ARAMCO EVALUATION OF MASTERS AND CHIEF OFFICERS

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ARAMCO EVALUATION OF MASTERS AND CHIEF OFFICERS

Dear Seafarers,

Syukur Alhamdulillah, akhirnya saya sudah bisa merampungkan kumpulan soal-jawab “ARAMCO EVALUATION”. Saya menyusun tulisan ini per-section sebagaimana yg terdapat dlm ARAMCO MIM (Marine Instruction Manual).

Sengaja saya menyusun tulisan ini karena banyaknya teman2 yg bertanya kepada saya bagaimana sich ARAMCO EXAM itu, apa saja yg ditanyakan dan apa saja yg harus disiapkan.

Disamping itu saya berharap agar semakin banyak pelaut-pelaut Indonesia bisa bergabung di SAUDI ARAMCO, dengan demikian walaupun kita bekerja jauh dinegeri orang maka terasa seperti di Negara sendiri dan tidak mengalami kendala yang berarti dalam proses familirisasi dikapal, pun begitu seorang pelaut haruslah siap secara physic dan mental untuk berhadapan dengan berbagai macam orang yang memiliki bahasa, karakteristik, sifat, kulit dan perilaku yang berbeda-beda sesuai asal negaranya masing2.

“Dimana bumi dipijak disitulah langit dijunjung” itulah peribahasanya.

Offshore shipping company under charter ARAMCO menawarkan gaji yang bersaing bagi para pelaut dan kita harus pandai-pandai dalam memilih perusahaan sebelum bergabung, disinilah pentingnya silaturahmi yg baik sesama pelaut guna mendapatkan informasi yg akurat. Akan tetapi ARAMCO juga melakukan serangkain ujian (examination) untuk semua Newly joining Masters and Chief Mates dikapal yang mereka kontrak.

Dari Marlin test sampai ARAMCO Practical evaluation. Minimum score Marlin test untuk Master & Chief Officer adalah 70% per section dan Overall score adalah 80%, Officers yang gagal disini akan segera dipulangkan ke Negara asal dan bagi lolos akan menjalani minimum 2 minggu (14 hari) familirisasi diatas kapal. Setelah proses 14 hari familirisasi ini selesai, Port Captain dari perusahaan pelaut itu bekerja akan mengececk kesiapan Officer yang bersangkutan dalam mengahadapi ARAMCO evaluation dan selanjutnya officers tersebut akan segera menjalani ARAMCO Evaluation. Jika officers tersebut dinyatakan “PASS” oleh ARAMCO Evaluator maka akan segera menjabat sebagai Master/Chief Mate dikapal yg ditentukan oleh perusahaan, akan tetapi jika dinyatakan “FAIL”  maka tidak ada pilihan bagi perusahaan tempat anda bekerja kecuali harus memulangkanya ke Negara asal.

Untuk Marlin test, anda bisa langsung berkunjung ke: www.marlintest.com. Disini ada banyak pilihan mulai dari “Need to take a test” (Bagi yg punya Credit card) ataupun cuma “Practice a test”, ada baiknya anda masuk ke Practice a test dulu sebelum melakukan test yg sebenarnya.

Sedangkan untuk “ARAMCO EXAM”, berikut adalah kumpulan pertanyaan-pertanyaan yang merupakan guidance dan besar kemungkinan diantaranya akan ditanyakan oleh ARAMCO Evaluator (Bisa dikatakan 95% pertanyaanya berkisar disini-sini saja). Dan tidak semua kumpulan soal ini akan ditanyakan oleh evaluator, mungkin hanya 15 atau bahkan kurang dari itu, tergantung kelancaran anda menjawab, semakin anda lancar menjawab biasanya evaluator akan puas dengan kemampuan anda dan tidak akan banyak pertanyaan setelah itu, pun sebaliknya jika anda gugup maka anda akan dicecar dg pertanyaan yg banyak. Jadi “Self confidence” akan menjadi kesan pertama yg akan banyak membantu kelulusan anda dimata evaluator. Sengaja tidak saya terjemahkan dalam bahasa Indonesia karena memang ujian akan dilakukan dalam bahasa inggris.

Selain daripada itu, soal Tanya-jawab  dibawah ini juga bisa dijadikan referensi bagi rekan2 pelaut yang ingin menambah wawasan.

Semoga bermanfaat “GOOD LUCK AND HAVE A SAFE VOYAGE”

Questions & Answers – Guidance for ARAMCO evaluation.

A. Sailing Experience or  your CV Questions:

1.    How long have you been (Ch.Officer or Master)?, Refer to your CV/Seaman Book

2.    How long have you been working in off shore?, Refer to your CV/Seaman Book

3.    What was your last vessel ? and what type? Refer to your CV/Seaman Book

B. Rules of The Road (International Collision Regulation)

Rule 5          : Look Out

Rule 6          : Safe Speed

Rule 7          : Risk of Collision

Rule 8          : Action to avoid collision

Rule 9          : Narrow Channels

Rule 10        : Traffic separation scheme

Rule 12        : Sailing Vessel

Rule 13        : Overtaking

Rule 14        : Head-on Situation

Rule 15        : Crossing situation

Rule 16        : Action by give-way vessel

Rule 17        : Action by Stand-on vessel

Rule 18        : Responsibilities between vessel

2.    Light, shape and sound signal of vessel underway in restricted visibility?

·           Lights : Masthead lights / Side lights / Stern Light.

·           Sound signals  : _____ (One long blast at intervals not more than 2 minutes)

3.  Light, shape and sound signal of vessel underway but stopped / no making way through the water in restricted visibility?

Lights           : Masthead lights / Side lights / Stern Light.

Sound signals           : _____   _____  (Two long blast at intervals not more than 2 minutes)

4.    Light, shape and sound signal of vessel Not under command in restricted visibility?

·     Lights     : Two all-round red lights, when making way through the water in addition; Side lights / Stern Light.

·     Sound signals     : ____ . . (One long blast followed by two short blast at intervals not more than 2 minutes)

·       Shape                : Two Balls

5.    Light, shape and sound signal of Towing vessel in restricted visibility?

·     Lights     : Two mast head lights in a vertical line, when the towing line exceed 200 M, Three mast head lights / Side lights / Stern light / Towing light

If restricted in her ability to manoeuvre, three all-round light: Red / White / Red

·     Sound signals     : ____ . . (One long blast followed by two short blast at intervals not more than 2 minutes)

·       Shape                : Three shapes in vertical line ( Ball / Diamond / Ball) and Diamond shapes

6.    Light, shape and sound signals of Vessel being towed in restricted visibility?

·       Lights : Side lights / Stern light

·      Sound signals     : ____ . . . (One long blast followed by three short blast at intervals not more than 2 minutes, immediately after the signal made by the towing vessel)

·        Shape                : When the towing line exceeds 200 M, a diamond shapes

7.    Light, shape and sound signal of vessel Restricted in her Ability to manoeuvre in restricted visibility?

·      Lights     : Three all-round lights in a vertical line, Red / White / Red. When making way through the water, Masthead lights / side lights / stern light.

·      Sound signals     : ____ . . (One long blast followed by two short blast at intervals not more than 2 minutes)

·      Shapes  : Three shapes in vertical line ( Ball / Diamond / Ball)

8.    Light, shape and sound signal of vessel at anchor in restricted visibility?

·      Lights     : In the forepart, an All-round White light and Stern part lower level than fore light, an       All-round white light, all working light to illuminate deck.

·    Sound Signals     : At intervals of not more than one minute Rapidly ringing on the bell at about 5 Seconds, and in addition may give three sound blast namely one short, one long and one short          ( . ___ . )

·     Shapes  : One Ball

9.    Light, shape and sound signal of vessel Aground in restricted visibility?

• Lights    : In the forepart an All-round White light and Stern part lower level than fore light an All-round white light and Two all-round red lights in a vertical
•  Sound Signals    : At intervals of not more than one minute Rapidly ringing on the bell at about 5 Seconds, and in addition may give three sound blast namely one short, one long and one short         ( . ___ . ) 
• In addition ship aground shall give three separate and distinct strokes on the bell immediately before and after rapidly ringing of the bell. A Vessel aground may in addition sound an appropriate whistle signal. 
• Shapes : Three balls in a vertical line.

10. Light, shape and sound signal of Pilot vessel in restricted visibility? 

• Lights    : Two all-round lights in a vertical line: White / Red. When underway in addition Side lights / Stern light.
• Sound signals     : . . . . (Four short blast during pillotage duty) 
• Shape   : International code flag “H”

11. Light, shape and sound signal of vessel Constrained by her draft in restricted visibility?

·      Lights     : Three all-round Red lights in a vertical line. When making way through the water, Masthead lights / side lights / stern light.

·      Sound signals     : ____ . . (One long blast followed by two short blast at intervals not more than 2 minutes)

·      Shapes  : Cylinder

12. Light, shape and sound signal of Vessel engage in Dredging or underwater operation in restricted visibility?

·      Lights     : Three all-round lights: Red / White / Red. When making way through the water: Masthead lights / side lights / stern lights. In addition, when obstruction exists, exhibited:

Two all round red lights to indicate the side on which the obstructions exist

Two all round green lights to indicate the side on which another vessel may pass

·      Sound signals     : ____ . . (One long blast followed by two short blast at intervals not more than 2 minutes)

·      Shape    : Three shapes in vertical line ( Ball / Diamond / Ball). when obstruction exists, exhibited:

Two Balls to indicate the side on which the obstruction exist

Two Diamonds to indicate the side on which another vessel may pass 

International code flag “A”, not less than one meter in height.

13. Light, shape and sound signal of vessel engage in mine clearance operation in restricted visibility?

·      Lights     : Three all-round Green lights on the foremast head and each end on the foremast.

·      Shapes  : Three Balls on the foremast head and each end on the foremast.

These lights or shapes to indicates that it’s dangerous for another vessel to approach within 1000 M of the mine clearance vessel.

14. Light, shape and sound signal of Fishing vessel engage in Trawling in restricted visibility? 

• Lights    : Two all-round lights in a vertical line: Green / White, a masthead light abaft of and higher than the all-round green light. When underway in addition Side lights / Stern light 
• Sound signals     : ____ . . (One long blast followed by two short blast at intervals not more than 2 minutes) 
• Shape   : Two cones with their apexes together

15. Light, shape and sound signal of Vessel engage in fishing other than Trawling in restricted visibility? 

• Lights    : Two all-round lights in a vertical line: Red / White, a masthead light abaft of and higher than the all-round red light. When underway in addition Side lights / Stern light, an all-round white light in the direction of the outlying gear
•  Sound signals     : ____ . . (One long blast followed by two short blast at intervals not more than 2 minutes) 
• Shape   : Two cones with their apexes together and a cone with apex upwards

16. Manoeuvring signals

·     One short blast ( . ) = “I am altering my course to starboard”

·     Two short blast ( . . ) = “I am altering my course to port”

·     Three short blast ( . . . ) = “I am operating astern propulsion”

·     Two long blast followed by one long blast ( ___  ___ . ) = “I intend to overtake on your starboard side”

·     Two long blast followed by one long blast ( ___  ___ . . ) = “I intend to overtake on your Port side”

·     one long / one short / one long blast ( ___ .  ___ . ) = “Affirmative, To give by overtaken vessel indicate her agreement”

·     Five short blast ( . . . . . ) = “Vessel fails to understand the intention or actions of other or I Doubt”

17. Definitions sound and light signals

·      Masthead light, means white light on centreline showing over arc of the horizon of 225 degrees and so fixed as to show the light from right ahed to 22.5 degrees abaft the beam on either side of the vessel, Visible at range 6 Miles (Vessel LOA > 50 M)

·      Sidelights, means lights on the each side showing light over an arc of the horizon of 112.5 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on the side, Visible at range 3 Miles (Vessel LOA > 50 M)

·      Stern Lights, means a white light placed in stern showing light over an arc of the horizon of 135 degrees and so fixed as to show the light 67.5 degrees from right aft on each side of the vessel, Visible at range 3 Miles. (Vessel LOA > 50 M)

·      Short Blast, means a blast of about one Second duration

·      Prolonged Blast, means a blast of from Four to six second duration, The light used for warning signals shall be visible at range 5 Miles.

18. What action to be taken when vessels are on reciprocal courses? 

    When two power driven vessels are meeting on reciprocal courses so as to involve risk of collision, Each shall alter her course to starboard so that each shall pass on the port side of the other.

19. What action to be taken when vessels are crossing situation?

When two power driven are crossing so as to involve risk of collision, the vessel which has the other vessel on her own starboard side shall keep out of the way and avoid crossing ahead of the other vessel.

20. What action to be taken when vessels are overtaking one another?

Any vessel overtaking any other shall keep out of the way of the vessel being overtaken.

21. How you know that you are the overtaking vessel?

By night , I will be able to see the stern light of the other vessel. And By day, My vessel will be coming up with another vessel from a direction more than 22.5 degrees abaft her beam.

22. At a clear night you sighted a white light, what does it mean to you?

It can be the stern light of a vessel. // or it can be a small fishing boat// or a small sailing boat//or vessel at anchor less than 50m //or a masthead light of the vessel less than 50m and far away that side lights cannot be sighted yet.

23. You are crossing separation scheme with the following ships using it: - One vessel coming up from your portside and another coming down from your starboard side. What is your action?

I will wait until both vessels are clear then I will cross the separation scheme on a heading as nearly as practicable at “Right angles to the general direction of traffic flow”

But as per COLREG, The two above vessels using the separation scheme are not relieved from her/their obligations under any other rule. Which means that also the vessels using separation scheme shall comply with all other rules of collision prevention and shall take action to avoid collision accordingly? Refer to Rule 10a.

24. What is the sound signal for a platform?

Two short blasts followed by one long blast ( . . __ ) “U” = You are running into a danger.

25. What action you will do if you sighted a vessel aground ahead of you?

First thing I will stop engines and keep in position, check my position on the chart, and turn the vessel to reciprocal course, get away from the area.

26. If you are steaming in fog and you heard the sound of . . __ ( U ), What action you will take?

I will Stop the Engines, check my position using radar and GPS on chart and turn the vessel on reciprocal course away from the sound.

27. A vessel towing a Rig and showing only towing shapes or lights and crossing from your port side on collision course, what is your action?

If the towing vessel is not showing the shapes or lights of restricted in her ability to manoeuvre then the towing vessel should take action to avoid any collision. But if the towing vessel is showing that she is restricted in her ability to manoeuvre then I have to take action to avoid collision.

28. Is it allowed to cross Traffic separation scheme, and how?

Yes. To cross the separation scheme on a heading as nearly as practicable at “Right angles to the general direction of traffic flow”

29. If you detected a vessel crossing on your port side, then which is the give way vessel and which is the stand on vessel?

The vessel on my port side is the give way vessel and she must take action to avoid collision.

30. Reference to the above question. If the other vessel did not take any actions then what will you do?

I will take action to avoid collision, by altering course to starboard keep away from that vessel, even if I have to make full turn to starboard.

31. During in restricted visibility and your vessel only detect the presence of another vessel with a risk of collision exist (Close quarter situation is developing), what action to be taken in this condition?

I shall take avoiding action in ample time and avoid the below action:

·      Avoid an alteration of course to port for a vessel forward of the beam, other than for a vessel being overtaken

·      Avoid an alteration of course towards a vessel abeam or abaft the beam (Rule 19D)

32. What are necessary precautions to be taken when the vessel in restricted visibility?

·      Reduce speed for safe manoeuvring speed (Rule: 6/19)

·      Post and keep proper look out by sight and hearing (Rule 5)

·      Inform duty engineer for standby and keep M/E ready for immediate manoeuvre.

·      Start give sound signal (Rule 35) and switch on navigation light (Rule 20)

·      Properly use of Radar/ARPA equipment to obtain early warning risk of collision (Switch on both Radar, one in a long range 6 – 12 NM and one in a short range 1 – 3 NM)

·      Frequently check position of the vessel and plotting course, any dangerous object for navigation to be clearly marked and avoided

·      Switch on echo-sounder to keep seabed line under control

·      Use manual steering

33. What action to be taken when vessel negotiating area of shallow water

·      Shallow water as per MIM No.1198.002 is starting from depth 10 M or less

·      Switch on echo-sounder to keep seabed line under control

·      Reduce speed for “Safe Speed” to avoid any squat effect

·      Check vessel UKC using tide table and comply with minimum UKC requirement as per MIM

·      Inform duty engineer for standby and keep M/E for emergency manoeuvre.

·      Frequently check position on the chart and plotting course

·      Maintain good look out, use manual steering and check tide/weather condition

·      Density of navigation traffic, dangerous area for navigation and reporting procedure of VTS-communication

B. Oil/Gas field procedure

1.    How to identify an H2S emission, and what will you do?

H2S (Hydrogen sulphide) is a colourless and flammable gas and highly poisonous, that smells like “Rotten egg”. H2S is heavier than air, easily spread by wind and soluble in water.

Action to be taken during tied-up the Rig in case of “GAS ALERT” asf:

·      Smell like rotten egg and auto gas alarm will be sounded

·      Start emergency gas alarm ___   ___   . (Two long blast followed by one short blast)

·      Immediately to wear EEBD or SCBA and assist the other crew to wear  SCBA

·      All crew proceed to muster station at Bridge or run to the high level area in the bridge/monkey island, never come back to level area without properly wear SCBA

·      All port holes, doors and ventilation must be closed and switch off.

·      Crew with proper SCBA and portable gas detector proceed to unmooring operation.

·      Pull out the vessel from the platform and proceed to windward location and continue monitoring “Gas alarm”

·      The potential H2S hazard can be substantially reduced by operating the vessel’s protective water spray systems and the Off-ship Fire-Fighting Monitors in a full spray pattern

·      Broadcast information to the other station by VHF Radio “Location, Time, Wind direction” and Report to the port control and Field service as per Emergency response plan.

2.    What will you do before entering or leaving the Oilfield/Rig?

·      Obtain permission from Field service or Rig Foreman

·      500 M Zone check list to be fully completed and recorded in the Log book

·      Maximum speed entering 500 M zone is 3 Knots and within 100 M zone is 0.5 Knots

·      No “Head on” when approaching and use manual steering

·      At a ‘Safe’ distance from the Offshore Structure, no closer than four Vessel lengths, the Master will STOP  the Vessel in the water, to ascertain wind and tide effect on the Vessel at that location.

3.    If you sighted a Spar Buoy located close to the Rig, what does it mean?

Where a Spar Buoy has been deployed at a Rig/Barge location to indicate the safe “Drop anchor” position to avoid any pipe lines (We may find it close to some rig only which has a pipe line near its location), we shall use the Spar Buoy purely as an aid to navigation, and should anchor between the Spar Buoy and the side of the Rig/Barge, and NEVER on the far side of the buoy.

4.    What are the documents to be received prior loading bulk liquid mud cargoes on board?

Prior to loading the vessel must receive the following documents:

·      Cargo manifest

·      Material Safety Data Sheet (MSDS)

·      Storage and circulation instructions.

5.    When will you start your M/E during Tied up to the Rig?

Main engines shall be activated whenever:

·      Wind or surface current speeds exceed 16 knots or 1.0 knot respectively.

·      Combined sea and swell is in excess of 5ft (1.5 meters).

·      When another supply vessel is going to be secured alongside.

·      Anchoring in poor holding grounds or in shallow water where the under keel clearance (UKC) is less than twice the draft of the vessel.

6.    When the snatching material is not permitted at the offshore installation?

·      Snatching of materials is not permitted when sea height exceeds 1.5 meters

·      Whenever more than 45% thruster or main engine power is required to maintain position whilst snatching alongside an offshore installation, then the vessel must pull clear and not return until conditions are safe to resume operation.

C. MARINE DEPARTMENT PROCEDURE – MARINE INTRUCTION MANUAL

1.    What is the allowed speed in Tanajib channel or estuaries, and Harbour in normal clear day?

The maximum speed in the channel is 8 knots and within the harbour is 5 knots.

2.    What to do before leaving or entering the harbour?

Obtain permission from the port control

3.    What is the working VHF channel in Aramco oil fields and related harbors?

VHF Channel. 11

4.    Do you know the location of the MIM file what MIM stands for?

Identify and show him the MIM’s file in the bridge, MIM means “Marine Instruction Manual”.

5.    What is the title of the following MIM’s : No. 1185.002 // 1187.002 // 1192.001 // 1193.001 // 1193.004 // 1193.005 // 1193.006 // 1193.504 // 1198.001 // 1198.002 // 1201.001?

·      MIM No. 1185.002 = REPORTING PROCEDURES, DOCUMENTATION AND MASTERS DUTIES FOR THE SAFE OPERATION OF ALL VESSELS

·      MIM No. 1187.002 = DUTIES AND RESPONSIBILITIES FOR THE ON-DUTY MARINE SUPERINTENDENT

·      MIM No. 1192.001 = MARINE VESSEL OPERATING PRACTICES

·      MIM No. 1193.001 = MARINE PORT INFORMATION AND REGULATIONS

·      MIM No. 1193.004 = PROCEDURES FOR VESSELS TRANSITING THROUGH THE PORT OF RAS TANURA

·      MIM No. 1193.005 = MINIMUM UNDER KEEL CLEARANCE FOR MARINE VESSELS

·      MIM No. 1193.006 = MARINE VESSEL REQUIREMENTS FOR MANEUVERS WITHIN 500M SAFETY ZONE OF OFFSHORE STRUCTURES AND RIGS

·      MIM No. 1193.504 = EMERGENCY RESPONSE PLAN

·      MIM No. 1198.001 = WORK AROUND OFFSHORE PRODUCING FACILITIES (OIM NO. 1519)

·      MIM No. 1198.002 = OPERATING PROCEDURES FOR AHTSS/RIG SUPPLY AND STANDBY VESSELS

·      MIM No. 1201.001 = SAFETY COMMUNICATIONS PLAN

6.    How many elements in the Aramco SMS manual?

There are 11 elements .

7.    In Aramco SMS identify the Masters duties and in which Element?

Element 6 in paragraph 6.9 and in Element 1 paragraph 1.3.8

8.    Do you know the location of the Safety Flyers file?

9.    Identify the file in the bridge and review the contents.

10. Do you know the location of GI’s File and what GI stands for?

11. Identify the file in the bridge. GI means GENERAL INSTRUCTIONS.

12. How frequently need defined position of the vessel?

·       The safe interval for position fixing and recording should never exceed 15 minutes within the boundaries of any offshore oilfield

·      For the “Clear water” outside of oilfield boundaries should never exceed 30 minutes

13. What is procedure of “Man Overboard” recovery in open water?

·      Man overboard is declared

·      If victim in sight, first throw the Lifebuoy ASAP and in the night time one of the Lifebuoy should be fitted with light

·      Immediately pass the MOB information to the Bridge

·      Bridge actions: Sound the Alarm, Start Williamson turn, Press GPS MOB to Position fixed/marked, Post additional look out, Medical team ready and FRC ready for action.

·      Rudder hard over to the side of casualty

·      After deviation from original course by 060⁰, Rudder hard over to opposite side.

·      When heading is 020⁰ short of opposite course, Rudder to amidships position and vessel will be turned to opposite course.

·      Evacuation procedure and give First aid assistance/hypothermia treatment to the victim

·      Reporting procedure as per ARAMCO MIM and company SMS Manual.

D. EMERGENCY RESPONSE AND INCIDENT REPORTING

1.    What is the title of MIM No. 1193.504?

EMERGENCY RESPONSE PLAN

2.    What are emergency signals on board your vessel?

There are 4 emergency signals on board:

a.     Abandon Ship = •  •  •  •  •  •  •  _____ (Seven short blast followed by one long blast)

b.     Fire alarm/General emergency = ____________ (Continuous Ringing)

c.      Man Over Board = _____  _____  _____ (Three long blast)

d.     Gas Alert  = _____  _____  • (Two long blast followed by one short blast)

3.    Emergency Reporting Actions

a.     There is an emergency to Report

b.     The emergency location (Provide Location, latitude/Longitude)

c.      There is: (Provide nature of emergency e.g. Fire, Explosion, Gas, etc)

d.     There are: (Number of people hurt and requiring medical assistance)

e.     My phone number is: (Provide your telephone Number)

f.      My name is: (Provide your name)

g.     My badge number is: (Provide your badge number)

h.     Wind direction is: (State wind direction), Check direction of windsock if possible before making the call. Evacuate and ensure that all employees are ‘up-wind’ from the smoke or gas.

4.    What is your job assignment in muster station (emergency station)?

Refer to Vessel Muster station posted in the bridge.

5.    Please mention at least five Distress Signals (Name and method of indicating)

a.     A gun or other explosive signal fired at intervals of about a minute

b.     A Continuous sounding with any Fog-signalling apparatus

c.      Rocket or shells, Throwing red stars fired one at  a time at short intervals

d.     A signals made by any other method consisting of the Group “SOS” ( .  .  . / __  __  __  / .  .  . )

e.     A signal sent by Radio telephony consisting of spoken word “Mayday”

f.      The international code signal of distress indicated by “NC”

g.     A Signal consisting of a square flag having above or below it  a ball

h.     Slowly and repeatedly raising and lowering arms outstretched to each side

i.       A Distress alert by DSC transmitted on VHF Ch. 70 and or MF/HF on the frequency 2187.5 KHz, 8414.5 KHZ, 4207.5 KHz, 6312 KHz, 12577 KHz or 16804.5 KHz.

j.       Distress alert transmitted by the Ship’s INMARSAT or other mobile satellite service provider ship earth station

k.      Signals transmitted by EPIRB

F. USE RADAR

1.    Do you know how to operate radar and take position by bearing and distance?

Practical question, we have to practice and be familiar with it.

2.    Which Radar mode you will select in the Oilfield, is it the North up mode or Ship’s head up mode?

North up mode is better, because it show me the real location of each target and land the same as the chart with my course drawn on it, and will not get confused when taking bearing of each target.

3.    Switch on the Radar and a quire Target using ARPA and read the information given for the Target?

Switch on Radar as per instructed and we have to be able to read the following data: Distance of the target and bearing of the target, CPA, TCPA, Speed of the target, Change radar Mode from North up to Head up, etc

4.    What are the CPA and TCPA?

CPA is the Closest Point of Approach And TCPA Is the Time of Closest Point of Approach.

G. SAUDI ARAMCO TIDE TABLES

1.    Definitions of ARAMCO Tide Tables:

·      LAT = Lowest Astronomical Tide

·      HAT = Highest Astronomical Tide

·      ISLW = Indian Spring Low Water

·      MSL = Mean Sea Level

2.    Explanation of Spring Tides, Neap tides, Ebb Tides and Flood Tides?

·      Spring Tides = Maximum range tides about every 14 days during the full moon or new moon (At about 2 knots stronger current in open waters)

·      Neap Tides = Minimum Range tides occur at quarter phases of the moon (Weaker current)

·      Ebb Tides = When water is decreasing from high to low

·      Flood Tides = When water is increasing from low to high

3.    Familiarity with ARAMCO Tide tables, interpolation and terminology?

·      Semi Diurnal = The Tide have two low tides and Two high tides each day. The fully “SEMI DIURNAL” pattern is found in area bear Abu Sa’fah.

·      Diurnal = The Tides only have one signal high tide and one signal low tide each day as shown by the fully “DIURNAL” pattern at Marjan and Zuluf

·      Mixed = The Tides are an intermediate condition in which inequalities exist between successive high or low tides and proceed from mixed mainly “Semi Diurnal” South of Manifa to mixed mainly “Diurnal” from Manifa North to Safania

·      Ebb tide current north of Juáymah set to “Southeast” and Flood Tide current set to “Northwest”. However from Ras tanura south into the bay of salwah, the reverse pattern is evidence.

4.    In Aramco Tide table there are three formats for each Station (Familiarize yourself how to use for each format).

·      Tide graphs are used to determine the overall pattern for the period desired.

·      High / Low Tide calendar = Height and time of the Highest and lowest water only.

·      Hourly prediction = Particulars time and level.

5.    Do you know how to use Aramco Tide table?

Practical question, practice it to calculate under keel clearance using Aramco tide table.

6.    Echo sounder is showing 12 M depth under keel, your draft is 3.5 m .What is the depth over whole in feet?

Depth over whole = 12 + 3.5= 15.5m /// In feet = 15.5 x 3.28 = 50.84 feet.

7.    What is the minimum Under Keel Clearance (UKC) allowed for Vessel under charter ARAMCO?

·      Minimum UKC for Crossing over pipeline/subsea installation = 5 M or more

·      Minimum UKC Over the seabed other than crossing over pipeline = 1 M or more

·      Minimum UKC A/Side at Piers/Port/Facility = 0.3 M

8.    What is the meaning of UKC

UKC = Under Keel Clearance is a distance measured vertically from the lowest of a vessel (Keel) to the closest underwater (seabed, pipeline, structure, etc)

9.    Charted depth 3.7 M, Draft 3.2 M, Height of tide 1.6 M. What is the Under keel clearance? Is it allowed to pass a pipe line at this clearance?

Total Depth = Charted depth + High Tide = 3.7 M + 1.6 M = 5.3 M

UKC = Total Depth - Draft = 5.3 M - 3.2 M = 2.1 M

Allowing 1 M for pipe line height then clearance = 1.1 M (Not allowed to cross pipeline)

10. If you are obligated to pass pipe line less than 5 meters, what you will do?

I will call the Port control and Field service to get permission and I will reduce my speed (slow speed) to avoid Squat.

11. What is the meaning of Squat?

The increase of draft due to high speed in shallow waters,

F Max = 2 x Cb x V² / 100 (Cb = 0.70, V = Speed in knots). Refer to brown nautical almanac page 625 – 626

To reduce effect of the squat, you must reduce your speed and minimum UKC at least 0.3 M on the soft seabed ground and 0.4 M on the hard seabed grounds.

12. The Examiner (RMM) should require Master/Mates to plotting course on the chart from one place to another place. In this case, just remember about minimum UKC crossing over pipelines is 5 Meters. You may be so long around but ensure your plotting course have clearance 5 Meters.

Remember: UKC = (Charted Depth + Predicted tide) – Present Draft = Minimum 5 Meters during cross over pipeline!!!

H. COMPASS ERROR CALCULATION

1.    What are the methods to calculate compass error?

·      Transit Bearing with two objects

·      Transiting channel using leading light

·      Astronomical calculation / Sun bearing

·      When vessel Alongside at Jetty (Compare true heading on chart with magnetic heading)

2.    Where you get the compass deviation from. And where you get the variation from?

We get Deviation from compass deviation Card. And variation from the Chart on the compass rose.

3.    You are Alongside at Tanajib berth No. 4, and you need to calculate compass error, what you will do? (Port side alongside)

Check on the chart Tanajib berth is 270 deg (True heading). Read the compass directly and see how much it shows and compare it with the True heading on chart (270⁰), The differences between True heading on the chart and your compass heading is a Compass error

4.    The variation is 3.0 East and Deviation is 4.5 West what is the compass error?

Compass error = Variation + Deviation = 3.0 + (- 4.5) = - 1.5 = 1.5 W

5.    Magnetic compass reading is 245⁰ and variation = 2.5 West and Deviation=1.5 West. What is the true course?

Compass error = Variation + Deviation = 2.5 W + 1.5 W = 4 West

True course = Magnetic Course + Compass Error = 245 + (– 4) = 241⁰ ( Error west compass best)

6.    Calculate compass error by Sun, Explain how you do it?

Example:

Date: 01 October 2013 at 06.15.10 LT (03.15.10 UTC)

Ship’s position = 27 34.83 N / 050 04.02 E

Ō Gyro bearing = 096

Gyro course = 331, Magnetic course = 330

Find compass error?

Answer:

Description	Amount	Remarks
GHA	227 34.50	From Brown’s Nautical almanac page 203
INCR (15.10)	3 47.50   (+)	From nautical almanac (Increment and correction) page 273
GHA	231 22.00
Long	050 04.02    (+)	Longitude (East = +) and (West = -)
LHA	281 26.02
Dec	03 12.8 S	From nautical almanac
Corr d	0.3        (+)	From nautical almanac (Increment and correction)
Dec	03 13.0 S
A	0.10 S	Norrie’s  table page 398 (Base on Latitude and LHA)
B	0.05 S           (+)	Norrie’s  table page 399 (Base on Dec and LHA)
C	0.15 S	A and B same name (+), If A and B different name (-), C is Named the same as the greater of A or B quantity
T az	S 82.5 E	Norris page 410, The azimuth is named S because C is S and E because HA is between 180 – 360
True bearing	97.5	From T az = S 82.5 E = 180 – 82.5 = 97.5
True bearing	097.5
Gyro bearing	096.0            (-)
Gyro error	1.5  L
Gyro course	331               (+)
True Course	332.5
Magnetic course	330                (-)
Magnetic error	2.5 E
Variation	2.9 E         (-)	From chart (Refer to compass rose on the chart)
Deviation	0.4 W

ABC Table explanation

·      A = If LHA between 90 – 270, named same as latitude otherwise opposite to latitude

·      B = Always named same as declination

·      C = If A & B same name, added (A – B) and if A & B different name, subtract (A – B)

C is named the same as the greater of A or B quantity

·       T az = Combined name of C (N or S) and LHA (E or W)

If LHA between 0 – 180 / 360 – 540, Named W

If LHA between 180 – 360 / 540 – 720, Named E

I. CURRENT SET AND DRIFT CALCULATION

1.    There are several methodologies to calculate set and drift and plotting an estimated position.

You may refer to Brown’s Nautical Almanac page 334 – 335 for more details. With the below formula:

b² = a² + c² - 2.a.c Cosβ

Angle of inclination = True course – Current set

Ratio = Speed current : Ship’s speed

Explanation:

a    = Rate (Speed current)

c     = Ship’s speed (True course)

b    = Speed over ground (Course over ground)

β    = 180 – Angle of inclination

TABLE A: Angle (α) between true course and course over the ground.

	Angle of inclination between Current (Set) and True course (In degrees)
RATIO	10	20	30	40	50	60	70	80	90	100	110	120	130	140	150	160	170
0.05	0.5	0.9	1.4	1.8	2.1	2.4	2.6	2.8	2.9	2.8	2.7	2.5	2.3	1.9	1.5	1.0	0.5
0.10	0.9	1.8	2.6	3.4	4.1	4.7	5.2	5.5	5.7	5.7	5.6	5.2	4.7	4.0	3.1	2.2	1.1
0.15	1.3	2.6	3.8	4.9	6.0	6.9	7.6	8.2	8.5	8.6	8.5	8.0	7.2	6.2	4.9	3.4	1.8
0.20	1.7	3.3	4.9	6.4	7.7	8.9	10.0	10.8	11.3	11.5	11.4	10.9	10.0	8.6	6.9	4.8	2.5
0.25	2.0	4.0	5.9	7.7	9.4	10.9	12.2	13.3	14.0	14.4	14.4	13.9	12.9	11.2	9.1	6.4	3.3
0.30	2.3	4.6	6.8	8.9	10.9	12.7	14.3	15.7	16.7	17.3	17.4	17.0	15.9	14.1	11.5	8.1	4.2
0.35	2.6	5.1	7.6	10.1	12.3	14.5	16.4	18.0	19.3	20.2	20.5	20.2	19.1	17.1	14.1	10.1	5.3
0.40	2.9	5.7	8.4	11.1	13.7	16.1	18.3	20.2	21.8	22.9	23.5	23.4	22.4	20.3	17.0	12.4	6.5
0.45	3.1	6.2	9.2	12.1	15.0	17.6	20.1	22.3	24.2	25.7	26.6	26.7	25.9	23.8	20.2	14.9	8.0
0.50	3.3	6.6	9.9	13.1	16.2	19.1	21.9	24.4	26.6	28.3	29.5	30.0	29.4	27.5	23.8	17.9	9.7
0.55	3.5	7.1	10.6	14.0	17.3	20.5	23.5	26.3	28.8	30.9	32.5	33.3	33.1	31.4	27.7	21.3	11.8
0.60	3.7	7.5	11.2	14.8	18.4	21.8	25.1	28.2	31.0	33.4	35.4	36.6	36.8	35.5	32.0	25.2	14.3
0.65	3.9	7.9	11.7	15.6	19.4	23.0	26.6	29.9	33.0	35.8	38.1	39.8	40.5	39.8	36.6	29.7	17.4
0.70	4.1	8.2	12.3	16.3	20.3	24.2	28.0	31.6	35.0	38.1	40.9	43.0	44.3	44.1	41.6	35.0	21.4

Example:

Find a course over the ground if a vessel speed 20 knots, steers 270 T (True course), set by a current 200 T, Rate 5 knots?

Answer:

Ratio = Rate : Ship’s speed = 5 : 20 = 0.25

Angle of inclination = 270⁰ – 200⁰ = 070⁰

·      Entering the table with 0.25 as Ratio and 70⁰ as Angle of inclination between current (set) and true course, we found 12.2⁰, which applied in a southerly direction, the same direction as the set of the current, so that Course over the ground = 270⁰ - 12.2⁰ = 257.8⁰

·      β = 180⁰ - Angle of inclination = 180⁰ - 70⁰ = 110⁰

b²  = a² + c² - 2.a.c Cosβ

       = 5² + 20² - 2 . 5 . 20 Cos 110⁰

       = 25 + 400 – 200 (- 0.342)

       = 425 – ( - 68.4) = 493.4

b    = √493.4 = 22.2 Knots

Speed over the ground = 22.2 Knots

2.    How do you ascertain wind and tide effect on the Vessel at the location before approaching offshore installation.

·      I will stop Main engine and check the vessel movement on the Radar or GPS

·      Compare between Course steers (True) and Speed over the ground on the GPS or Radar

3.    What is the meaning of Course made good?

It is the actual course steered by the vessel under the influence of current Wind and swell.

4.    Your vessel true course is 175 and course made good is 160, what is the required course to steer to maintain your true course?

Effect of the current, wind and swell = 175 – 160 = 15.

Course to steer = 175 + 15 = 190

I have to set the course to 190 so my true course will remain 175.

J. KNOWLEDGE OF SAFETY EQUIPMENT

1.    What is SART? How it works and appear on Radar?

SART = Search And Rescue Radar Transponder, It works and appear on X band Radar only (3 cm) Radar. It appears as 12 Dots on the Radar screen. The closest dot to the Radar screen centre is the position of the SART(Survival Craft), once the vessel coming close the SART the 12 Dots will appear as Arch on the RADAR screen.

2.    What is EPIRB?

EPIRB = Emergency Position Indicating Radio Beacon (406 MHz) is a device which works to transmit a vessel code and position via Satellite COSPAS system to a land station which will direct and guide other vessels or helicopters to rescue operation.

3.    What is SCBA and do you know how to put on and safely use the breathing apparatus?

SCBA = Self Contained Breathing Apparatus. Working period of SCBA is at about 30 – 45 minutes depending on capacity and weight of the cylinder.

You must be able to practice to wear SCBA (important)

4.    What is EEBD?

EEBD = Emergency Escape Breathing Devices

5.    Check your vessel Safety and Fire Plan to be more know for the number and location of the LSA/FFE on your vessel.

K. KNOWLEDGE OF OWN VESSEL

1.    What is the size of the Towing wire? and length?, Check your vessel particular

2.    What is the size of Stretcher, Fuse wire and Tugger wire on your vessel?, Check vessel particular

3.    What is the output capacity of the fire monitor(M3/Hrs)?, Check your vessel particular

4.    What is the bollard bull of the vessel?, Check your vessel particular

5.    What is the horse power of the engines?, Check your vessel particular

6.    What is the power of the bow thrusters?, Check your vessel particular

7.    What is the pumping capacity of the ballast pump?, Check your vessel particular

8.    What is the capacity of cargo (bulk) pump?, Check your vessel particular

9.    What is the maximum and minimum draft of your vessel?, Check your vessel particulars.

10. What is the SWL of the stern roller and towing pins?, Check you vessel particulars .

11. What is the vessel capacity of Fuel oil, Fresh water and Drill water?, Check vessel particulars.

12. Do you know where is the emergency alarm button, and Engine emergency stop buttons?, check and be familiarized with buttons in the bridge.

13. Are you familiar with Starting and change over procedure from forward control to aft control.

Practical question, to practice the Starting and change over procedure of M/E control, Steering and Bow thruster control from forward to Aft.

14. Do you know the location of the following books and publications:

Stability booklet, Aramco Tide Table, Brown Nautical Almanac, Muster Station poster, Cargo Securing Manual, collision regulation booklet, General arrangement plan, Tanks Plan, safety arrangement plan.

(Familiarize yourself with location for all the above publication and manual).

L. NAVIGATIONAL CHART WORK

1.    Where to find chart symbol for lights, water depth, nature of bottom, etc?

Admiralty Chart and publication number 5011 (Chart 5011)

2.    What is the meaning of BA and SUR?

BA = British Admiralty Chart

SUR = Saudi Aramco Chart

3.    Nature of the seabed on chart SUR 1816 “Safaniya South”

S	Sand	f	fine
St	Stones	c / co	coarse
Co	Coral	bk	Broken
Sh	Shells	h	Hard
fs	Fine sand	si	Silt
m	Mud	G	Gravel

4.    Familiarize yourself with Symbols and abbreviations used on the SUR Charts

M. IALA (INTERNATIONAL ASSOCIATION OF LIGHTHOUSE AUTHORITY)

N. OTHER QUESTIONS

1.    Your vessel at Tanajib port, and you received a call from drilling to go for Rig Move in shallow water, which requires a draft of 3.2 even keel. What will you do and act. If your vessel have the following particulars Light ship 1100 t, drill water 220 t, fresh water 150 t, Fuel oil diesel 150 t, ballast water 220 t and approximately 60 tons Barite. Main Draft 3.7 m?

Check from stability criteria, your minimum operational towing draft.

Now Calculate Total displacement = 1100 + 200 + 150 + 150 + 220 + 60 = 1880 Tonnes

From stability booklet get the TPC at that displacement and draft (let us say TPC = 10.5 T)

Present draft – Required draft  = 3.7 M - 3.2 M = 0.5 M = 50 cm.

Total Weights to be discharged = 50 X 10.5 = 525 T

Now you can discharge accordingly, from any liquids and discuss your plan with Drilling department. So he can give assistance in discharging liquids and barite if needed.

2.    What is the meaning of fresh water allowance?

Change of draft (increase or decrease) due to change in water density,

3.    What is the meaning of TPC?

Ton Per Centimetre = Weight in Tons to be loaded or discharged  to change vessel draft by 1 cm.

4.    What is the meaning of permissible load on deck?

Means how many tons the ship deck can load on one square meter. You can get it From Cargo securing manual Or vessel stability booklet.

5.    A box weighing 48 tons and dimensions: length 4 m-, width 3 m, height 5 m. Can you load it on deck if you know that permissible load is 4.5 tons?

Area = length X width = 4 x 3 = 12 square meter .

Weight / area - 48/12= 4 Ton . Answer YES I can load it.

6.    What is the density of Fresh water ?

Answer: 1.000

7.    What is the density of sea water?

Answer: 1.025

8.    If the TPC = 12 Tons what is the change in draft if you load a 56 ton weight.

Change of draft = weight / TPC  = 56/12 = 4.5 cm. bodily sink.

9.    Explain how you connect the towing wire to the bridle wire of the Rig?

·      Towing pins up

·      Pull the towing wire and lay it on deck with the socket close to the karm fork (shark jaw) using the tugger winch wire and connect it with the Stretcher using shackle 85 T

·      Put the tugger wire between the towing pins.

·      Get one long hook to collect the bridle wire of the rig and connect it to the tugger wire and start heaving up the Bridle Rig wire until it comes over the Sharkjaw .

·      Up the Sharkjaw with the Bridle Rig wire socket in the groove and lock it , then release tugger wire.

·      Connect the Stretcher socket to the Bridle Rig wire using 85 ton shackle and make sure that it is tight and locked by a split pin.

·      Sharkjaw down and start moving ahead slowly, Pay out the towing wire until you get the required length of tow. Then down the towing pins.

10. What are consisting of the Tow line?

Firstly, I have to know ship’s position, where is she? On Bridle (as Master Tow) or Assist (Port quarter or Starboard quarter)

·      As Bridle or Master Tow, the composition of Tow line are:

Ø Towing wire (Size 57 MM)

Ø Stretcher ( Size 88 MM x 19 M)

Ø Bridle Rig Wire (From the Rig)

All Connection using shackle 85 Tones

·      As assist (Port quarter or starboard quarter)

Ø Towing wire (Size 57 MM)

Ø Stretcher ( Size 88 MM x 19 M)

Ø Fuse wire (Size 42 MM x 20 M)

All Connection using shackle 85 Tones, and Soft eye end of the Fuse wire put on the Rig bollard.

11. What size and length required for towing stretcher and fuse wire?

Stretcher = Diameter 88 MM X Length 19 M to 20 M, double rope with two hard thimble ends.

Fuse wire = Diameter about 36 MM – 42 MM X Length 19 to 20 M, with one hard end and one soft wide end. (Wire Rope)

12. What is the Free Surface effect, how does it affect stability of vessel?

Free surface effect occurs when the Tanks are partially filled with liquid, during ship moving/heel, the liquid starts moving from one side to another side. The movement of the liquid surface inside the tanks will cause the VCG of the liquid to move up (Increase) and thus will reduce in GM .

The Maximum effect of free surface occurs when the tanks are 50% loaded.

To minimize this effect, keep the tanks either full or completely empty.

13. Find The Fresh Water Allowance (FWA) for a vessel of Displacement 1700 T and TPC = 9 T.

FWA = Displacement : 4 TPC = 1700 : 4 (9) = 47.2 mm.

14. A vessel of displacement 1580 t, at main draft 3.2 m, find the change in draft if sailing from sea water to a water of density 1005?

From Stability booklet onboard, obtain the TPC at that displacement, let us say TPC 11 ton.

Change of draft= FWA X (Sea water density – Dock water density) / 25

FWA= displacement/4TPC = 1580/4 x 11 = 35.9 mm.

Change of draft= 35.9 X( 1025-1005) /25 = 35.9 X 0.8 = 28.72 mm = 2.87 cm = 0.0287 (Increase in draft)

New main draft =3.20 + 0.0287 = 3.2287 m.

15. A vessel having FWA = 20 cm and load draft = 3.2 m. To what draft can this vessel load in fresh water?

FW Density = 1000, Seawater Density = 1025,

Change in draft        = FWA X (seawater density – fresh water density) / 25

= 20 X ( 1025 - 1000)/25 = 20 X (25/25) = 20 X 1 =20 cm (increase in draft)

New Draft = 3.2 + 0.20 = 3.40 m.

16. How you know that you have a free surface effect.

By making Tanks sounding.

17. Which operation every day does it with ballast?

Daily sounding of ballast tanks and records in Daily sounding log should be done.

18. A box of weight 80 t. has a loading area of 16 square meters, your vessel deck have permissible load of 4.8 t. Can you load it on deck?

Calculate tons per one square meter = 80/16 = 5 t (more than permissible load)

NO I cannot load it.

O. PRACTICAL MANOEUVRE EVALUATION

All candidates Master and Chief Officers will be examined in their ability to manoeuvre the vessel.

Preparation for practical manoeuvre evaluation:

·      Report to port control before start engine

·      Start Main engine, bow thrusters and steering for manoeuvre (Use arrival/departure checklist)

·      Change over control from forward to aft, once everything ready report to Port control.

·      Cast off the vessel from jetty. The examiner will ask you to turning the vessel inside harbour, change heading (For example: Set heading from 000⁰ to 090⁰), make vessel parallel with jetty, put your stern against jetty and Bring the vessel alongside back to jetty.

·      Special awareness should be taken regarding the actual tide and wind condition.

·      All manoeuvres should be done in safely, positive and with due regard to observance of good seamanship, and not be limited in time.

Do not panic, keep calm, concentrate, feel the vessel movement and use your experience for manoeuvre the vessel.

"Manoeuvre is a science and art".

Tanajib – Kingdom of Saudi Arabia, 04 December 2014

Sailor never say good bye,

They just disappear for a while

Salam dari laut,

Zie Ahmadi

IRTC, GULF OF ADEN AND SOMALIA PIRATES

IRTC, GULF OF ADEN AND SOMALIA PIRATES

Photo Ilustrasi Somalia Pirates Attack.

Bagi yg pernah berlayar melintasi Teluk aden sudah pasti mengenal dan tidak asing dg kalimat diatas.

Jumát, 13 February 2015 Jam 15.00 UTC, kami berlayar memasuki IRTC (Internationally Recommended Transit Corridor) yg terletak di Teluk Aden. Cuaca begitu bersahabat, angin berhembus pelan dari arah Barat dg kecepatan 5 – 10 Knots, langit berawan berhias awan2 Cirro Cumulus dan Cumulous Nimbus yg menjulang diangkasa dan ketinggian ombak tidak lebih dari 0.5 M. Nampak ikan2 dolphin/lumba2 berlompatan menghampiri seolah2 menyambut kedatangan kapal kami di wilayah mereka yg terkenal ganas dg “Somalia Pirates”.

Segala persiapan telah kami lakukan sebelumnya untuk menghadapi hal2 yg tdk diinginkan, dari latihan ISPS/Security “Hijacking Drill”, Review SSP, Security assessment, BMP4, menutup dan mengunci semua pintu2 kedap air (Watertight door) dari dalam, mematikan lampu2 di deck selain navigation light dan berjaga2 dg penuh waspada terutama terhadap kapal2 yg mematikan AIS atau kapal2 ikan (Ada kemungkinan kapal2 tersebut adalah bagian dari perompak Somalia)

Sore itu saya begitu tenang ketika kapal memasuki IRTC dikarenakan kapal kami terus dibuntuti dan dipantau oleh Navy (Kapal perang) dg jarak sekitar 5 Mile laut.

Namun begitu tengah malam jam 21.00 UTC, kapal Navy itupun menjauh pergi, suasana yg tenang di teluk aden begitu terasa mencekam, laut yg begitu tenang dan gelap gulita membuat hati semakin gundah (Dari berita2 yg ada justru aktivitas perompakan kapal terjadi ketika cuaca laut yg tenang, perlu dikatahui bahwa perompak2 ini menggunakan speed boat kecepatan tinggi untuk mengejar, merompak kapal dan menjadikan crew sebagai hostage/tawanan utk tebusan).

Kapal2 yg tadinya ramai melintas tiba2 sepi, sesekali saya menekan tombol AIS untuk melihat data2 kapal yg kebetulan berpapasan, dimonitor AIS saya dapat informasi bahwa kapal2 tersebut dikawal oleh “Armed Guard on Board” dan kecepatan rata2 diatas 18 Knots. Berdasarkan statistic dari MSCHOA hampir  bisa dipastikan untuk kapal2 dg kecepatan diatas 18 Knots, bajak laut akan kesulitan mengejar atau naik keatas kapal. Namun tidak dg kapal kami, kami melintas di teluk aden tanpa ada pengawal bersenjata. Walaupun begitu kami sudah terdaftar dalam MSCHOA (Marine Security Centre Horn of Africa) dan inilah yg membuat hati jd sedikit tenang.

Sekitar dini hari menjelang subuh, tiba2 dikejauhan nampak samar2 dimonitor Radar ARPA, ada Echoes target 3 kapal ikan tepat berada dihaluan kapal dg jarak sekitar 8 Miles, padahal beberapa kali saya teropong keluar untuk memastikan namun yg nampak hanya gelap gulita, mungkin kapal ikan ini sengaja mematikan lampu2 agar kehadiranya tidak diketahui oleh siapapun. Saya naikan Gain dan kurangi A/C Rain & A/C Sea RADAR guna memperjelas penampakan ini, berdasarkan informasi di ARPA ke-3 kapal ikan ini menuju kearah kami dg CPA 0.1 Miles dan TCPA 23 Menit, 3 kapal ikan ini berbaris seolah menghadang laju haluan kapal kami, 1 kapal ikan tepat berada di haluan kapal sedangkan 2 lainya masing2 berada di sisi kiri dan kanan haluan. Perasaan pun campur aduk saat itu, saya mendekati Radio, Telephone satellite dan SSAS (Ship Security Alert System) untuk berjaga2 jika benar kapal2 itu adalah bajak laut, maka saya bs dg cepat memancarkan Distress Signal kepada kapal2 perang yg berjaga dikawasan Gulf of Aden, serta menelpon DPA/CSO (Company Security Officer). Kapal ikan itupun semakin mendekat, saya nyalakan lampu sorot dan saya arahkan tepat kekapal tersebut, sengaja saya melakukan ini agar mereka menyadari bahwa kehadiranya sudah kami ketahui yg artinya kami siap menyambut kedatangan mereka, dg begitu mereka akan berpikir ulang untuk mendekati kami, ternyata cara saya ini begitu ampuh, kapal2 ikan yg saya curigai sbgai bajak laut itu tiba2 tdk melakukan pergerakan lagi, Saya rubah haluan kapal kekanan 5 Derajat untuk menghindari kapal ikan yg tepat di haluan kapal. Mereka hanya diam sampai kapal kami benar2 melintas disamping kapal mereka, saya ambil teropong, dari teropong nampak jelas bahwa dibelakang ke-3 kapal ikan itu masing2 memiliki 3 buah speed boat yg diikat diburitan kapal.

Dan saya bernapas dg lega ketika akhirnya ke-3 kapal ikan itupun bergerak menjauh.

Pada hari Minggu, 15 February 2015 jam 1500 UTC, Alhamdulillah kami berlayar dg selamat melintasi Teluk aden Somalia dan keluar dari jalur IRTC untuk selanjutnya menuju Suez Canal - Egypt.

Siapapun sudah begitu mengenal atau paling tidak pernah mendengar keganasan bajak laut/pirates Somalia dikawasan teluk aden, sudah banyak kapal2 yg menjadi korbanya termasuk kapal Indonesia yaitu MV. Sinar Kudus pada maret 2011 silam.

Saya akan bercerita tentang sedikit procedure keselamatan untuk melewati IRTC/Security Convoy (Internationally Recommended Transit Corridor) “Gulf of Aden”.

IRTC “INTERNATIONALLY RECOMMENDED TRANSIT CORIDOR”, GULF OF ADEN AND SOMALIA PIRATES:

Perairan Teluk Aden membentang diantara Yaman dan Somalia, dimana disisi Selatan adalah Somalia sedangkan disisi Utara adalah Yaman.

Nama Aden sendiri mungkin namun saya tidak tahu pasti diambil dari sebuah nama pelabuhan yg berada di Yaman, yaitu “Aden Harbour”

Untuk mempermudah gambaran teluk aden berikut adalah gambaran peta lokasi “Anti Piracy Chart” yg dilengkapi dg HRA (High Risk Area – Somalia Pirates)

Picture of High Risk Area and Anti Piracy Chart "Gulf of Aden"

Gulf of Aden ini menjadi perairan yg sangat penting bagi jalur pelayaran dikarenakan merupakan akses satu2nya untuk menuju Red Sea (Laut merah) dan Suez Canal yang merupakan transit bagi kapal2 untuk menuju kawasan Mediteranian Sea dan Eropa.

Kemudian seiring dg meningkatnya “Pirates Activity” dikawasan Teluk Aden, maka dirancanglah sebuah jalur pelayaran yg menyerupai TSS “Traffic Separation Schemes”, selanjutnya dinamakan “IRTC/Security Convoy”. Guna memudahkan operasi kapal militer (Navy) jika terjadi “Hijacking/Pembajakan” oleh Perompak Somalia.

"Maritime attacks are on the increase. Pirates are more aggressive. The financial impact is significant and increasing. Military solutions are weak– they can’t be everywhere at the same time and private sector solutions are non–existent".

Itulah sebuah alasan utama dirancangnya IRTC, dikarenakan pihak militer tidak bisa selalu ada diwaktu dan tempat yg sama ketika terjadi serangan dari para perompak, padahal IRTC sendiri membentang sepanjang Teluk Aden dg jauh sekitar 492 Miles (911.184 KM). Bayangkan seandainya perompakan terjadi pada saat bersamaan namun lokasinya berbeda/jauh, sementara kapal perang (MSCHOA – MSCHOA adalah merupakan tentara gabungan dari UN dan NATO) yg bertugas disana hanya beberapa kapal saja, tentunya kapal dg lokasi paling jauh  akan menjadi korban.

Selain daripada itu IRTC juga merupakan jalur pelayaran international, dengan demikian pihak keamanan yg nota bene berasal dari Multinational (Tentara gabungan/UN/PBB)  tidak akan kesulitan ketika melakukan operasi militer guna membebaskan kapal tawanan perompak, lain halnya bila kapal2 berlayar berdekatan sepanjang wilayah territory Yaman, maka operasi militer akan dianggap pelanggaran kedaulatan suatu Negara.

Bagi kapal2 yg oleh perusahaan sudah disediakan pengawalan “Armed Security Guard on Board” dan kecepatanya tinggi (Lebih dari 18 Knots) maka tentunya bukan masalah mau menggunakan jalur IRTC ataukah tidak, namun demi keselamatan lebih baik tetap berlayar sepanjang jalur IRTC walaupun tidak melakukan registrasi ke MSCHOA (Maritime Security Centre Horn of Africa) terlebih dahulu.

Kapal2 dengan kecepatan kurang dari 18 Knots, freeboard rendah dan tidak dikawal oleh pengawal bersenjata, maka sebaiknya CSO (Company Security Officer) mendaftarkan/registrasi kapalnya ke MSCHOA guna ikut dalam “IRTC Security Convoy”. Karena kapal dg spesifikasi tersebut sangat rentan/mudah untuk di bajak.

Sebelum membahas IRTC/Security Convoy lebih jauh, sekali lg perlu diketahui bahwa, kapal apapun jenisnya (Besar, kecil, slow speed, high speed, tanker, cargo, VLCC, Passenger, dll) boleh melintas dijalur IRTC tanpa melakukan registrasi/laporan terlebih dahulu ke MSCHOA, namun demi keselamatan adalah sangat disrankan untuk melakukan registrasi Security Convoy.

IRTC “INTERNATIONALLY RECOMMENDED TRANSIT CORRIDOR” – GULF OF ADEN.

IRTC terdiri atas dua jalur terpisah yaitu “Eastbound dan Westbound Transit”, setiap jalur memiliki lebar 5 NM dan dipisahkan oleh bagan pemisah (Buffer Zone) selebar 2 NM.

IRTC ini membentang sepanjang Teluk Aden dg jauh sekitar 492 Miles (911.184 KM).

“The corridor is not marked or defined by navigational aids, and is not intended to be a TSS. However to make warship patrols more effective, vessels transiting the GOA are strongly recommended to adhere to the Transit Corridor and Group Transit guidelines.”

Kapal2 yg transit di GOA (Gulf of Aden) sangat2 direkomendasikan untuk mengikuti pedoman berikut ketika berlayar sepanjang IRTC.

The IRTC Entry Point Coordinates.

IRTC “Point A” – EASTBOUND SECURITY CONVOY

Kapal2 yg berasal dari Laut merah/Red Sea selanjutnya disebut sebagai “IRTC EASTBOUND”, memasuki IRTC pada “Point A”,

IRTC Entry Point Coordinates untuk “Point A” berada pada posisi “ 11 50.00 N / 045 00.00 E

IRTC Leaving Point Coordinates berada pada posisi “ 14 20.00 N / 053 00.00 E.

Dengan memasukan kedua waypoint diatas di Passage plan, maka Haluan Sejati (True Course) kapal sepanjang IRTC Eastbound adalah 072 Derajat.

Sedangkan limit untuk Lane/Jalur IRTC EASTBOUND CONVOY adalah:

Limit jalur/lane sisi kiri berada pada coordinates “ 11 53.00 N / 045 00.00 E ” sampai dg coordinates “14 23.00 N / 053 00.00 E ”

Limit jalur/lane sisi kanan berada pada coordinates “ 11 48.00 N / 045.00 E “ sampai dg coordinates “ 14 18.00 N / 053 00.00 E “

IRTC “Point B” – WESTBOUND SECURITY CONVOY.

Kapal2 yg berasal dari Arabian Sea dan Indiana Ocean menuju ke Red Sea, Selanjutnya disebut sebagai “IRTC WESTBOUND SECURITY CONVOY”. Memasuki IRTC pada “Point B”

IRTC Entry Point Coordinates untuk “Point B” berada pada posisi “ 14 28.00 N / 053 00.00 E

IRTC Leaving Point Coordinates berada pada posisi “ 11 58.00 N / 045 00.00 E.

Dengan memasukan kedua waypoint diatas di Passage plan, maka Haluan Sejati (True Course) kapal sepanjang IRTC Westbound adalah 252 Derajat.

Sedangkan limit untuk Lane/Jalur IRTC WESTBOUND CONVOY adalah:

Limit jalur/lane sisi kiri berada pada coordinates “ 14 25.00 N / 053 00.00 E ” sampai dg coordinates “11 55.00 N / 045 00.00 E ”

Limit jalur/lane sisi kanan berada pada coordinates “ 14 30.00 N / 053.00 E “ sampai dg coordinates “ 12 00.00 N / 045 00.00 E “

Untuk lebih jelasnya bisa dilihat pada peta2 berikut ini:

BA Chart No.6                    : Gulf of Aden

BA Chart No.2970             : Eastern Approaches Gulf of Aden

BA Chart No.3784             : Ra’s Al Kalb To Ra’s Mirbat.

Pastikan peta2 tersebut adalah terbitan yg terbaru, karena coordinates yg disebutkan diatas adalah merupakan “Transit Corridor yg terbaru” pada peta edisi terbaru pula, sedangkan terbitan lama/Jadul dikhawatirkan masih menggunakan “Transit Corridor yg lama”, untuk memastikan peta2 tersebut masih menggunakan Transit Corridor yg baru atau lama bisa dilihat/bandingkan pada gambar berikut ini:

Picture of Location New IRTC (Internationally Recommended Transit Corridor)

Kapal2 yg sudah melakukan registrasi ke MSCHOA, 24 jam sebelum sampai pada “Point A dan Point B” akan mendapatkan email dari MSCHOA mengenai Daftar nama2 kapal yg tergabung dalam Group Transit tersebut. Informasi yg diperoleh dari email tersebut bersifat “Strictly Confidence / Sangat Rahasia” dan tidak boleh disebar luaskan karena menyangkut keselamatan kapal.

Dalam email tersebut ada Guidance yg harus dipatuhi jika ingin tergabung dalam “Group Transit”. Yakni menyangkut tentang ETA di “Point B atau Point A” beserta kecepatan yg diminta selama transit di IRTC.

Saya tidak bisa sebutkan disini pada jam2 berapa saja kapal2 harus sampai dipoint2 yg telah ditelah ditentukan diatas karena memang semua informasi ini bersifat rahasia dan jangan sampai scenario transit itu diketahui oleh para perompak.

Kapal2 “Group Transit”dg kecepatan rendah akan sampai terlebih dahulu di “Point A dan Point B”, kemudian selang beberapa jam disusul kapal2 dg kecepatan yg lebih tinggi, begitu seterusnya sampai kapal2 dg kecepatan paling tinggi akan memasuki IRTC pada jam yg paling akhir.

Maksud scenario ini adalah, Perbedaan waktu pada masing2 group sudah dihitung sedemikian rupa untuk memastikan kapal2 tersebut akan memasuki daerah “The Greatest Danger Area” pada waktu yg bersamaan ketika dini hari menjelang subuh tanpa memandang perbedaan kecepatan masing2 group, baik itu Eastbound mapun westbound semua akan bertemu (Saling menyusul dan berpapasan) secara bersama2 didaerah dan waktu yg paling rawan pembajakan berdasarkan statistic dari MSCHOA.

Untuk lebih jelasnya, kapal yg paling terakhir masuk IRTC adalah kapal paling cepat, kapal2 ini akan menyusul kapal2 dg kecepatan lebih lambat pada lokasi “The Greatest Danger Area”, Pun begitu dengan kapal yg memasuki IRCT Point A dan Point B mereka juga akan saling berpapasan di “The Greatest Danger Area” pada waktu yg hamper bersamaan. Sehingga semua kapal2 ini akan secara bersama melewati daerah paling berbahaya tersebut. Hal ini akan memudahkan kekuatan militer untuk memposisikan dirinya guna melindungi kapal2 dari serangan perompak dan memberikan bantuan jika terjadi serangan.

HANYA KAPAL YANG MELAKUKAN REGISTRASI KE “MSCHO – MARINE SECURITY CENTER HORN OF AFRICA”, AKAN MENGETAHUI SCENARIO KESELAMATAN INI KETIKA MELEWATI IRTC, UNTUK ITU SANGAT PENTING BAGI KAPAL2 YANG “HIGH RISK”MELAKUKAN REGISTRASI TERLEBIH DAHULU.

Berikut sedikit guidelines tentang Somalia Pirates:

Typical Pirate Attacks: 

1. Biasanya perompak menggunakan 2 perahu sampan/Skiff/Speed boat (Dengan kecepatan mencapai 25 knots). Speed boat yg mereka gunakan biasanya dilengkapai dg 2 buah Outboard Engines ataupun single engine dengan 60 HP.
2. Grup perompak/pirates bisa terdiri atas beberapa kapal. Namun demikian perahu yg digunakan untuk menyerang biasanya adalah 2 Speed boat.
3. Berupa kapal ikan yang menarik/Towing 2 atau lebih dari speed boat untuk melakukan serangan.
4. Perompak/pirates juga memiliki Mother Ship (Bisa berupa kapal ikan maupun kapal niaga), Mother ship ini digunakan untuk menampung tawanan, membawa crew pirates, perbekalan, minyak dan beberapa speed boat guna memungkinkan Pirates beroperasi dengan jangkauan yg lebih luas. Ciri khas dari Mother ship ini adalah kapal tersebut menarik/towing beberapa speed boat dibelakang mereka.
5. Perompak Somalia juga dipersenjatai dengan Small arm fire (Senjata api ringan) dan Rocket Propelled Grenades (RPGs).
6. Serangan bisa terjadi kapanpun, walaupun demikian berdasarkan statistic, kebnyakan serangan terjadi ketika menjelang pagi dan menjelang malam (early in the morning or First Light), Serangan juga kadang terjadi pada tengah malam terutama ketika terang bulan (Moon Light). Pun demikina terjadinya serangan pada malam hari sangatlah jarang.

 Typical Attack Profiles:   

1. Umumnya Pirates menggunakan “Small high speed crafts” dg kecepatan sampai dengan 25 Knots dan mendekatai kapal dari arah Port quarter dan Buritan/stern kapal.  
2. Ketika menjelang malam dan menjelang pagi hari maka kewaspadaan perlu dilakukan dengan semaksimal mungkin.  
3. Belum pernah terjadi kapal dengan kecepatan diatas 15 Knots atau lebih menjadi korban penyerangan (No successful attacks have occurred on ships at 15 knots or more). 
4. Sifat2 kapal yg umumnya mudah terkena “ Pirates Attack”: 

• Kapal dg kecepatan rendah (Low speed) 
• Kapal rendah freeboard (Low Free Board) 
• Planning dan procure yg kurang memadai/dipahami (Inadequate Planning & Procedures) 
• Kurangnya kewaspadaan (Visibility low state of alert and / or evident self protective measure). 
• Respon yg lambat (Slow response by the ships is evident). 

Tindakan2 yg dapat menghambat bahkan mencegah terjadinya “Pirates Attack”:

1. Memasang Dummy/Boneka/Patung yg menyerupai crew kapal ditempat2 strategis, hal ini akan memberikan kesan dari kejauhan akan banyaknya crew yg berjaga2 disekitar kapal, sehingga pirates akan berpikir dua kali untuk mendekat. 
2. Memasang pagar kawat disekitar Anjungan/Bridge, Bridge/Anjungan biasanya menjadi focus utama dari perompak untuk dikuasai. 
3. Menutup dan mengunci semua Portholes, ventilation, doors, hatches, watertight door dan semua access menuju akomodasi /Engine room/Machineries space/Bridge kapal. 
4. Memasang kawat berduri “Physical barriers/Razor wires” disekitar lambung kapal. 
5. Menyalakan water spray dan foam monitar kesekeliling kapal.

Tindakan2 yg perlu dilakukan jika terjadi “Pirates Attack”

1. Ikutilah petunjuk sesuia dg “Ship prepared contingency plan” 
2. Aktifkan SSAS (Ship Security Alert System) 
3. Pastikan AIS dalam kondisi “ON” 
4. Aktifkan emergency sound alarm dan buat PA Announcement “Pirates Attack” dan perintahkan semua crew menuju Designated Citadel. 
5. Buatlah Distress Call/Mayday Call di VHF Ch.16 (Untuk wilayah Gulf of Aden – Apabila VHF Ch.16 di block atau macet, maka back up Channel adalah VHF Ch.08), dan juga kirim “Distress message” via DSC. 
6. Lakukan panggilan telephone sesuai dg “Company emergency contact list” 
7. Dekati kapal lain dg cara altering course, perbesar CPA dari kapal bajak laut dengan menambah kecepatan kapal. 
8. Jika perlu lakukan Zig-Zag maneuvers (Dengan rate of turn tidak lebih dari 10 – 15 derajat) jika rate of turn terlalu besar maka kecepatan kapal akan turun drastic dan mudah bagi perompak untuk mendekat. 
9. Jika perompak sudah hampir boarding/naik kekapal, gunakan “Bow waves and Stern wash propeller” untuk membatasi/menghambat kapal pirates dari alongside/sandar dikapal. 
10. Aktivkan fire pump sebagai tindakan pertahanan/Defensive measure. 
11. Kumpulkan semua crew di Designated Citadel, jika tidak ada Citadel bisa dikumpulkan di Mess room.

 Tindakan2 yg dilakukan jika “Pirates Boarded”

1. Tetap tenang, Perompak dikapal adalah untuk membajak kapal sebagi tebusan dan bukan sengaja menyakiti crew kapal, jadi tidak perlu takut. 
2. Jangan membuat tindakan2/gerakan2 yg memancing kemarahan Pirates. 
3. Jangan melihat atau melotot kearah mata pirates. 
4. Jangan berbicara kecuali diminta dan jawablah pertanyaan seperlunya jika diminta oleh Pirates 
5. Jangan membuat gerakan yg tiba2/mengejutkan ataupun mencoba melarikan diri.
6. Jika pirates meminta sesuatu, maka Master/Officer cukup menganggukan kepala kerah crew yg bersangkutan sebgai tanda persetujuan 
7. Ikuti perintah/saran2/guidelines yg diberikan oleh MSCHOA.

Demikianlah yang saya ketahui seputar IRTC, Somalia Pirates dan Gulf Of Aden,

Terakhir marilah kita berdoa memohon keselamatan kepada Allah SWT agar dijauhkan dari segala kejahatan (Baik berupa manusia, syaitan, maupun Jin). Aamiin.

Port Said, Egypt,

20 February 2015

Zie Ahmadi

SUPPLY OPERATION WITH "TIED UP TO THE RIG" MODE

MANEUVER TIED UP TO THE RIG 

Dear all Seafarers,

Supply operations bagi kapal AHTS adalah merupakan kegiatan rutin yang tidak terhindarkan, bagi kapal2 NON DP VESSEL maka supply operation ini hanya bisa dilakukan dengan dua cara yaitu “Snatching dan Tied up to the RIG” Berikut saya akan membahas tentang bagimana sih caranya “Tied up to the Rig”itu. Article berikut ini saya ambil berdasarkan pengalaman pribadi saya yang tentu saja banyak kekurangan didalamnya, untuk itu jika ada kritik atau saran atas kesalahan dari article ini, dengan senang hati saya akan menerima dan memperbaikinya. Sengaja saya sampaikan dalam bahasa inggris sesederhana mungkin sesuai dg kemampuan bahasa inggris yg pas2an dengan maksud agar article ini bisa bermanfaat bagi semua pelaut diseluruh dunia,.
Bagi saya ketika berbicara tentang dunia pelaut maka kita harus berbicara secara international tanpa memandang suku/Negara pelaut itu berasal. Di laut/kapal kita semua bersaudara, sama2 survive untuk mencarai rezeki dilaut dan sekaligus menjadi Teamwork yg baik dikapal dan ini bisa terlaksana dengan baik jika kita menghilangkan sekat2 kesukuan. Baiklah tanpa memperpanjang pembahasan tentang dunia pelaut yg tidak akan habis dibahas, saya akan langsung saja dengan pokok pembahasan sebagai berikut. 

VESSELS APPROACHING THE RIG PLATFORM.

Every user/charterer has a specific instruction for entering/approaching “500M Safety Zone of the Rig/Offshore Installation” and there is no any big difference of instructions for all offshore area. 

PROCEDURE FOR ENTERING 500M SAFETY ZONE OF THE RIG/OFFSHORE INSTALLATION.

The below are main instruction/procedures prior entering/approaching “500M Safety Zone of the Rig/Offshore Installation”:

1. The Vessel must obtain prior permission from the Rig Coordinators before approaching any Offshore Rig/Barge/Installation.
2. Prior to entering the 500 meter Safety Zone of any Offshore Rig/Installation, the Vessel will complete the checklist (500 M Zone Check List).
3. The Vessel will report to the Rig/Barge/Installation the following message. ‘500meter Safety Zone Check List Completed and request permission for entering 500M safety Zone’ (This communication proves communications between the Vessel and the Rig have been established).
4. Using of ‘Auto Pilot’ is prohibited within the 500 meter Safety Zone.
5. The Vessel must proceed at a Safe Speed within the 500 meter Safety Zone, but must not exceed 3.0 knots (Standard Aramco requirements).
6. No “HEAD-ON” or “DIRECT COURSE” to approach/entry “500 meter Safety Zone of the Rig”, This is for your safety to avoid any collision with rig in case of Power failure.
7. Refer and comply with MOPO (Manual Operating Procedure), This is such a guidelines from charterer for minimum requirement to carried out any operation. 
8. You have to ascertain wind and tide effect on the Vessel at that location by all means and you may STOP the Vessel in the water at a ‘Safe’ distance from the Rig for this purpose.

How to tie up to the Rig and utilize the anchor.

Prior approaching the Rig for tied up always double check on the chart if any pipe/cable lines on the close proximity around the Rig to obtain anchor restriction on this location and seeking such information from Rig radio room.

1. Tied up on the Port side of the Rig:

• Drop anchor position at True bearing = Rig Heading – 60 or 65 Degrees (True bearing from the Rig for anchor position).
• Distance = 0.14 NM – 0.19 NM from the Rig (Depend on water depth, Existing of pipelines/cable at Rig location and seabed anchor holding condition), with this distance your final anchor utilized will be at about 7-11 shackle.
• Example:
• Rig Heading = 330 Degrees. True bearing for anchor position = 330 – 65 = 265 Degrees.
• You may drop your anchor on the position: True bearing 265 Degrees with a distance between 0.14 NM – 0.19 NM from the Rig.
• See the below picture:
  

• This true bearing will become your true heading once all mooring line and anchor secured to the Rig.
• Which Mooring rope to be installed / utilized first:
• “Prior entering 500M Zone of the Rig for Tie up, you have to ascertain the Current direction by all means (There are a lot of methods to determine current direction). This is very importance to decide which mooring rope first to be installed for easy maneuver and the rig always asking about this once you got permission entering 500M Zone for tie up.
• If the current direction going towards “Bow of the rig”, you have to request for tied up with Stern line first. Once “stern line of the rig” already secured tied up to the “Port side (Stern) bollard of the vessel” This line will hold the vessel position from drifting towards bow of the rig due to blowing current direction and easy maneuver to install “Rig bow line” without using more vessel propulsion system.
• If the current direction going towards “Stern of the rig”, you have to request for tied up with Bow line first. Once “Bow line of the rig” already secured tied up to the “Starboard side (Stern) bollard of the vessel” This line will hold the vessel position from drifting towards stern of the rig due to blowing current direction and easy maneuver to install “Rig stern line” without using more vessel propulsion system.

• Once all lines properly secured to the rig, the anchor holding test to be done prior stop the Engine (Heave up anchor with maximum winch power until all mooring line and anchor chain are tied and unable to pick up).

2. Tied up on the starboard side of the Rig:

• Drop anchor position at True bearing = Rig heading + 60 or 65 Degrees (True bearing from the Rig for anchor position).
• Distance = 0.14 NM – 0.19 NM from the Rig (Depend on water depth and seabed holding condition), with this distance your final anchor utilized will be at about 7-11 shackle.
• Example:
• Rig Heading = 330 Degrees. True bearing for anchor position = 330 + 65 = 395 – 360 = 035 Degrees.
• You may drop your anchor on the position: True bearing 035 Degrees with a distance between 0.14 NM – 0.19 NM from the Rig (Depend on water depth, existing of pipelines/cables on the Rig location and seabed anchor holding condition).

• This true bearing will become your true heading once all mooring line and anchor secured to the Rig.
• Which Mooring rope to be installed / utilized first.
• “Prior entering 500M Zone of the Rig for Tie up, you have to ascertain the Current direction by all means (There are a lot of methods to determine current direction). This is very importance to decide which mooring rope first to be installed for easy maneuver and the rig always asking about this once you got permission entering 500M Zone for tie up.
• If the current direction going towards “Bow of the rig”, you have to request for tied up with Stern line first. Once “stern line of the rig” already secured tied up to the “Starboard side (Stern) bollard of the vessel” This line will hold the vessel position from drifting towards bow of the rig due to blowing current direction and easy maneuver to install “Rig bow line” without using more vessel propulsion system.
• If the current direction going towards “Stern of the rig”, you have to request for tied up with Bow line first. Once “Bow line of the rig” already secured tied up to the “Port side (Stern) bollard of the vessel” This line will hold the vessel position from drifting towards stern of the rig due to blowing current direction and easy maneuver to install “Rig stern line” without using more vessel propulsion system.

• Remarks:
• If the vessel tied up at “Port side of the rig” The bow line of the rig will be tied up to the “Starboard side (Stern) bollard of the vessel” and the stern line of the rig will be tied up “Port side (Stern) bollard of the vessel”.
• If the vessel tied up at “Starboard side of the rig” The bow line of the rig will be tied up to the “Port side (Stern) bollard of the vessel” and the stern line of the rig will be tied up “Starboard side (Stern) bollard of the vessel”.

• Once all lines properly secured to the rig, the anchor holding test to be done prior stop the Engine (Heave up anchor with maximum winch power until all mooring line and anchor chain are tied and unable to pick up).

3. Where a Spar Buoy has been deployed at a Rig/Barge location.

The spar buoy is indicating the safe anchor drop position; you should drop your anchor between the Spar Buoy and the side of the Rig/Barge, and NEVER on the far side of the buoy (Prior approaching Rig which has a Spar buoy deployed – We must double check on the chart to obtain anchor restriction on this location).

“Spar Buoy” indicates this Rig has a close proximity of pipelines; take extra cautions prior approaching for anchor on this location.

Bow Line and Stern Line of The Rig.

See the below picture.

Example:

1. The Vessel received instruction to tie up at Port side of Rig Ensco-94 (South Safaniya Oilfield, KSA).

Rig Heading = 350 Degrees, Water depth = 11 M.

Current direction in the South Safaniya Oilfield; Ebb Tide set to (Going to) Northwest, Flood Tide set to (Going to) Southeast.

Please explain how to execute this job?.

Answer:

• Obtain anchor position as follows:
• True bearing = 350 – 60 = 290 Degrees.
• Distance = 0.18 NM (With this distance, anchor utilized at about 8 – 9 Shackle in water, (The distance depend on water depth, Existing of pipelines/cable at Rig location and seabed holding condition).

• Set ERBL (True bearing) on the Radar 290 degrees with distance 0.18 NM from the Rig.
• Check on the Tide table (Let say during this operation is “Ebb Tide”), Ebb Tide, Current direction set to (Going to) Northwest (Towards Bow of the Rig – Remember Rig heading is 350 Degrees/NW) – Stern line to be installed first for tied up.
• Follow the procedures for 500M Safety zone of the Rig/Installation as above (Check list to be completed and Request permission from the Rig to enter 500M safety Zone.
• Approach the Rig with a safe speed and Drop anchor at Position True bearing = 290 Degrees X distance 0.18 NM from the Rig.
• Request to install stern line first. "Ebb tide" (Current set to Northwest or towards bow of the rig).
• At safe distance from the Rig, Turning the vessel for stern approach and keep pay out the anchor chain.
• At safe distance required to tie up the mooring line, Stop pay out anchor chain to hold the vessel position and install stern line to the port side stern of the vessel as per plan previously (Current blowing towards bow of the Rig).
• Once all mooring line (Stern and Bow line) are secured, Heave up anchor until all mooring line and anchor chain tight and winch unable to heave up anchor at maximum power.
• The final position, ship’s heading is approximately about 290 Degrees (Same as true bearing for anchor position).
• If the anchor is holding, finish with engine and completed.

2. Vessel received instruction for Tied up at NBR-656 (South Safaniya Oilfield, KSA). Due to close proximity of pipe lines and cables in this location you are not allowed to anchoring at Port side of the Rig and anchoring only permitted at “Spar buoy installed at True bearing 030 Degrees X 400 M” from starboard side of the Rig.

Rig heading = 345 Degrees, Water depth = 4.6 M.

Current direction in the South Safaniya Oilfield; Ebb Tide set to (Going to) Northwest, Flood Tide set to (Going to) Southeast.

Please explain how to execute this job?.

Answer:

• Note: Where a Spar Buoy has been deployed at a Rig/Barge location, The spar buoy is indicating the safe anchor drop position; you should drop your anchor between the Spar Buoy and the side of the Rig/Barge, and NEVER on the far side of the buoy.
• In this location you should drop anchor between Spar buoy and starboard side of Rig NBR-656 (030 (T) X 400 M) – Inside of this true bearing and distance, NEVER far side of the spar buoy.
• Double check on the chart is required prior utilize anchor to avoid pipe lines.

• Check on the Tide tables (Let say in this case the Tide tables is showing “Flood Tide”), Flood Tide, Current direction set to (Going to) Southeast (Towards stern of the Rig – Remember Rig heading is 345 Degrees/NW) – Bow line to be installed first for tied up.
• Follow the procedures for 500M Safety zone of the Rig/Installation as above (Check list to be completed and Request permission from the Rig to enter 500M safety Zone.
• Approach the Rig with a safe speed and drop anchor at Position between “Spar buoy” and starboard side of the Rig (Drop anchor inside True bearing 030 Degrees X 400 M, NEVER far side of this True bearing and Set ERBL (True bearing) on the Radar from Rig (030 Degrees X 0.18 NM).
• Request to install Bow line first. "Flood tide' (Current set to Southeast or towards stern of the rig).
• At safe distance from the Rig, Turning the vessel for stern approach and keep pay out the anchor chain.
• At safe distance required to tie up the mooring line, stop pay out anchor chain to hold the vessel position and install Bow line to the portside stern of the vessel as per plan previously (Current blowing towards stern of the Rig).
• Once all mooring line secured, Heave up anchor until all mooring line and anchor chain tight and winch unable to heave up anchor at maximum power.
• The final position, ship’s heading is approximately about 030 Degrees (Same as true bearing for anchor position).
•  If the anchor is holding, finish with engine and completed. 

Have a safe voyage to all seafarers and hopefully this article may useful for your safe daily operation of AHTSS vessel. Any criticism and suggestion for this article is highly appreciated for improvement purpose.

Tanajib (KSA), 01 July 2015.

Zie Ahmadi