Pertamina Maritime Training Center

Now, I am working at Pertamina Maritime Training Center as Lead Instructor I. Maritime Training Center is one of the business units of PT PERTAMINA (Persero), Directorate of Human Resources, Pertamina Learning Center, was established in 1984. It is located at Jl. Pemuda, Rawamangun No.44, East Jakarta.
At the beginning the function and task of Maritime Training Center was develop and upgrade Pertamina’s seafarers know how and skill in Oil Tanker Operation regarding the enforcement of International Maritime Organization (IMO) Convention the STCW’78 (the Standard of Training, Certification, and Watchkeeping for Seafarers 1978).
Due to enforcement of the STCW ‘95 which requires to Maritime Education School of all member states of the IMO, the government, represented by BPSDM Ministry of Transportation &Directorate General of Sea Communication appointed Pertamina Maritime Training Center to do the job, due the result of audit & recommendation to have completed equipment and facilities and also experience for the task.
In February 1997 PMTC has full qualification to organize education and training for all Indonesia seafarer and has authorized to issue certificate valid for international used since Indonesia has obtained the “White List”. last updated of approval is in May 2010.

Hidup ini adalah sebuah pilihan...

Disaat usia manusia semakin bertambah, seharusnya semakin banyak pengalaman dalam perjalanan hidupnya untuk melihat dan merasakan mana yang benar mana yang salah, mana yang halal mana yang haram, mana yang layak dimakan mana yang tidak layak dimakan... pada fase ini kita dihadapkan pada pilihan untuk menyadarinya atau tidak menyadari karena kita sudah dibutakan oleh kebutuhan hidup kita.. seumpama kita sedang berjalan, kita sedang berada dalam persimpangan jalan.. yang mana kita harus memilih yang terbaik untuk kita dan keluarga kita..
Saya sangat percaya bahwa Tuhan akan bekerja berdasarkan apa yang ada dipikiran hamba-Nya... dan bahwa Tuhan tidak akan merubah nasib suatu kaum apabila mereka tidak berusaha merubah sendiri nasibnya..
Apapun yang kita kerjakan, hendaknya untuk tujuan dijalan yang diridhoi Tuhan.. yaitu untuk akhirat dan bukan untuk keduniawian semata.. apabila kita sudah bisa menyadari itu dan dengan tulus melaksanakannya, niscaya dunia pun akan mengikuti sebagai "Bonus" dari Tuhan atas usaha dan kesungguhan kita mempercayai bahwa tidak ada satupun didunia ini yang bisa menolong kita kecuali Tuhan...
Based on my true story of my life...

Fast Offshore Supply Pte Ltd

Nature of business
FOS design, build, owns and operates a fleet of Fast Multipurpose Supply Vessels (FMSV) that offer safe, speedy and economic transportation of passengers, passengers and material in addition to provide other function like stand by, utility, towing, ERRV and oil pollution prevention to support the oil companies exploration, drilling and production activities. The vessels are designed together with Nautical Architects in Singapore and Norway. FOS build the vessels at our own yard in Singapore, and the operation is done by our offices in Singapore and Indonesia. The FMSV have length from 57-60 metres, with top speed of over 30 knots, the fastest offshore vessels in South East Asia and Arabian Gulf. Our clients base includes most of the oil companies in South East Asia and presently FOS is introducing their vessel and services to clients in Arabian Gulf. Our focus is on operating and provide assets within the transport chain, coupled with knowledge of the markets and the specific environmental in the area of operation.
FAST OFFSHORE SUPPLY PTE LTD
21 Tuas Road Singapore 638489
Tel : (65) 6861 3881
Fax: (65) 6861 6183
Other Address
Overseas Office: Indonesian Office
Jl. Alaydruss No. 2 Jakarta Pusat 10130
Telephone: +62 21 6331 682; +62 21 6331 682
Facsimile: +62 21 6386 0063

Increasing Model of Lecturer’s Loyalty

Abstract
The objective of this study is to examine and analyze the effects of competence, leadership transformation, promotion, motivation to satisfaction. In addition, this study also aims to test and analyze the influence of competence, leadership transformation, promotion, motivation, loyalty through customer satisfaction.
To test these variables, researchers use lecturer of Semarang Merchant Marine Polytechnics as a research object. where they are mostly composed of lecturer who have a maritime educational background and work experience as a officer on board ship that joined to the national and international companies in domestic trade area and ocean going trade area with relatively higher income compared to income as an employee or ordinary civil servants. This research was conducted by survey method by distributing questionnaires to 62 people of lecturer who worked and teaches at Semarang Merchant Marine Polytechnics. Sampling study using a non probability sampling with census sampling techniques.
The results showed that faculty competence, leadership transformation, promotion and motivation have had positively influence with significantly the satisfaction of lecturer who worked and teaches at Semarang Merchant Marine Polytechnics. Besides teaching competence, leadership transformation, promotion and motivation have had positively influence with significantly the loyalty to the lecturers who worked and teaches at Semarang Merchant Marine Polytechnics via satisfaction variable as intervening variable.

Keywords: Competence, leadership transformation, promotion, motivation, satisfaction, loyalty

GMDSS Simulator Training

Key words: Distress, Global Communication, MES, LES, Alert, Broadcast, SOLAS 1974.

Abstract

The Global Maritime Distress and Safety System (GMDSS) was adopted by amendments in 1988 by the Conference of Contracting Governments to the International Convention for the Safety of Life at Sea (SOLAS), 1974. This was the culmination of more than a decade of work by the International Maritime Organization (IMO) in conjunction with the International Telecommunications Union (ITU), International Hydrographic Organization (IHO), World Meteorological Organization (WMO), International Maritime Satellite Organization (INMARSAT), and others. The GMDSS represents a significant improvement in marine safety over the previous system of short range and high seas radio transmissions. Its many parts include satellite as well as advanced terrestrial communications systems. Operational service of the GMDSS began on 1 February 1992, with full implementation scheduled by 1 February 1999.
The Japan International Cooperation Agency (JICA) Maritime Education advanced of Information Technology (Navigation) Training participants who are from Indonesia, Philippines, Sri Lanka and Vietnam had been study and learn GMDSS Simulator Training on Marine Technical College, there were experienced instructors that supervised and conducted the class. There were very experienced Radio Officers on board ship as lecturers and instructors. They have taught all about GMDSS such as introduction, basic knowledge sounding for participant, how to set up and to operate equipments, sending and receiving alerts, distress etc.. This report summary presented about introduction the GMDSS Simulator Training, facilities during the simulation training, how to train with hardware in simulator room using real equipments and all instruments, LONT (Line Oriented Navigation Training), the evaluation of training and the last one is conclusion.

Introduction
The Global Maritime Distress Safety System (GMDSS) is an internationally agreed-upon set of safety procedures, types of equipment, and communication protocols used to increase safety and make it easier to rescue distressed ships, boats and aircraft. GMDSS consists of several systems, some of which are new, but many of which have been in operation for many years. The system is intended to perform the following functions: alerting (including position determination of the unit in distress), search and rescue coordination, locating (homing), maritime safety information broadcasts, general communications, and bridge-to-bridge communication.
Specific radio carriage requirements depend upon the ship's area of operation, rather than its tonnage. The system also provides redundant means of distress alerting, and emergency sources of power. Recreational vessels do not need to comply with GMDSS radio carriage requirements, but will increasingly use the Digital Selective Calling (DSC) VHF radios and offshore vessels may elect to equip themselves further. Vessels under 300 Gross Tonnage (GT) are not subject to GMDSS requirements and vessels from 300 to 500 GT have less restrictive carriage requirements than vessels 500 GT and over. GMDSS sea areas serve two purposes: to describe areas where GMDSS services are available, and to define what GMDSS ships must carry. Prior to the GMDSS, the number and type of radio safety equipment ships had to carry depended upon its tonnage. With GMDSS, the number and type of radio safety equipment ships have to carry depend upon the areas in which they travel. GMDSS sea areas are defined by governments. In addition to equipment listed below, all GMDSS-regulated ships must carry a satellite EPIRB, a NAVTEX receiver (if they travel in any areas served by NAVTEX), an Inmarsat-C SafetyNET receiver (if they travel in any areas not served by NAVTEX), a DSC-equipped VHF radiotelephone, two or more VHF handhelds, and a search and rescue radar transponder (SART).

Facilities
GMDSS Simulator room in MTC have Furuno’s GMDSS real equipments such as VHF Radio Telephony and DSC, MF/HF Radio telephony and DSC, NBDP, Inmarsat B and C look like common used on board ship.


How to train with a hardware

Practice for send and receive distress alerts, individual, routine, safety and urgency message to LES and MES using HF, DSC and Inmarsat B and C, and also made voice call telephony.

LONT
(line Oriented Navigation Training)
The LONT (Line Oriented Navigation Training) was the use of instruments isolated. The knowledge about features of all facilities in GMDSS simulator, the regulation that gave the scale of application of these equipment and the integration of all equipments to global communication for distress situation and other necessary situation on ship which needs help of RCC and other assistance.

Evaluation
The evaluation for GMDSS simulation training was varied condition and situation. The participants had each role assignment to set up GMDSS equipments and send distress alerts and others. The instructors as LES operator for reply distress and message for each participant.

Conclusion
The GMDSS simulation training conclusion are about how can operated equipments for distress alerts and other necessary function of GMDSS as well according the regulation of SOLAS. All participants understood all instructors explained and applied to GMDSS real equipments in simulator room. Generally, the result of this training was satisfied for all and had improved knowledge and skills for GMDSS operation on board.

Advanced Fire Fighting in Maritime Disaster Prevention Center, Yokosuka JAPAN

Crude Oil Tanker Handling Simulator

Key words: STCW Code, VLCC, Crude oil, Loading, Discharging, COW, Inert Gas System, pollution, simulation training.

Abstract
Crude Oil is a dangerous cargo which transported by sea using special design of tanker ship who called Very Large Crude Carrier (VLCC). Shipment of crude oil, involves high risks of fire and explosion, poisoning and hazarding of the human body, and environmental pollution due leakage which in Annex I MARPOL 1973/1978. The STCW Code 1995, in Table A-V/Section I and B-V/Section I is requirements for the training abilities of crude oil tanker captain, officers and ratings. In addition, IMO Model Training Course 1.01 and 1.02 provide curriculum guidelines. In the Crude oil tanker simulator training, these are to provide and enhance senior navigation course participants for mastery of the knowledge and skills required when dealing with crude oil in order to promote safe and efficient handling the cargo.
JICA Maritime Education advanced of Information Technology (Navigation) Training participants who are from Indonesia, Philippines, Sri Lanka and Vietnam fully attended the training simulator course in Marine Technical College. Professor Kenji ASAKI and Capt. Akira MIYAJI had teach all about the training such as introduction, basic knowledge about crude oil tanker, Tanker ship construction, pipeline diagram arrangement, and practice loading/discharging crude oil using PC based simulator and using VLCC’s COC simulator. All participants have had the opportunity to understood and made in practice all what was professor explained. This report summary presented about introduction the crude oil tanker Simulator Training, facilities during the simulation training, how to train with hardware in simulator room using real equipments and all instruments, LONT (Line Oriented Navigation Training), the evaluation of training and the last one is conclusion.

Introduction
Crude oil is a naturally-occurring substance found in certain rock formations in the earth. It is a dark, sticky liquid which, scientifically speaking, is classified as a hydrocarbon. This means, it is a compound containing carbon and hydrogen, with or without non-metallic elements such as oxygen and sulfur. Crude oil is highly flammable and can be burned to create energy. Along with its sister hydrocarbon, natural gas, derivatives from crude oil make an excellent fuel. The Very Large Crude Carrier (VLCC) is only superseded in size by the Ultra Large Crude Carrier (ULCC).
The number of ULCC tankers is very limited (11 ships) and has been declining. The VLCC/ULCCs are predominantly employed on the long voyages between the Middle Eastern countries and the USA or the Asian countries. The VLCC/ULCCs are to a large degree limited from being employed on the short intra-regional voyages because the sheer size of the tanker usually prevents it from entering the small harbors with depth and length restrictions. On short haul voyages where the demand at the destination is rather limited it is much more efficient to ship small cargo sizes thus avoiding long periods of time along the quay and avoiding investing in large storage facilities at the destination.

Facilities
Crude Oil Handling Simulator in MTC Laboratory/Simulator, there are PC Based simulator and COC Simulator for Loading and discharging operation look like activities in a VLCC.

How to train with a hardware
Professor Kenji ASAKI and Captain Akira MIYAJI had teach very nice theory for handling crude oil such as tracing pipeline diagrams in a VLCC, loading and discharging operation using PC Based Simulator before COC Simulator. In the last lesson, observation and study about cutting real model of Hydraulic pump’s manual and maintain operation, centrifugal pump, electro motor pump which exist in pump room of VLCC.

LONT
(line Oriented Navigation Training)
The LONT (Line Oriented Navigation Training) was the use of Crude oil handling simulator in COC. The knowledge about features of all facilities, the regulation that gave the scale of application of these equipment and the integration of all equipments to handling of crude oil operation such as loading and discharging safely. And after come back to my country will be apply to Tanker Familiarization Training and Oil Tanker Training Program in my institution Semarang Merchant Marine Polytechnics regarding teaching methods in MTC.

Evaluation
Simulation training’s evaluation was varied and diffused. The participants made a positive approach with the COC Simulator. Familiarization using PC Based Simulator is very useful before practice in COC Simulator, knowledge about pipeline diagram very important for officer before join in tanker ship. According this simulation training, officer will be understand of preparation before, after and while loading and discharging crude oil.

Conclusion
The skills of all participants gained with the course include the safe operation of loading and discharging crude oil, regulation and ship construction regarding prevent of pollution. This training will be useful for improvement of training’s quality in tanker familiarization course according to the right methods.

Bidge Resources Management Simuator

Key words: STCW Code, Teamwork, Bridge Team, COLREGS 1972, Ship Handling, communication, speak up

Abstract
The STCW Code 1995, in Table A-II/2, requires that Master and chief mates have knowledge and understanding of, and proficiency in, effective bridge teamwork procedures. One of the ways in which the must demonstrate competence is through approved simulator training, where appropriate. In Part B, section B-VIII/2, Parts 3-1-4, 5, The code speaks to Bridge Resource Management and states, “Company should also issue guidance to masters and officers in charge of the navigational watch on each ship concerning the need for continuously reassessing how bridge-watch-resources are being allocated and used, based on bridge resource management principles…” It has been made the participants familiarized and understood about bridge team work proceeding, it is very useful for future regarding each regular job and as a navigator. The International Regulations for Preventing Collisions at Sea 1972 (COLREGS) are published by the International Maritime Organization (IMO), and set out the "rules of the road" to be followed by ships and other vessels at sea. COLREGS can also refer to the specific political line that divides inland waterways (subject to one set of navigation rules) and coastal waterways (subject to international navigation rules).
Marine Technical College, there were experienced instructors that supervised and conducted the class to the JICA Maritime Education advanced of Information Technology (Navigation) Training participants who are from Indonesia, Philippines, Sri Lanka and Vietnam also practical as well.. Captain Akira HIROSHAWA and his team (Mr. Masuda, Mr. Iwasaki and Ms. Shinagawa) have taught all about BRM and Ship Handling such as introduction, basic knowledge sounding for participant, how to handle PCC and VLCC in some environment and off course teamwork on bridge. All participants have had the opportunity understood and made in practice all what was the professors explained. This BRM training were built a shared mental model of the situation and monitor progress of the transit by cross checking and also understood about the most important things regarding bridge teamwork are communication with each other team members and to others such as other vessel, traffic information service, pilot station and port authority radio, speak up but never shout out. This report summary presented about introduction the BRM and Ship Handling Simulator Training, facilities during the simulation training, how to train with hardware in simulator room using real equipments and all instruments, LONT (Line Oriented Navigation Training), the evaluation of training and the last one is conclusion.

Introduction
As vessels become larger, the human, material and environmental damage by one marine casualty comes more serious. In difficult maneuvering conditions, such as traffic route, restricted visibility area, advanced and adequate maneuver is always required to ship operators. Bridge Team is constructed on the purpose to prevent marine casualty in these difficult navigational conditions. It is expected for Bridge team to show the higher ability than not only the ability of each operator, but also the sum of each member’s ability by cooperating each other.

Facilities
Ship handling simulator room look like originally bridge which used on board ship. Very good view screen 180 degrees viewer with 3D environment, RADAR/ARPA, ECDIS, Echo Sounder and other bridge equipment for maneuver.

How to train with a hardware
Practice for PCC and VLCC Ship handling with large change of course, Slaloming in and out of 10 VLCCs, departing from RAS TANURA and coasting off NOJIMA SAKI, each participant has 15 minutes for each role.

LONT
(line Oriented Navigation Training)
The LONT (Line Oriented Navigation Training) was the use of instruments isolated. The knowledge about features of all facilities in ship handling (bridge) simulator, the regulation that gave the scale of application of these equipment and the integration of all equipments to manage the navigation safely in all areas by several sea and weather conditions.

Evaluation
The evaluation for simulation training was varied condition and situation. The participants had each role assignment as Captain, second officer, third officer and also helms man, 60 minutes for each role. Before starting simulation, each participant who has role as captain had to conduct a briefing session and the end after simulation finished helms man conducted a debriefing. The visualization of simulation training using big screen viewer and could broadcast 3D object with high resolution and definition displayed gave all participants interested think to integrated with objects and environment.

Conclusion
The BRM simulation training conclusion are about the most important thing in bridge teamwork, communication between bridge team member, “speak up but don’t shout out” and communication between ship and other such as other ship, port authority, traffic information service, pilot station and radio station. The overall objective of this simulation training is to enhance the navigational safety according to The International Regulations for Preventing Collisions at Sea 1972 (COLREGS) which is published by the International Maritime Organization (IMO), and set out the "rules of the road" to be followed by ships and other vessels at sea.

Yamaguchi and Fukuoka Tour

17-19 August 2008, conducted by Professor YASUO ARAI
1. Kanmon Kaikyo Traffic Advisory Service Center (Japan Coast Guard), Moji, , Kitakyusu
2. Toyo Singo Tushin Co. Ltd, Kitakyusu, Fukuoka
3. Kanmon Bridge, Kanmon Strait, Kanmon Tunnel and Mekari Park, Fukuoka-Yamaguchi
4. Kaikyo Yume Tower (153 m, 360 degrees sky view), Shimonoseki, Yamaguchi
5. KDDI Yamaguchi Satellite Earth Station, Niho

RADAR/ARPA ECDIS Simulator

Key words: Simulator, RADAR, ARPA, ECDIS, OOW, COLREGS 1972, STCW 1995

Abstract

The International Regulations for Preventing Collisions at Sea 1972 (COLREGS) are published by the International Maritime Organization (IMO), and set out the "rules of the road" to be followed by ships and other vessels at sea. COLREGS can also refer to the specific political line that divides inland waterways (subject to one set of navigation rules) and coastal waterways (subject to international navigation rules). Part B - Steering and sailing, Section I (for any visibility), Rule no. 5 about Look-out that every vessel must at all times keep a proper look-out by sight (day shape or lights by eyes or visual aids), hearing (sound signal or Marine VHF radio) and all available means (e.g. Radar, ARPA, AIS, GMDSS...) in order to judge if risk of collision exists. Rule no.7 Risk of Collision that Vessels must use all available means to determine the risk of a collision, including the use of radar (if available) to get early warning of the risk of collision by radar plotting or equivalent systematic observation of detected objects. (e.g. ARPA, AIS).
If the distance of any vessel is reduced and her compass bearing does not change much or a large vessel or towing vessel at close distance or if in doubt, risk of collision shall be deemed to exist.
MTC Ashiya, there were experienced instructor that supervised and conducted the class to the JICA Maritime Education advanced of Information Technology Training participants who are from Indonesia, Philippines, Sri Lanka and Vietnam also practical as well. The Simulator software was developed to handle various scenario, and these scenarios were derived from different situations that officers on watch can encounter I their actual duties on board. Professor Taguchi had teach all about RADAR/ARPA and ECDIS such as introduction, basic knowledge sounding for participant, how to operate instruments in simulator room and also how to design training scenario for students. All participants have had the opportunity to understood and made in practice all what was professor explained. Presentation standards and criteria simulation training of the advanced navigation instruments above for OOW (Officer On Watch) can adopted IMO Model Course and STCW Code 1995.
This report summary presented about introduction the RADAR/ARPA Simulator Training, facilities during the simulation training, how to train with hardware in simulator room using real equipments and all instruments, LONT (Line Oriented Navigation Training), the evaluation of training and the last one is conclusion.

Introduction

The definition of RADAR is a system that uses electromagnetic waves to identify the range, altitude, direction, or speed of both moving and fixed objects such as aircraft, ships, motor vehicles, weather formations, and terrain. A radar system has a transmitter that emits either radio waves or (more usually these days) microwaves that are reflected by the target and detected by a receiver, typically in the same location as the transmitter. Although the signal returned is usually very weak, the signal can be amplified. This enables radar to detect objects at ranges where other emissions, such as sound or visible light, would be too weak to detect.
A maritime RADAR with Automatic Radar Plotting Aid (ARPA) capability can create tracks using radar contacts. The system can calculate the tracked object's course, speed and closest point of approach (CPA), thereby knowing if there is a danger of collision with the other ship or landmass.

The International Maritime Organization (IMO) has set out certain standards amending the International Convention of Safety of Life at Sea requirements regarding the carrying of suitable automated radar plotting aids. The primary function of ARPAs can be summarized in the statement found under the IMO Performance Standards. It states a requirement of ARPAs...."in order to improve the standard of collision avoidance at sea: Reduce the workload of observers by enabling them to automatically obtain information so that they can perform as well with multiple targets as they can by manually plotting a single target". As we can see from this statement the principal advantages of ARPA are a reduction in the workload of bridge personnel and fuller and quicker information on selected targets.
An Electronic Chart Display and Information System (ECDIS) is a specific form of computer-based navigation information system that complies with International Maritime Organization (IMO) regulations and can be used in lieu of paper navigation charts in some areas. Not all electronic chart systems can be called an ECDIS, but the term is often incorrectly used to refer to any type of Electronic Chart System (ECS). The true ECDIS system displays information from electronic navigational charts (ENC) and integrates position information from the Global Positioning System (GPS) and other navigational sensors, such as radar, fathometer and automatic identification systems (AIS). It may also display additional navigation-related information, such as Sailing Directions.

Marine Technical College (MTC)

In April 1945, when three nautical colleges in Tokyo, Kobe and Shimizu were joined together and relocated at Shimizu in Shizuoka Prefecture, two marine institutes at Osaka were combined under the name of Marine Technical School, This school, whose name was changed to Marine Technical "College" succeeded to the facilities of Kobe Nautical College and aimed to give seafarers synthetic vocational education.
In May 1952, Kobe University of Mercantile Marine was founded and all the facilities at Fukae were placed under the control of the university. Thus the college and the university temporarily shared them. In July 1955, the college was removed from Fukae to Ashiya because of the revision of Eatablishing Law of the Ministry of Transport.
In April 1961, Marine Technical School was renamed Marine Technical College. In April l98l, another two campuses of the college were founded at Kurashiki in Okayama and Nanao in lshikawa. In March 1988, the third training ship "Kaigi Maru" was built and completed. And in March 1992, Nanao Campus was closed, and the educational system was reformed.
In March 1997, Main Building, Gymnasium and Auditorium were rebuilt into New Main Building against the damage from HanshinAwaji Eearthquake, On January 1, 2001, the ministry of transport was restructured into the ministry of land, infrastructure and transport. In April 2001, Marine Technical College was moved to an independent administrative agency from a national college. Mr. Takashi Nakamura was assumed the first president. In April, 2003, Liberal Education Department was dissolved according to the Organization Regulation of Marine Technical College, independent administrative institution.
Mr. Susumu Yoshida was assumed the second president.

The educational objectives of Marine Technical College are to offer seafarers vocational education and training, to brush up technical knowledge and skills and to carry out practical researches for technological development of mercantile marine. MTC is the only comprehensive educational institution for seafarers in Japan.
Marine Technical College, which is called “Kaigi Daigakko” in Japanese, is the only governmental institute of vocational education and training for seafarers.In April 1945, at the end of World War the Second, Marine Technical College was established to offer comprehensive vocational education and training to seafarers.Until March 2001, our College was under control of Ministry of Land, Infrastructure and Transport. From April 2001, the College was transferred to Independent Administrative Institution due to the reform of administration.The educational objectives of our College are to offer seafarers technical knowledge and skills and to carry out practical researches for technological development of mercantile marine.In order to carry out the objectives, our College has 4 courses:
1. Marine Technology Course
2. Maritime Officer Course
3. Training Course
4. Correspondence Course

Senior Navigation Training

Maritime Education advanced of Information Technology dilaksanakan di MTC Ashiya, Hyogo Prefectural, Japan.