dan disiplin berkenaan dengan Perundangan Indonesia dan Internasional.

1.5 The Master is responsible for ensuring that the vessel is in seaworthy condition in all respects, especially with regard to stability, trim and stress.

1.5 Nahkoda bertanggung jawab untuk memastikan bahwa kapal dalam kondisi laik laut, terutama stabilitas, trim dan stress.

1.6 The Master is responsible for ensuring that all Deck Officers are fully familiar with the location and operation of all Bridge controls and equipment before they assume responsibility for a Bridge Watch.

1.6 Nahkoda bertanggung jawab untuk memastikan bahwa semua Perwira dek mengerti letak dan pengoperasian semua perlengkapa dan Kendali anjungan sebelum mereka bertugas untuk tugas jaga anjungan.

1.7 As Chairperson of the Shipboard Management Committee, the Master shall exercise overall control and guidance to ensure the efficient maintenance and operation of the ship and the overall welfare, discipline and training of the Ship's Company.

1.7 Sebagai Ketua dari Komite Manajemen Kapal, Nahkoda wajib melakukan pengawasan dan pengarahan untuk memastikan pemeliharaan dan pengoperasian kapal yang efisien serta keselamatan, disiplin,dan pelatihan dari Kapal Perusahaan.

1.8 The Master (or his representative) shall chair the monthly Safety Meeting. The Master shall be the Local Document Controller and Quality Control Officer in accordance with QPRO- 1.03 “Maintenance of Quality Records ” and QPRO-1.02 “Local Document Control”.

1.8 Nahkoda (atau wakilnya) wajib memimpin pertemuan bulanan tentang Keselamatan. Nahkoda wajib berperan sebagai Local Document Controller dan Quality Control Officer sesuai dengan QPRO- 1.03 "Maintenance of Quality Records " dan QPRO-1.02 " Local Document Control ".

2 Change of Command

When a change of command takes place the Master must hand all papers and documents concerning the ship's business to his successor. The Masters Handover Checklist (SMD-001) shall be completed and dispatched as listed at the bottom of the form. Both the relieved Master and the relieving Master are to sign the form.

2 Pergantian Pemimpin

Ketika terjadi pergantian pemimpin, Nahkoda harus menyerahkan semua berkas dan dokumen yang menyangkut urusan kapal kepada penggantinya. Formulir Masters Handover Checklist (SMD-001) wajib diisi oleh Nahkoda dan penggantinya.

3 Standing Orders

3.1 On taking over command, the Master shall record his own Standing Orders which shall be framed within the spirit of these Regulations. The Master is entitled to vary responsibilities and duties on board to meet any exceptional circumstances.

3 Standing order

3.1 Pada saat mengambil alih kepemimpinan, Nahkoda wajib mencatat Standing order-nya sendiri sesuai dengan peraturan ini. Nahkoda dihadapkan pada tugas dan tanggung jawab dalam kondisi apapun.

3.2 The Master shall maintain his own written Night Orders pertaining to the efficient keeping of Bridge watches, both at sea and at anchor. The latter are to contain precise instructions as to the requirements of the ship's intended passage during the night, if at sea, and the safe operation and handling of the ship during that period. Deck Officers, on taking over the Bridge, should read, and initial as having understood, these night orders.

3.2 Nahkoda wajib melakukan Standing order sesuai dengan pengawasan anjungan yang efisien, baik diatas kapal dan di jangkar. Perintah ini memuat instruksi menyangkut kebutuhan dari pelayaran sepanjang malam yang direncanharus, serta operasi dan penanganan kapal yang aman selama periode itu. Perwira dek perlu membaca dan memahami standing order ini saat mengambil alih anjungan.

4 Navigation

4.1 The Master is responsible for the safe navigation of the ship which, at all times, shall be in accordance with the recommendations contained in the ICS publication, "Bridge Procedures Guide". To carry this out successfully He must at all times be fully fit in all respects. Should the Master, for any reason, be unable to carry out his duties He must hand over command of the vessel to the Chief Mate. In this event an entry to this effect shall be made in the Official Log Book and MT. SC 3 ( sample ) must be informed accordingly. The Chief Mate is the Master's deputy on board when the Master is ashore.

4 Navigasi

4.1 Nahkoda bertanggung jawab setiap saat untuk navigasi kapal yang aman sesuai ICS, " Bridge Procedures Guide ". Bila Nahkoda tidak mampu melakukan tugasnya karena alasan tertentu, maka kepemimpinan kapal harus diserahkan kepada Mualim Satu. Peristiwa ini ditulis dalam Official Log Book dan DC harus tahu mengenai hal tersebut. Mualim Satu adalah wakil Nahkoda diatas kapal saat Nahkoda berada di darat.

4.2 In planning a forthcoming passage the Master shall endeavor to make the swiftest passage possible taking into account the safety of the vessel and in particular:

4.2 Nahkoda membuat rencana pelayaran yang paling cepat namun tetap memperhitungkan keselamatan kapal, khususnya:-

(a) (i) That the vessel's Passage Plan has been developed in accordance with the ICS publication, "Bridge Procedures Guide".

(ii) The Master shall verify his confirmation of the passage plan by signing and dating the plan prior to commencement of the voyage.

(a) (i) Rencana pelayaran kapal dilakukan sesuai ICS, "Bridge Procedures Guide".

(ii) Nahkoda mengkonfirmasi rencana pelayaran dengan menandatangani dan memberi tanggal rencana sebelum pelayaran dimulai.

(b) That the Bridge Team is to practice "berth to berth" navigation techniques and that all courses in pilotage waters are to be marked clearly on the applicable charts.

(b) Tim Anjungan wajib melatih teknik navigasi" berth to berth” dan semua lintasan di dalam daerah pemanduan ditandai dengan jelas pada tabel.

(c) That full use is made of all electronic navigation aids including map drawing facilities, where fitted, and the use of radar overlays for parallel indexing.

(c) Alat navigasi elektronik digunakan secara maksimal termasuk fasilitas gambar peta dan penggunaan radar pedoman paralel.

(d) Adequate clearance of all dangers to navigation.

(d) Pemeriksaan bahaya terhadap navigasi.

(e) Anticipated weather conditions.

(e) Antisipasi Cuaca.

4.3 The Master On The Bridge

Although the Master is responsible for the safe operation and navigation of the vessel at all times, it must be appreciated that conditions may arise when fatigue, due to long hours spent on duty and particularly on the bridge, will cause a reduction in the Master’s alertness and efficiency. The Master must therefore, endeavor to plan his activities in line with his perceived workload and with periods of high priority and should , when appropriate, endeavor to delegate some of his responsibilities to the Chief Mate as necessary to allow himself adequate rest.

4.3 Nahkoda di Anjungan

Walau Nahkoda bertanggung jawab terhadap navigasi dan pengoperasian kapal yang aman, ada saatnya Nahkoda mengalami kelelahan karena bertugas terus-menerus sehingga mengurangi kesiap siagaan dan efisiensinya. Nahkoda harus membuat rencana kegiatan dan memberikan sebagian dari tugasnya kepada Mualim Satu agar bisa beristirahat dengan cukup.

The Master must be on the bridge at the following times:

Nahkoda harus berada anjungan pada saat:

(a) Whenever required by the officer of the watch.

(a) Setiap saat bila dibutuhkan perwira jaga.

(b) In periods of reduced visibility.

(b) Ketika jarak tampak kabur.

(c) Memasuki atau meninggalkan pelabuhan, masuk atau keluar dok, perpindahan kapal, atau dalam daerah pemanduan.

(d) While navigating restricted waters; and in vessel separation routes.

(d) Saat berada di perairan terbatas atau rute kapal yang terpisah

(e) When the projected course of the vessel passes through the vicinity of shoals, outlying rocks or other navigational hazards.

(e) Saat jalur yang direncanakan harus melewati karang atau ancaman bahaya lainnya.

(f) When making a landfall.

(f) Saat melakukan landfall.

(g) When there is heavy traffic in the vicinity.

(g) Saat lalu lintas ramai.

(h) During heavy weather conditions, and at other times when conditions are judged to be a potential threat to the safety of the vessel, personnel or cargo.

(h) Selama kondisi cuaca berpotensi mengancam keselamatan kapal, personil atau cargo.

(i) When any of the vessel’s propulsion or navigation equipment is malfunctioning or suspected to be unreliable.

The Master must keep the bridge watch officer advised of his whereabouts at all times when the vessel is at sea.

(i) Saat mesin pendorong kapal atau perlengkapan navigasi rusak atau tidak berfungsi dengan baik.

Nahkoda harus selalu memberitahukan posisinya kepada perwira saat kapal berada di laut.

4.4 The Master shall observe present and forecast weather conditions closely at all times and shall, if necessary, alter course and/or speed to avoid weather that might damage the vessel or endanger those on board. The Master shall require the Radio Officer to obtain all available pertinent weather reports. A close study of this information is to be made with local weather conditions as observed on the vessel, in order that the track of approaching storms or dangerous conditions may be determined and avoided if deemed advisable.

4.4 Nahkoda wajib mengetahui ramalan cuaca dan mengubah jalur atau kecepatan untuk menghindari cuaca yang mungkin merusak kapal dan membahayharus jiwa diatas kapal. Nahkoda wajib memerintahkan perwira radio untuk melaporkan semua laporan cuaca. Kesimpulan dari informasi disesuaikan dengan kondisi cuaca agar jalur dimana harus terjadi badai atau kondisi berbahaya dapat dihindari.

4.5 Large Waves Due To Wind And Current Effects

Masters must consider the effect on sea conditions when winds are contrary to currents. When conditions are conducive to the formation of such waves, immediate action must be taken to take the ship out of the flow of the current.

4.5 Ombak Besar Karena Efek Angin Dan Arus

Nahkoda harus mempertimbangkan kondisi laut pada saat angin berlawanan dengan arus. Kapal harus segera dibawa keluar dari aliran arus ketika ombak belum membesar.

4.6 Weather Routing

It is common for Charterer’s to make use of weather routing services for ocean passages. The Master is however, always at liberty to disregard advice received from a weather routing service if, in his judgment, the proposed route is not considered to be prudent. The use of these services does not relieve the Master of the normal responsibility for safe navigation, nor does it permit discontinuation of the reception and analysis of normal weather reports. Details of available weather routing services are contained in Company standing instructions. When planning the route of any passage, all relevant seasonal constraints should be considered. If it is considered necessary for a particular passage, the Company will arrange for commercial Weather Routing services.

4.6 Weather Routing

Para pencarter biasa menggunakan jasa Weather Routing untuk pelayaran samudra, tetapi Nahkoda bebas untuk tidak menuruti jalur yang disarankan Weather Routing bila tidak sesuai dengan rencana. Penggunaan jasa ini tidak membebaskan Nahkoda dari tanggung jawab harus navigasi yang aman, atau menolak menggunharus analisa dan laporan cuaca. Rincian dari jasa Weather Routing terdapat dalam instruksi perusahaan. Ketika merencanharus rute pelayaran apapun, semua batasan musiman yang berkaitan harus dipertimbangkan. Jika dianggap penting bagi pelayaran tertentu, perusahaan wajib menggunharus jasa Weather Routing komersil.

5 Safety

The Master shall ensure that all required safety and fire fighting equipment on board the vessel is maintained in good working order, that the crew members are fully aware of (and capable of carrying out) their duties, particularly in emergency situations and that each crew member has easy access to the instructions contained in the vessel’s SOLAS and Safety and Emergency Procedures manuals. He shall ensure that the first aid and medical lockers are adequately maintained.

5 Keselamatan

Nahkoda wajib memastikan bahwa semua perlengkapan keselamatan dan pemadam kebakaran berada diatas kapal dan terpelihara dengan baik. Kru harus tahu cara mengoperasikan perlengkapan tersebut terutama saat keadaan darurat sesuai instruksi SOLAS dan Manual Prosedur Darurat. Nahkoda harus memastikan perlengkapan pertolongan pertama dan loker medikal terpelihara dengan baik.

6 Stability

The Master shall ensure that the vessel proceeds to sea in a stable condition with the Load Line Rules adhered to. Particular attention shall be paid to slack tanks and the distribution of heavy weights. All movable items of equipment must be securely lashed.

6 Kestabilan

Nahkoda wajib memastikan bahwa kapal dalam kondisi stabil sesuai Peraturan Load Line. Tangki yang kendor dan barang berat harus diperhatikan. Semua perlengkapan yang mudah bergerak harus diberi pemberat.

7 Performance

The Master shall ensure that the vessel performs to the satisfaction of MT. SC 3 and He shall render all possible assistance to MT. SC 3's Representatives.

7 Kinerja

Nahkoda wajib menjamin bahwa kinerja kapal memuaskan MT. SC 3 dan membantu perwakilan dari MT. SC 3.

8 Documentation

The Master shall ensure that:

1) All charts, books of Sailing Directions, Light Lists, compass deviation curve card etc. are on board and kept up to date.

2) All Log Books and records required by statute, and MT. SC 3 Rules and Regulations are properly maintained.

3) All reports as required by law or Company instruction are prepared and submitted

4) Radio records and accounts as required by law or Company instruction are maintained.

8 Dokumentasi

Nahkoda wajib memastikan bahwa:

1) Semua tabel, buku Arah Pelayaran, Daftar Lampu, kartu kompas garis deviasi, dan sebagainya, diatas kapal dan selalu diperbarui.

2) Pemeliharaan semua Log Book, arsip, peraturan dan timlasi MT. SC 3.

3) Semua laporan harus disiapkan dan diserahkan.

4) Pemeliharaan semua rekaman radio dan rekening.

9 Government Notices, Company and Port Management Circulars, etc

The Master shall receive all government and MT. SC 3 Notices, Circulars and other Notifications or Instructions issued by MT. SC 3 and ensure that they are closely studied, their contents noted and communicated to the crew, where necessary, and adhered to. All such notices must be carefully filed on board for future reference.

Upon change of Master the files shall be handed over and an appropriate entry shall be made in the Official Log Book.

9 Pengumuman Pemerintah, surat edaran Manajemen Perusahaan dan pelabuhan, dan sebagainya.

Nahkoda menerima semua pengumuman dari pemerintah dan MT. SC 3, surat edaran, dan pemberitahuan serta instruksi dari MT. SC 3. Nahkoda harus mengerti isi dari pemberitahuan itu dan memberitahukannya kepada kru. Semua surat pemberitahuan harus disimpan diatas kapal sebagai referensi.

Saat pergantian Nahkoda, semua arsip wajib diserahkan dan dicatat dalam Official Log Book.

10 Accident, Collision and Salvage

10 Kecelakaan, Tubrukan dan Penyelamatan

10.1 The Master must appreciate the serious nature of the responsibilities imposed upon him by International Law. However, in the event of a collision or casualty, or of salvage or other services rendered to, or by, his ship, the Master must immediately after the occurrence, inform MT. SC 3 by the quickest means possible, ie. Satcom, telex, telephone, etc. giving brief details of the incident. He must then forward a report in accordance with the requirements laid down in MT. SC 3's Shipboard Contingency Plan and Reporting Procedure. If a collision occurs the Master must communicate with the Master of the other vessel, by the most practical means available in the circumstances, holding him and his Owners responsible for the accident. He must endeavor to obtain at least a reply to this communication.

10.1 Nahkoda harus menyadari tanggung jawabnya dihadapan Hukum Internasional. Bila terjadi kecelakaan, tabrharus, atau penyelamatan, Nahkoda harus segera memberitahu MT. SC 3 untuk menceritakan kecelakaan tersebut. Setelah itu Nahkoda memberikan laporan sesuai peraturan MT. SC 3 Shipboard Contingency Plan and Reporting Procedure. Jika terjadi tabrharus, Nahkoda harus berkomunikasi dengan Nahkoda dari kapal lain dan meminta pertanggung jawaban. Nahkoda paling tidak harus berusaha untuk mendapat jawaban balasan.

10.2 In the event of an accident or breakdown, the Master has the absolute authority to engage any assistance necessary to protect the vessel, her crew, cargo and the environment. In situations of danger, where immediate assistance is required, such help shall be obtained, where possible, by agreement to Lloyd's Standard Form of Salvage Agreement 2000 (LOF 2000).

In the event that potential Salvers are unwilling to accept LOF 2000, the Master has authority to agree any basis of assistance necessary to avert immediate danger. If time and circumstances permit, reference shall be made to MT. SC 3, providing always that this does not delay the taking of such immediate action as is necessary to protect the vessel, her crew, cargo and environment.

An entry must be recorded in the Official Log Book concerning any such agreement made.

10.2 Bila terjadi kecelakaan atau gangguan, Nahkoda berwenang untuk melakukan apapun demi keselamatan kapal, kru, muatan dan lingkungan. Bantuan harus diberikan sesegera mungkin sesuai Lloyd's Standard Form of Salvage Agreement 2000 (LOF 2000).

Seandainya para penyelamat tidak mau mematuhi LOF 2000, Nahkoda memiliki wewenang untuk menerima bantuan apapun untuk mencegah terjadinya bahaya. Jika memungkinkan, MT. SC 3 wajib diberitahu bahwa penyelamatan harus dilakukan demi keselamatan kapal, kru, muatan, dan lingkungan.

Hal ini harus dicatat di Official Log Book karena ada beberapa perjanjian yang dibuat.

10.3 In the case of an accident to the ship, which requires her to proceed to a port of refuge, MT. SC 3 shall be informed using the quickest means of communication, i.e. Satcom, telex, telephone, etc. giving particulars of the damage sustained. Subject to any instructions from MT. SC 3 the Master shall call a survey and note protest. In any case, a certificate stating that the ship is seaworthy must be obtained before proceeding on the voyage.

10.3 Bila kapal harus berlabuh dan diperbaiki karena mengalami kecelakaan, MT. SC 3 wajib diberitahu mengenai kerusharus yang terjadi. Nahkoda harus melakukan survei dan melayangkan surat protes bila tidak setuju dengan instruksi dari MT. SC 3. Sertifikat laik laut harus dimiliki sebelum melanjutkan pelayaran.

10.4 Depositions before any Governmental Official following a casualty or accident need great care to ensure that no material facts are omitted, nor anything incorrectly stated.

10.4 Pernyataan dari Pejabat Pemerintah mengenai kecelakaan atau korban harus diperiksa untuk memastikan bahwa fakta tidak dihilangkan, atau ada kesaksian yang tidak benar.

10.5 In all cases where the ship encounters heavy weather or suffers an accident of any kind, no matter how minor, the Master shall note protest in accordance with the instructions of the vessel's Owners.

10.5 Dalam keadaan ketika kapal menghadapi cuaca yang buruk atau mengalami kecelakaan, Nahkoda wajib memberitahukan hal tersebut.

10.6 In all cases where damage has occurred, or is thought to have occurred, to the ship's structure or machinery from any cause whatsoever including minor collision, contact or grounding the Master shall ensure, in conjunction with the Chief Engineer and the Chief Mate, that a full assessment is made of the situation, including a diver's survey (if necessary).

10.6 Dalam keadaan ketika terjadi kerusharus pada mesin atau struktur kapal karena kontak, kandas, atau sebab apapun, Nahkoda bersama dengan KKM dan Mualim Satu harus segera memeriksa kerusakan.

The incident or damage must be thoroughly investigated and a full and accurate report submitted to MT. SC 3. In carrying out this investigation it is vital that a critical assessment is made to prove as far as possible the conclusions reached. Every statement or measurement must be questioned to establish its accuracy, and assumptions shall not be made unless there is substantial evidence to justify them. In the case of contact or grounding, it should not be assumed that the damage is confined to one part of the hull only, regular soundings and internal inspections must be made to establish and monitor the conditions.

It should be remembered that quiet discussion of the incident often opens up other possibilities. A plan for the investigation must be drawn up and followed through before reporting the full facts. In any instances of grounding or contact below the waterline MT. SC 3 shall be advised of the findings. It should be borne in mind that the accuracy of the findings will often affect and determine the assistance of repairs being arranged to correct the situation.

Laporan penyelidikan yang akurat mengenai penyebab kecelakaan atau kerusharus diserahkan kepada MT. SC 3. Pemeriksaan serinci mungkin sangatlah penting dalam melakukan suatu penyelidikan. Setiap pernyataan atau pengukuran harus diperiksa kembali untuk memastikan kebenarannya, dan asumsi tidak harus dibuat jika ada bukti kuat. Dalam kasus kontak atau kandas, kerusharus tidak boleh dianggap hanya terjadi pada bagian lambung kapal saja, sounding timlar dan pemeriksaan internal harus dilakukan untuk memastikan dan memonitor kondisi.

Diskusi tentang kecelakaan sering menimbulkan berbagai kemungkinan. Rencana untuk penyelidikan harus dibuat dan dilaksanharus sebelum melaporkan seluruh fakta. Semua hasil temuan penyelidikan di bawah garis air wajib diberitahukan kepada MT. SC 3. Ketelitian dari semua temuan sangat mempengaruhi dan menentukan dalam rencana perbaikan kapal.

10.7 Masters should consult the ICS/publication, "Peril at Sea and Salvage", and be guided by the recommendations contained therein.

10.7 Nahkoda wajib mengkonsultasikan ICS/Publication, " Peril at Sea and Salvage ", dan berpedoman pada rekomendasi di dalamnya.

11 Assisting Ships in Distress

11 Penyelamatan Kapal

11.1 In the event of encountering a ship which is in distress or derelict, the Master must not overlook that his prime responsibility is the safety of his own ship and the lives on board and undue risks must not be taken. Subject to this consideration, He shall give all possible assistance to save life.

11.1 Ketika kapal tiba-tiba dalam keadaan bahaya atau harus karam, Nahkoda tidak boleh mengambil resiko yang bisa mengancam keselamatan kapal dan kru.

If towage is requested by a vessel in distress the Master of any MT. SC 3 ship so requested must refer to MT. SC 3, if practicable, by the quickest means possible, ie. fax, telex, radiotelephone etc., before making any agreement.

However, the rendering of assistance for the saving of life is the first priority and if circumstances do not permit such reference to MT. SC 3, the Master should reserve his own, his Officers', his crew's and his Owners' (and Charterers' if applicable) position in respect of salvage claims. It is likely that in any such case the Master of the ship in Distress will request the use of Lloyd's Standard Form of agreement (2000) and in such circumstances the Master of the MT. SC 3 vessel is recommended to agree.

Jika suatu kapal meminta bantuan towage, Nahkoda harus memberitahu MT. SC 3 sebelum menyetujui untuk membantu. Jika keadaan tidak sesuai dengan ketentuan dari DC Shipping, maka Nahkoda harus mengutamharus proses penyelamatan diatas kepentingan dirinya, perwira, kru, pemilik kapal, dan pencarter, karena menyelamatkan hidup orang banyak adalah prioritas utama. Ada kemungkinan Nahkoda dari kapal yang sedang dalam bahaya harus memanfaatkan peraturan Lloyd's Standard Form of agreement (2000) dan Nahkoda dari kapal MT. SC 3 harus setuju.

12 Pollution

12 Polusi

12.1 The Master must make a special point of ensuring that all members of the Ship's Company are aware of what precautions are necessary to avoid oil spillages. All Officers must exercise the utmost care and vigilance to avoid accidental overflows in port or at sea. Integrated Shipboard Emergency Manual contains guidance in the Shipboard Oil Pollution Emergency Plan on what action should be taken in the event of an oil spillage occurring.

12.1 Nahkoda harus memastikan semua anggota dari Perusahaan Kapal menyadari pentingnya tindharus antisipasi untuk menghindari tertumpahnya minyak. Semua Perwira harus melatih kepedulian dan kewaspadaannya untuk menghindari minyak meluber di pelabuhan atau di laut. Integrated Shipboard Emergency Manual berisi pedoman dalam Shipboard Oil Pollution Emergency Plan mengenai penanganan kasus tertumpahnya minyak.

12.2 All Acts and International Conventions relating to oil pollution, or the prevention thereof, must be strictly complied with. The Oil Record Book is to be maintained by the Chief Engineer in accordance with International and Local Regulations wherever the ship is operating. The Oil Record book shall be kept on board until two years have elapsed from the date of the last entry when thereafter, it may be disposed of.

12.2 Perundangan dan Konvensi Internasional yang berhubungan dengan polusi minyak dan pencegahannya harus dipatuhi. Oil Record Book disimpan oleh KKM sesuai Peraturan Lokal dan Internasional di mana kapal sedang beroperasi. Oil Record Book wajib disimpan diatas kapal selama dua tahun dimulai dari tanggal Buku tersebut disimpan.

12.3 Before commencing any bunker operation in any port, the Chief Mate must ensure that all main deck scuppers and discharges are securely plugged in order to prevent the escape of oil overboard should there be a burst or overflow.

12.3 Sebelum memulai operasi bunker di pelabuhan manapun, Mualim Satu harus memastikan bahwa semua lubang-kuras dan pembongkar dek kapal bagian atas sudah dipasang untuk mencegah keluarnya minyak dari kapal yang berakibat ledharus atau tertumpah.

12.4 The Chief Engineer is responsible for all bunkering operations and must ensure that all ship's personnel engaged in bunkering operations are thoroughly familiar with the ship's fuelling arrangements, including the positions of valves, overflow and air pipes, the overflow tanks and the sounding pipes and depth indicators of all fuel storage tanks.

12.4 KKM bertanggung jawab untuk semua operasi pengisian bahan bakar dan memastikan bahwa semua personil kapal berpartisipasi dan mengerti prosedur pengisian bahan bakar, termasuk posisi klep, overflow, dan pipa angin, tangki overflow dan pipa bunyi dan indikator dari tangki penyimpanan bahan bakar.

12.5 Should an oil spill occur all operations connected with the transfer of oil, whether cargo or bunkers, shall cease, the Master or Officer in Charge must be notified immediately and all possible immediate action taken to minimize, retain on board and cleanup (taking due regard to any appropriate Marpol regulations) , the oil spilled.

12.5 Semua operasi yang berhubungan dengan pemindahan minyak, termasuk muatan atau bunker, harus dihentikan bila minyak tertumpah. Nahkoda atau Perwira yang berwenang harus diberitahu agar segera bertindak.

12.6 All disposal of garbage shall comply with Marpol 73/78 Annex V and local port requirements.

12.6 Semua pembuangan sampah harus mematuhi Marpol 73/78 Annex V dan peraturan di pelabuhan lokal.

12.7 Particular care shall be taken to conform to the provisions of the Clean Air Act and any local legislation at various ports.

12.7 Ketentuan Udara Bersih dan perundangan pada pelabuhan lokal harus dilaksanakan.

13 Reporting of Serious Occurrences

Masters' letters to MT. SC 3 are not privileged and therefore, when reporting any matter of a controversial nature, an accident involving personal injury or any occurrence which is likely to lead to litigation, such as collision, it is essential that all letters or reports which are sent to MT. SC 3, in addition to the prescribed forms, are in accordance with the instructions contained within this handbook.

13 Laporan Kecelakaan Serius

Karena surat dari Nahkoda untuk MT. SC 3 tidak memiliki kekuatan, maka semua surat laporan kecelakaan yang dikirim ke MT. SC 3 harus sesuai dengan instruksi di buku ini.

14 Charter Party

The Master must familiarize himself with the terms of the Charter Party or document under which his ship may be operating. He must be conscious both of MT. SC 3's interest and it's commitments to the vessel's owners. He must ensure that Officers are advised as necessary of the provisions of the Charter Party or other document covering the employment of the ship.

14 Charter Party

Nahkoda harus mamahami isi dari Charter Party dan mengerti kepentingan dari MT. SC 3. Ia harus memastikan bahwa para Perwira mengerti peraturan dari Charter Party dan dokumen yang mengatur keperwiraan kapal.

15 Use of Main Engine

The Master must give due notice to the Chief Engineer before requiring the use of the main engine. He must also keep the Chief Engineer fully advised of the ship's programme to enable him to arrange the proper maintenance of machinery.

15 Penggunaan Mesin Utama

Nahkoda harus memberi catatan kepada KKM sebelum mejelaskan penggunaan dari mesin utama. Ia juga harus menekankan program kapal kepada KKM agar mesin dapat dipelihara dengan baik.

16 Repairs

Following completion of periodical overhauls after repairs, the results of dock trials of all machinery, as advised by the Chief Engineer, shall be reported to the Ship Manager before the ship sails.

16 Perbaikan

Sesuai saran dari KKM, penyelesaian akhir dari pemeriksaan berkala setelah perbaikan harus dilaporkan kepada Manajer Kapal sebelum kapal berlayar.

17 Watch keeping To Assist The Chief Mate

Subject always to the overriding considerations of safety and where geographical and weather conditions allow, the Master is encouraged, at his own discretion, to take over some of the purely watch keeping duties of the Chief Mate. This will allow the Chief Mate to devote more time to the overall supervision of the crew, particularly during periods of peak activity.

17 Tugas Jaga untuk Membantu Mualim Satu

Mualim Satu selalu memperhitungkan keselamatan berkaitan kondisi geografis dan cuaca. Nahkoda berinisiatif untuk mengambil alih sebagian dari tugas Mualim Satu. Ini harus membuat Mualim Satu dapat lebih meluangkan waktunya mengawasi para kru, terutama saat periode aktivitas puncak.

18 Fuel

The Master must confer with the Chief Engineer and ensure that on departure He has sufficient fuel, with an adequate safety margin, to reach the next port at which fuel is available. When applicable, Charterer's instructions shall be followed in arranging bunkering, but under no circumstances shall this override the Master's responsibility to ensure that the ship is adequately bunkered, in accordance with MT. SC 3 policy contained in this manual.

18 Bahan Bakar

Nahkoda harus berunding dengan KKM untuk memastikan bahwa bahan bakar mencukupi untuk sampai ke pelabuhan berikutnya. Instruksi dari pencarter wajib diikuti tetapi Nahkoda tidak lepas dari tanggung jawab untuk memastikan bahwa kapal telah cukup terisi bahan bakar sesuai kebijharus MT. SC 3.

19 Ship's Speed

At all times the ship's speed is to be controlled by the Master, subject to considerations of safety and to his sailing instructions and on consultation with the Chief Engineer.

19 Kecepatan Kapal

Kecepatan kapal setiap saat dikendalikan oleh Nahkoda dan harus mempertimbangkan keselamatan dan instruksi pelayaran serta konsultasi dengan KKM.

20 Report of Sailing

All local / international requirements are to be complied with. eg AMVER.

20 Laporan Pelayaran

Semua peraturan lokal / internasional harus ditaati. (misal: AMVER)

21 Change of Destination Orders

When destination orders are changed on passage, the Master must advise MT. SC 3 of the revised destination and ETA.

21 Perubahan Urutan Tujuan

Ketika urutan tujuan dirubah pada saat pelayaran, Nahkoda harus memberitahukan MT. SC 3.

22 Medical Care

The Master must advise MT. SC 3 immediately of any suspected serious illness or injury to persons on board, giving details of their overall condition and his recommendations or actions regarding treatment and assistance required.

22 Perawatan Medis

Nahkoda harus segera memberitahu MT. SC 3 tentang segala penyakit yang diderita awak kapal serta melakukan tindharus yang diperlukan.

23 Hazards

All crew members aboard the MT. SC 3 are responsible for the identification of hazards. Where possible such hazards should be rectified immediately and in all cases recorded in the hazard log. All incidents and near misses shall be recorded in the hazard log.

23 Bahaya

Semua anggota kru MT. SC 3 bertanggung jawab untuk memeriksa adanya bahaya dan harus ditangani secepat mungkin. Semua kecelakaan dan ancaman kecelakaan harus dicatat dalam hazard log.

24 Personal Protective Equipment

The incumbent shall at all times comply with MT. SC 3's requirement for minimum Personal Protective Equipment (PPE).

24 Perlengkapan Perlindungan Perorangan

Pejabat wajib mematuhi persyaratan minimum MT. SC 3 mengenai Perlengkapan Perlindungan Perorangan.

25 All crew shall participate in the vessel’s emergency gear testing rounds as required by the Master.

Authorities:

25 Semua kru wajib ambil bagian dalam pengujian perlengkapan darurat kapal seperti yang diperintahkan Nahkoda.

Wewenang:

1. The incumbent is authorized to initiate action, identify and record problems, recommend and implement solutions to ensure non-conformances are corrected. This will be achieved through document QPRO-1.06 “Corrective and Preventive Action”, located in MT. SC 3’s Quality Procedures Manual.

1. Nahkoda diberi hak untuk memulai tindharus identifikasi dan mencatat permasalahan, memberi saran dan menerapkan solusi agar segala kesalahan dapat diperbaiki. Hal ini harus tercapai melalui dokumen QPRO-1.06 "Corrective and Preventive Action", yang terdapat dalam Manual Prosedur Mutu MT. SC 3.

"VESSEL OPERATIONS MANUAL"