Gyro Compas

A gyrocompass is essentially a gyroscope, a spinning wheel mounted on gimbals so that the wheel's axis is free to orient itself in any way. Suppose it is spun up to speed with its axis pointing in some direction other than the celestial pole. Because of the law of conservation of angular momentum, such a wheel will maintain its original orientation. Since the Earth rotates, it appears to a stationary observer on Earth that a gyroscope's axis is rotating once every 24 hours. Such a rotating gyroscope cannot be used for navigation. The crucial additional ingredient needed for a gyrocompass is some mechanism that results in applied torque whenever the compass's axis is not pointing north.

One method uses friction to apply the needed torque: the gyroscope in a gyrocompass is not completely free to reorient itself; if for instance a device connected to the axis is immersed in a viscous fluid, then that fluid will resist reorientation of the axis. This friction force caused by the fluid results in a torque acting on the axis, causing the axis to turn in a direction orthogonal to the torque (that is, to precess) towards the north celestial pole (approximately toward the North Star). Once the axis points toward the celestial pole, it will appear to be stationary and won't experience any more frictional forces. This is because true north is the only direction for which the gyroscope can remain on the surface of the earth and not be required to change. This is considered to be a point of minimum potential energy.

Another, more practical, method is to use weights to force the axis of the compass to remain horizontal with respect to the Earth's surface, but otherwise allow it to rotate freely within that plane. In this case, gravity will apply a torque forcing the compass's axis toward true north. Because the weights will confine the compass's axis to be horizontal with respect to the Earth's surface, the axis can never align with the Earth's axis (except on the Equator) and must realign itself as the Earth rotates. But with respect to the Earth's surface, the compass will appear to be stationary and pointing along the Earth's surface toward the true North Pole.

SAMIN (SAMUDRA INDONESIA)

PT Samudera Indonesia Tbk was established in 1964. The core business of the Company is to provide comprehensive range of integrated cargo transportation and logistics services. With its fully integrated and diverse transportation services, the Company is capable of meeting the needs of both domestic and international customers for a door to door or one stop service. Since 1999, the Company has been publicly listed on the Jakarta Stock Exchange.

P.T Samudera Indonesia as the parent/holding company with subsidiaries: SSL, ARKOM, SISM, Foremost, SSS, Panurjwan, TSJ, PNP, MTCON, MKT, Silkargo, Samudera Perdana, MPC. The Company also acts as an agent for various global shipping companies, including Hapag-Lloyd AG, United Arab Shipping Company, Nippon Yusen Kaisha-Hinode, and Korean Marine Transportation Company.

Samudera Shipping Line Ltd ("Samudera") is one of PT Samudera Indonesia subsidiaries, was incorporated in Singapore in 1993 . The Company was converted into a public company on 2nd October 1997 when its shares got listed and quoted on SESDAQ. Following an approval from the Singapore Exchange, its shares have been transferred from SESDAQ to the Main Board, where Samudera's shares are now listed and quoted since July, 2000.

Samudera is a regional Container Shipping line serving the Middle East and the lndian Sub-continent in the west, South East Asia and Indo-China at the center and the Far East to the north. This extensive network of services is run from its headquarters in Singapore, with able support from its own offices in Dubai and Mumbai for the Middle East and the lndian Sub-continent operations, Bangkok, Klang and Jakarta for the South East Asia and Indo-China operations, and Shanghai for the Far East operations.

Anchor

An anchor, often made out of metal, that is used to attach a ship to the bottom of a body of water at a specific point. There are two primary classes of anchors—temporary and permanent. A permanent anchor is often called a mooring, and is rarely moved; it is quite possible the ship cannot hoist it aboard but must hire a service to move or maintain it. Vessels carry one or more temporary anchors which may be of different designs, type and weights. A sea anchor is a related device used when the water depth makes using a mooring or temporary anchor impractical.

The vessel is attached to the anchor by the rode which is made with chain, cable or line or a combination of these. The hole in the hull through which the anchor rode passes is called "hawsepipe" because thick mooring lines are called "hawsers".

An anchor works by resisting the movement force of the vessel which is attached to it. There are two primary ways to do this—via sheer mass, and by "hooking" into the seabed. While permanent moorings can use large masses resting on this seabed this is not practical for temporary anchors which need to be stowed onboard so almost all temporary anchors are of the type which have metal flukes which hook on to rocks in the bottom or bury themselves in soft bottoms.

An interesting element of anchor jargon is the term aweigh, which describes the anchor when it is hanging on the rope, not resting on the bottom; this is linked to the term to weigh anchor, meaning to lift the anchor from the sea bed, allowing the ship or boat to move. An anchor is described as aweigh when it has been broken out of the bottom and is being hauled up to be stowed. Aweigh should not be confused with under way, which describes a vessel which is not moored to a dock or anchored, whether or not it is moving through the water. Thus, a vessel can be under way (or underway) with no way on (i.e., not moving).

Marine Issue

Shipboard Emergency Procedures Manual

Shipboard Emergency Procedures Manual

Emergency Scenario selection process

Emergency scenario have been selected on risk based criteria of potential frequency and potential severity. The selection process has taken account of :

· Risk assessment of the ship

· Known accident and incidents in shipping

· Experience and expertise of vessel master, ship board personnel and management

Although care has been taken to identify potential emergencies, it is acknowledged that the list may be made in the light of experience.

Compilation and review process

care has been taken to ensure that all relevant personnel, including master, senior officer and shore management within the company have been involved in the compilation and review of the emergency procedures.

Involvement of shipboard personnel has resulted in a high level of awareness of the procedures on board

Purpose

The principal purpose of the emergency procedures is to provide the master, officer and crew with the essential elements in dealing with emergencies on board.

Applicability

These emergency procedures are to be considered as guidelines only. It is not the intention that they provide a complete set of instruction for each emergency.

It is implicit in the emergency response philosophy of the company that the master has the authority to exercise his professional judgment at all times.

About the Emergency procedures

A common Approach has been taken in developing each of emergency procedures.

The emergency procedures have deliberately been kept brief. Only important point have been considered.

A major consideration in compiling the emergency procedures has been to provide a format that is usable as a check list during the course of an emergency

Assumption have been made that the personnel on board the vessel are competent in their normal and emergency duties and have adequate knowledge of the vessel, procedures and equipment.

It is also expected that the master and senior officer on the vessel will be familiar with the contents of the emergency procedures and will therefore, be prepared for initial action in emergency situations. It is anticipated that the emergency procedures will be used as source material for drills and exercise. This will provide a tangible reference against which the adequacy of the emergency procedures will be measured.

It is understood that the emergency procedures will be subject to a formal review process within the company and vessel SMS. This should result in continual improvement.

Each emergency procedures (EMP) has been developed in the following consistent and structured manner and each is given a unique identity number.

Emergency Categories

A. Fire

a. Fire in engine room

b. Fire in auxiliary engine

c. Fire in cargo hold

d. Fire in store

e. Fire in galley

f. Fire in accommodation

g. Fire in mess room

h. Fire in bridge

B. Damage to own ship

a. Ship/ship collision

b. Ship/boat collision

c. Ship/quay collision

d. Structural Failure

e. Main engine failure

f. Grounding

g. Steering gear failure

h. Black out

i. Loss of propulsion

j. Flooding

k. Severe weather

l. salvage

C. Pollution

a. Bunkering

b. Loading

c. Discharging

d. Transferring

e. Disposals

D. Cargo

a. Damage to hazardous cargo

b. Shift of hazardous cargo

c. Cargo jettison

E. Personnel

a. Man overboard

b. Internal search and rescue

c. Serious illness

d. Serious injury

e. Fatality

f. Crew disturbance

g. Passenger disturbance

F. Security

a. Bomb threat

b. Terrorist act

c. Hijack

d. Piracy

G. External Emergency

a. Other ship or aircraft in distress

b. Other ship or aircraft requesting assistance

H. Emergency evacuation and abandonment

a. Life boat

b. Life raft

c. Helicopter

d. other