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RENCANA PELAKSANAAN PEMBELAJARAN KONSTRUKSI DAN STABILITAS KAPAL
Program Diklat Bidang Keahlian Fungsi Mata Pelajaran Kode Mata Pelajaran
: Diklat Pelaut – IV (DP-IV) DAN – III (DP- III) Peningkatan : Nautika : F.3 Mengendalikan Pengoperasian Kapal dan Perawatan untuk Orang-Orang yang di kapal di Tingkat Manajemen dan Operasional. : Konstruksi dan Stabilitas Kapal (Ship Construction and Stability) : Silabus ini mencakup persyaratan Konvensi STCW 1978, sebagaimana telah diubah, bab II, bagian A-11/1. Elemen fungsional ini memberikan pengetahuan yang terperinci untuk mendukung hasil pelatihan yang terkait dengan Pengendalian Pengoperasian Kapal dan Perawatan untuk Orang-orang di Dewan di Tingkat Operasional.
Deskripsi Mata Pelajaran
: Bagian ini memberikan pengetahuan latar belakang untuk mendukung:
Standar Kompetensi Alokasi Waktu
Fungsi ini mencakup topik seperti stabilitas kapal, pengangkutan kargo di dek, lift berat, kontainer, kargo curah, biji-bijian, barang berbahaya, tanker minyak dan konvensi IMO. : Maintain the Seaworthiness of the Ship : UNTUK ANT III 64 Jam (T = 19 Jam ; P = 45 Jam), 20 X PERTEMUAN DAN UNTUK ANT.IV 43 JAM (T = 13 Jam ; P = 30 Jam), 20 X PERTEMUAN : Pertahankan Kelayakan lautan Kapal, untuk Stabilitas dan konstruksinya:
Standar Kompetensi / Tujuan pembelajaran umum
Mempertahankan kelayakan laut kapal
1. memahami pengetahuan dan penerapan tabel stabilitas, trim dan stres, diagram dan alat penghitung tegangan-stress, bending moment. 2.Memahami tindakan mendasar yang harus dilakukan jika terjadi kehilangan sebagian dari daya apung yang utuh. 3.Memahami dasar-dasar integritas kedap air. 4. Pengetahuan umum tentang bagian struktural utama sebuah kapal dan nama yang tepat 1
Kompetensi Dasar / tujuan pembelajaran khusus
Indikator Pencapaian Kompetensi
Tahapan ndahuluan Pembelajaran
Inti Pembelajaran
untuk berbagai bagiannya. : Konstruksi kapal dan Control trim kapal, stability and stess table, siswa dapat membaca draft dengan benar, membuat perhitungan trim dan stressing table yang berpengaruh pada konstruksi badan kapal khususnya bagian bagian yang rawan deformasi pada rangka rangka maupun kulit kapal / menerepkan kerja hukum archimedes cara kerja gaya gravity ship's dan gaya hydrostatic kulit kapal dan mengerti serta menguasai stablitas informasi beserta table table : Siswa di arahkan untuk, memahami, pengerti, bisa membuat hitungan stabilitas kapal dan secara umum, Mengerti seluk beluk konstruksi kapal serta termasuk konstruksi dasar berganda dan pengelasan badan Kapal, bentuk badan kapal termasuk paham dengan penamaan yang benar pada variasi bagian bagian Kerangka kapal.
Kegiatan Pembelajaran
Metode Pembelajaran Tatap muka dan
- Berdoa - Menyimak standar kompetensi dan interaksi tanya tujuan yang akan di capai dan pelajari pada pertemuan di setiap jawab pertemuan tatap muka Mengajarkan hal sebagai berikut: Displacement Buoyancy
Media
Waktu
Pembelajaran
Referensi Bahan ajar
15 menit
2
Fresh water allowance Statical stability Initial stability Angle of loll Curves of statical stability Movement of the centre of gravity List and its correction Effect of slack tanks Trim and draught calculations using trim tables. Actions to be taken in the event of partial loss of intact buoyancy Stress tables and stress calculating equipment (loadicator) Ship dimensions and form Ship stresses Hull structure Bow and stern regions Fittings Rudder and propellers Load lines and draught marks Penutup dan
Merangkum materi pelajaran
Evaluasi
Latihan soal
ANT.II I T. P. Tatap muka dan
LCD dan White
interaksi tanya
Board, in Focus
Texbook
jawab
Dan teaching ANT.IV aids T.36 P. 7
B. Praktek UNTUK ANT.III (45 jam) DAN UNTUK ANT.IV (30 JAM) (skenario praktek di Lab. Simolator Stabilitas dan Penanganan muatan)
3
Tanggal
Dibuat Oleh
Nama/Jabatan
Tanda Tangan
Capt.Zainal Abidin Achmad
Diperiksa Oleh Disetujui Oleh
RPP UNTUK ANT IV OPERATIONAL
4
Kompetensi Dasar (K3)
Materi Pokok
Alokasi Waktu (jam) (K6) T
Metode Pembelajaran (K5)
Indikator (K8)
Pengalaman Belajar (K7)
Ship stability 1. Working knowledge and application of stability, trim and stress tables, diagrams and stresscalculating equipment 2. Understanding of fundamental actions to be taken in the event of partial loss of intact buoyancy 3. Understanding of the fundamentals of watertight integrity Ship construction 1. General knowledge of the principal structural members of a ship and the proper names for the various parts
Sumber/ Bahan/ Alat (K9)
Metode Penilaian
P
3.2.1
1.1 Displacement
2
Ind.1
STABILITY, TRIM AND STRESS TABLES
- Explanation - Disscussion - Practice
1.2 Buoyancy
2
- Explanation - Disscussion - Practice
Ind.2
1.3 Fresh water allowance
3
- Explanation - Disscussion - Practice
Ind.3
1.4 Statical stability
3
- Explanation - Disscussion - Practice
Ind.4
1.5 Initial stability
3
- Explanation - Disscussion - Practice
Ind.5
1.6 Angle of loll
- Explanation - Disscussion - Practice
Ind.6
1.7 Curves of
- Explanation
Ind.7
Textbooks: T30 Teaching aids: A1, A38
1. Examination and assessment of evidence obtained from one or more of the following: a. approved in-service experience b. approved training ship experience c. approved simulator training, where appropriate d. approved laboratory equipment training 5
Kompetensi Dasar (K3)
Materi Pokok
Alokasi Waktu (jam) (K6) T
Metode Pembelajaran (K5)
Indikator (K8)
- Disscussion - Practice
1.8 Movement of the centre of gravity
2
- Explanation - Disscussion - Practice
Ind.8
1.9 List and its correction
2
- Explanation - Disscussion - Practice
Ind.9
- Explanation - Disscussion - Practice
Ind.10
- Explanation - Disscussion - Practice
Ind.11
- Explanation - Disscussion - Practice
Ind.12
1.10 Effect of slack tanks
1.12 Actions to be taken in the event of partial loss of
2
Sumber/ Bahan/ Alat (K9)
Metode Penilaian
P
statical stability
1.11 Trim and draught calculations using trim tables
Pengalaman Belajar (K7)
4
2. The stability conditions comply with the IMO intact stability criteria under all conditions of loading 3. Actions to ensure and maintain the watertight integrity of the ship are in accordance with accepted practice
6
Kompetensi Dasar (K3)
Materi Pokok
Alokasi Waktu (jam) (K6) T
Metode Pembelajaran (K5)
Indikator (K8)
Pengalaman Belajar (K7)
Sumber/ Bahan/ Alat (K9)
Metode Penilaian
P
intact buoyancy 1.13 Stress tables and stress calculating equipment (loadicator) 3.2.2 THE PRINCIPAL STRUCTURAL MEMBERS OF A SHIP
- Explanation - Disscussion - Practice
Ind.13
2.1 Ship dimensions and form
2
- Explanation - Disscussion - Practice
Ind.14
2.2 Ship stresses
2
- Explanation - Disscussion - Practice
Ind.15
2.3 Hull structure
2
- Explanation - Disscussion - Practice
Ind.16
2.4 Bow and stern regions
2
- Explanation - Disscussion - Practice
Ind.17
2
7
Kompetensi Dasar (K3)
Materi Pokok
Alokasi Waktu (jam) (K6) T
Metode Pembelajaran (K5)
Indikator (K8)
Sumber/ Bahan/ Alat (K9)
Metode Penilaian
P
2.5 Fittings
4
- Explanation - Disscussion - Practice
Ind.18
2.6 Rudder and propellers
2
- Explanation - Disscussion - Practice
Ind.19
2.7 Load lines and draught marks
2
- Explanation - Disscussion - Practice
Ind.20
36
Pengalaman Belajar (K7)
7
8
Ind.1
1. 2. 3. 4. 5. 6.
states that, for a ship to float, it must displace a mass of water equal to its own mass explains how, when the mass of a ship changes, the mass of water displaced changes by an equal amount , states that the displacement cf a vessel is its mass and it is measured in tonnes states that displacement is represented by the symbol A explains the relationship between the displacement and mean draught of a ship by using the graph or scale given a displacement/draught curve, finds: a. displacements for given mean draughts b. mean draughts for given displacements c. the change in mean draught when given masses are loaded or discharged d. the mass of cargo to be loaded or discharged to produce a required change of draught 7. defines ‘light displacement’ and ‘load displacement’ 8. defines ‘deadweight’ 9. uses a deadweight scale to find the deadweight and displacement of a ship at various draughts in seawater 10. defines ‘tonnes per centimetre immersion’ (TPC) 11. explains why TPC varies with different draughts 9
12. uses a deadweight scale to obtain TPC at given draughts 13. uses TPC obtained from a deadweight to find: a. the change of mean draught when given masses are loaded or discharged b. the mass of cargo to be loaded or discharged to produce a required change of draught 14. defines ‘block coefficient’ (Cb) 15. calculates Cb from given displacement and dimensions Ind.2
Ind.3
16. calculates displacement from given Cb and dimensions 1. explains what is meant by ‘buoyancy’ 2. states that the force of buoyancy is an upward force on a floating object created by the pressure of liquid on the object 3. states that the buoyancy force is equal to the displacement of a floating object 4. describes reserve buoyancy 5. explains the importance of reserve buoyancy 6. explains how freeboard is related to reserve buoyancy 7. explains the purpose of load lines 8. explains the requirements for maintaining watertight integrity 9. demonstrates an understanding of damage stability requirements for certain vessels 10. explains reasons for damage s+ability requirements 11. identifies damage stability requirements for Type A vessels, Type (B-60) and Type (B-100) vessels 12. identifies equilibrium condition after flooding for Type A, and all Type B vessels 13. identifies damage stability requirements for passenger vessels 1. explains why the draught of a ship decreases when it passes from fresh water to seawater and vice versa 2. states that when loading in fresh water before proceeding into seawater, a ship is allowed a deeper maximum draught 3. describes what is meant by the fresh water aiiowance (FWA) 4. given the FWA and TPC for fresh water, calculates the amount which can be loaded after reaching the summer load line when loading in fresh water before sailing into seawater 5. describes the uses of a hydrometer to find the density of dock water 6. describes the effect of changes of tide and rain on dock water density 7. explains how to obtain the correct dock water density 8. given the density of dock water and TPC for seawater, calculates the TPC for dock water 10
9. given the density of dock water and FWA, calculates the amount by which the appropriate load line may be submerged 10. given the present draught amidships and the density of dock water, calculates the amount to load to bring the ship to the appropriate load line in seawater
Ind.4
1. 2. 3. 4. 5. 6. 7. 8.
states that weight is the force of gravity on a mass and always acts vertically downwards states that the total weight of a ship and all its contents can be considered to act at a point called the centre of gravity (G) states that the centre of buoyancy (B) as being the centre of the underwater volume of the ship states that the force of buoyancy always acts vertically upwards explains that the total force of buoyancy can be considered as a single force acting through B states that when the shape of the underwater volume of a ship changes the position of B also changes states that the position of B will change when the draught changes and when heeling occurs labels a diagram of a midship cross-section of an upright ship to show the weight acting through G and the buoyancy force acting through B 9. states that the buoyancy force is equal to the weight of the ship 10. labels a diagram of a midship cross-section of a ship heeled to a small angle to show the weight acting through G and the buoyancy force acting through B 11. describes stability as the ability of the ship to return to an upright position after being heeled by an external force 12. states that the lever GZ as the horizontal distance between the vertical forces acting through B and G 13. states that the forces of weight and buoyancy form a couple 14. states that the magnitude of the couple is displacement x lever, x GZ 15. explains how variations in displacement and GZ affect the stability of the ship 16. on a diagram of a heeled ship, shows: a. the forces at B and G b. the lever GZ 17. states that the length of GZ will be different at different angles of heel 18. states that if the couple x GZ tends to turn the ship toward the upright, the ship is stable 19. states that for a stable ship: a. x GZ is called the righting moment b. GZ is called the righting lever
11
Ind.5
Ind.6
Ind.7
1. states that it is common practice to describe the stability of a ship by its reaction to heeling to small angles (up to approximately 10°) 2. defines the transverse metacentre (M) as the point of intersection of successive buoyancy force vectors as the angle of heel increases by a small angle 3. states that, for small angles of heel, M can be considered as a fixed point on the centreline on a diagram of a ship heeled to a small angle, indicates G, B, Z and M 4. shows on a given diagram of a stable ship that M must be above G and states that the metacentric height GM is taken as positive 5. shows that for small angles of heel, GZ = GM x sin 6. states that the value of GM is a useful guide to the stability of a ship 7. describes the effect on a ship’s behaviour of: a. a large GM (stiff ship) b. a small GM (tender ship) 8. uses hydrostatic curves to find the height of the metacentre above the keel (KM) at given draughts 9. states that KM is only dependent on the draught of a given ship 10. given the values of KG, uses the values of KM obtained from hydrostatic curves to find the metacentre heights, GM 11. states that, for a cargo ship, the recommended initial GM should not normally be less than 0.15m 1. shows that if G is raised above M, the couple formed by the weight and buoyancy force will turn the ship further from the upright 2. states that in this condition, GM is said to be negative and x GZ is called the upsetting moment or capsizing moment 3. explains how B may move sufficiently to reduce the capsizing moment to zero at some angle of heel 4. states that the angle at which the ship becomes stable is known as the angle of loll 5. states that the ship will roll about the angle of loll instead of the upright 6. states that an unstable ship may loll to either side 7. explains why the condition described in the above objective is potentially dangerous 1. states that for any one draught the lengths of GZ at various angles of heel can be drawn as a graph 2. states that the graph described in the above objective is called a curve of statical stability 3. states that different curves are obtained for different draughts with the same initial GM 4. identifies cross curves (KN curves and MS curves) a. derives the formula GZ = MS + GM sin b. derives the formula G Z = KN + KG sin 12
Ind.8
5. derives GZ curves for stable and initially unstable ships from KN curves 6. from a given curve of statical stability obtains: a. the maximum righting lever and the angle at which it occurs b. the angle of vanishing stability c. the range of stability 7. shows how lowering the position of G increases all values of the righting lever and vice versa 8. states that angles of heel beyond approximately 40°are not normally of practical interest because of the probability of water entering the ship at larger angles 1. states that the centre of gravity (G) of a ship can move only when masses are moved within, added to, or removed from the ship 2. states that: a. G moves directly towards the centre of gravity of added masses b. G moves directly aWay from the centre of gravity of removed masses c. G moves parallel to the path of movement of masses already on board 3. calculates the movement of G (GG1) from:
4. 5. 6. 7. 8. 9.
GG1 = mass added or removed x distance of mass from G new displacement of the ship GG1 = mass moved x distance mass is moved displacement of the ship performs calculations as in the above objective to find the vertical and horizontal shifts of the centre of gravity resulting from adding, removing or moving masses states that if a load is lifted by using a ship’s derrick or crane, the weight is immediately transferred to the point of suspension states that if the point of suspension is moved horizontally, the centre of gravity of the ship also moves horizontally states that if the point of suspension is raised or lowered, the centre of gravity of the ship is raised or lowered calculates, by using moments about the keel, the position of G after loading or discharging given masses at stated positions calculates the change in KG during a passage resulting from: a. consumption of fuel and stores b. absorption of water by a deck cargo c. accretion of ice on decks and superstructures given the masses and their positions 13
Ind.9
1. shows on a diagram the forces which cause a ship to list when G is to one side of the centreline 2. states that the listing moment is given by displacement x transverse distance of G from the centreline 3. shows on a diagram that the angle of list () is given by tan = GG1 where GG1 is the transverse shift of G from the centreline GM 4. states that in a listed condition the range of stability is reduced 5. given the displacement, KM and KG of a ship, calculates the angle of list resulting from loading or discharging a given mass at a stated position, or from moving a mass through a given transverse distance 6. explains, with reference to moments about the centreline, how the list may be removed 7. given the displacement, GM and the angle of list of a ship, calculates the mass to load or discharge at a given position to bring the ship upright 8. given the displacement, GM and angle of list of a ship, calculates the mass to move through a given transverse distance to bring the ship upright 9. given the draught, beam and rise of the floor, calculates the increase in draught resulting from a stated angle of list
Ind.1 0
1. states that if a tank is full of liquid, its effect on the position of the ship’s centre of gravity is the same as if the liquid were a solid of the same mass 2. explains by means of diagrams how the centre of gravity of the liquid in a partly filled tank moves during rolling 3. states that when the surface of a liquid is free to move, there is a virtual increase in KG, resulting in a corresponding decrease in GM 4. states that the increase in KG is affected mainly by the breadth of the free surface and is not dependent upon the mass of liquid in the tank 5. states that in tankers the tanks are often constructed with a longitudinal subdivision to reduce the breadth of free surface 1. states that “trim” is the difference between the draught aft and the draught forward 2. states that trim may be changed by moving masses already on board forward or aft, or by adding or removing masses at a position forward of or abaft the centre of flotation 3. states that ‘centre of flotation’ is the point about which the ship trims, and states that it is sometimes called the tipping centre 4. states that the centre of flotation is situated at the centre of area of the waterplane, which may be forward of or abaft amidships 5. demonstrates the uses of hydrostatic data to find the position of the centre of flotation for various draughts
Ind.1 1
14
Ind.1 2 Ind.1 3
6. states that a trimming moment as mass added or removed x its distance forward or aft of the centre of flotation; or, for masses already on board, as mass moved x the distance moved forward or aft 7. states that the moment to change trim by 1 cm (MCT 1 cm) as the moment about the centre of flotation necessary to change the trim of a ship by 1 cm 8. demonstrates the uses of hydrostatic curves or deadweight scale to find the MCT 1 cm for various draughts 9. given the value of MCT 1 cm, masses moved and the distances moved forward or aft, calculates the change in trim 10. given the value of MCT 1 cm, the position of the centre of flotation, masses added or removed and their distances forward of or abaft the centre of flotation, calculates the change of trim 11. given initial draughts and the position of the centre of flotation, extends the calculation in the above objective to find the new draughts. 12. given initial draughts and TPC, extends the calculation in the above objective to find the new draughts 13. given initial draughts and TPC, extends the calculation to find the new draughts 14. demonstrates the uses of a trimming table or trimming curves to determine changes in draughts resulting from loading, discharging or moving weights. 15. states that in cases where the change of mean draught is large, calculation of change of trim by taking moments about the centre of flotation or by means of trimming tables should not be used 16. calculates final draughts and trim for a planned loading by considering changes to a similar previous loading 1. states that flooding should be countered by prompt closing of watertight doors, valves and any other openings which could lead to flooding of other compartments 2. states that cross-flooding arrangements, where they exist, should be put into operation immediately to limit the resulting list 3. states that any action which could stop or reduce the inflow of water should be taken 1. states that each ship above a specified length is required to carry a loading manual, in which are set out acceptable loading patterns to keep shear forces and bending moments within acceptable limits 2. states that the classification society may also require a ship to carry an approved means of calculating shear forces and bending moment at stipulated stations 3. demonstrates the basic knowledge and use of a stress table 4. demonstrates the basic knowledge and use of a stress calculating equipment (loadicator) 5. states the information available from loadicator 6. states that the loading manual and instalment, where provided, should be used to ensure that shear forces and bending moments do not exceed the permissible limits in still water during cargo and ballast handling 15
Ind.1 4
7. describes the likelihood of overstressing the hull structure when loading certain bulk cargoes 1. illustrates the general arrangement of the following ship types: a. general cargo b. oil, chemical and gas tankers c. bulk carriers d. combination carriers e. container f. ro-ro g. passenger 2. sketches an elevation and plan views of various ship types such as a general cargo ship, crude oil carrier and bulker showing the arrangement and illustrate a general knowledge of the primary structural members and indicate the proper names for the various parts to include holds, engine-room, peak tanks, doublebottom tanks, hatchway, tween deck and position of bulkheads, cofferdams, pump-room, cargo tanks, slop tank and permanent ballast tanks: a. camber b. rise of floor c. tumblehome •d. flare e. sheer f. rake g. parallel middle body h. entrance i. run j. defines: k. forward perpendicular (FP) l. after perpendicular (AP) m. length between perpendiculars (LBP) n. length on the waterline (LWL) o. length overall (LOA) p. base line q. moulded depth, beam and draught 16
Ind.1 5
Ind.1 6
r. extreme depth, beam and draught 1. describes in qualitative terms shear force and bending moments 2. explains what is meant by ‘hogging’ and by ‘sagging’ and distinguishes between them 3. describes the loading conditions which give rise to hogging and sagging stresses 4. describes how hogging and sagging stresses are caused by the sea state 5. explains how hogging and sagging stresses result in tensile or compressive forces in the deck and bottom structure 6. describes water pressure loads on the ship’s hull 7. describes liquid pressure loading on the tank structures 8. calculates the pressure at any depth below the liquid surface, given the density of the liquid 9. describes qualitatively the stresses set up by liquid sloshing in a partly filled tank 10. describes racking stress and its causes 11. explains what is meant by ‘pounding ‘or ‘slamming’ and states which part of the ship is affected 12. explains what is meant by ‘panting’ and states which part of the ship is affected 13. describes stresses caused by localized loading 14. describes corrosion 15. describes the causes of corrosion on board 16. describes the various methods being used to minimize the effect of corrosion 1. identifies structural components on ships’ plans and drawings: a. frames, floors, transverse frames, deck beams, knees, brackets b. shell plating, decks, tank top, stringers c. bulkheads and stiffeners, pillars d. hatch girders and beams, coamings, bulwarks e. bow and stern framing, cant beams, breasthooks 2. describes the types of materials that are used in the construction of a ship 3. describes and illustrates standard steel sections: a. flat plate b. offset bulb plate c. equal angle d. unequal angle e. channel 17
Ind.1 7
Ind.1 8
f. tee 4. describes with aids of sketches the longitudinal, transverse and combined systems of framing on transverse sections of the ships 5. sketches the arrangement of frames, webs and transverse members for each system 6. illustrates double-bottom structure for longitudinal and transverse framing 7. illustrates hold drainage systems and related structure 8. illustrates a duct keel f 9. sketches the deck edge, showing attachment of sheer strake and stringer plate 10. sketches a radiused sheer strake and attached structure 11. describes the stress concentration in the deck round hatch openings 12. explains compensation for loss of strength at hatch openings 13. sketches a transverse section through a hatch coaming, showing the arrangement of coamings and deep webs 14. sketches a ,hatch comer in plain view, showing the structural arrangements 15. sketches deck-freeing arrangements, scuppers, freeing ports, open rails 16. illustrates the connection of superstructures to the hull at the ship’s side 17. sketches a plane bulkhead, showing connections to deck, sides and double bottom and the arrangement of stiffeners 18. sketches a corrugated bulkhead 19. explains why transverse bulkheads have vertical corrugations and for-and-aft bulkheads have horizontal ones 20. describes the purpose of bilge keels and how they are attached to the ship’s side 1. describes the provisions of additional structural strength to withstand pounding 2. describes and illustrates the structural arrangements forward to withstand panting 3. describes the function of the stern frame 4. describes and sketches a stern frame for a single-screw ship 5. describes and illustrates the construction of a transom stern, showing the connections to the stern frame 1. describes and sketches an arrangement of modern weather-deck mechanical steel hatches 2. describes how watertightness is achieved at the coamings and cross joints 3. describes the cleating arrangements for the hatch covers 4. describes the arrangement of portable beams, wooden hatch covers and tarpaulins 5. sketches an oiltight hatchcover 6. describes roller, multi-angle, pedestal and Panama fairleads 7. sketches mooring bitts, showing their attachment to the deck 18
Ind.1 9
8. sketches typical forecastle mooring and anchoring arrangements, showing the leads of moorings 9. describes the construction and attachment to the deck of tension winches and explains how they are used 10. describes the anchor handling arrangements from hawse pipe to spurling pipe 11. describes the construction of chain lockers and how the bitter-ends are secured in the lockers 12. explains how to secure anchors and make spurling pipes watertight in preparation for a sea passage 13. describes the construction and use of a cable stopper 14. describes the construction of masts and Sampson posts and how they are supported at the base 15. describes the construction of derricks and deck cranes 16. describes the bilge piping system of a cargo ship 17. states that each section is fitted with a screw-down non-return suction valve 18. describes and sketches a bilge strum box 19. describes a ballast system in a cargo ship 20. describes the arrangement of a fire main and states what pumps may be used to pressurize it 21. describes the provision of sounding pipes and sketches a sounding pipe arrangement 22. describes the fitting of air pipes to ballast tanks or fuel oil tanks 23. describes the arrangement of fittings and lashings for the carriage of containers on deck 1. describes the action of the rudder in steering a ship 2. reproduces drawings of modern rudders: semi balanced, balanced and spade 3. explains the purpose of the rudder carrier and pintles 4. explains how the weight of the rudder is supported by the rudder carrier 5. describes the rudder trunk 6. describes the arrangement of a watertight gland round the rudder stock 7. explains the principle of screw propulsion 8. describes a propeller and defines, with respect to: a. boss b. rake c. skew d. face e. back f. tip 19
Ind.2 0
g. radius h. pitch 9. compares fixed-pitch with controllable-pitch propellers 10. sketches the arrangement of an oil-lubricated sterntube and tailshaft 11. describes how the propeller is attached to the tailshaft 12. sketches a cross-section of a shaft tunnel for water cooled and oil cooled type 13. explains why the shaft tunnel must be of watertight construction and how water is prevented from entering the engine-room if the tunnel becomes flooded 1. explains where the deck line is marked 2. defines ‘freeboard’ 3. explains what is meant by ‘assigned summer freeboard’ 4. draws to scale the load line mark and the load lines for a ship of a given summer moulded draught, displacement and tonnes per centimetre immersion in salt water t 5. explains how the chart of zones, areas and seasonal periods is used to find the applicable load line 6. demonstrates how to read draughts 7. explains that the freeboard, measured from the upper edge of the deck line to the water on each side, is used to check that the ship is within its permitted limits of loading 8. lists the items in the conditions of assignment of freeboard 9. describes why the height of sill area varies between different type of vessels based on Load Line Rules
20
RPP UNTUK ANT III OPERATIONAL
Kompetensi Dasar (K3)
Materi Pokok
Alokasi Waktu (jam) (K6) T
3.2.1 STABILITY,
1.1 Displacement
1
Metode Pembelajaran (K5)
Indikator (K8)
Pengalaman Belajar (K7)
Ind.1
Ship stability 4. Working knowledge and application of stability,
Sumber/ Bahan/ Alat (K9)
Metode Penilaian
P - Explanation - Disscussion - Practice
Textbooks: T30
4. Examination and assessment of 21
Kompetensi Dasar (K3)
TRIM AND STRESS TABLES
Materi Pokok
Alokasi Waktu (jam) (K6)
Metode Pembelajaran (K5)
Indikator (K8)
T
P
1.2 Buoyancy
1
2
- Explanation - Disscussion - Practice
Ind.2
1.3 Fresh water allowance
1
3
- Explanation - Disscussion - Practice
Ind.3
1.4 Statical stability
1
4
- Explanation - Disscussion - Practice
Ind.4
1.5 Initial stability
1
4
- Explanation - Disscussion - Practice
Ind.5
1.6 Angle of loll
1
4
- Explanation - Disscussion - Practice
Ind.6
1.7 Curves of statical stability
1
4
- Explanation - Disscussion - Practice
Ind.7
1.8 Movement of
2
4
- Explanation
Ind.8
Pengalaman Belajar (K7)
Sumber/ Bahan/ Alat (K9)
trim and stress tables, Teaching diagrams and stressaids: calculating equipment A1, A38 5. Understanding of fundamental actions to be taken in the event of partial loss of intact buoyancy 6. Understanding of the fundamentals of watertight integrity Ship construction 2. General knowledge of the principal structural members of a ship and the proper names for the various parts
Metode Penilaian
evidence obtained from one or more of the following: e. approved in-service experience f. approved training ship experience g. approved simulator training, where appropriate h. approved laboratory equipment training 5. The stability conditions comply with 22
Kompetensi Dasar (K3)
Materi Pokok
Alokasi Waktu (jam) (K6) T
Metode Pembelajaran (K5)
Indikator (K8)
Pengalaman Belajar (K7)
Sumber/ Bahan/ Alat (K9)
Metode Penilaian
P - Disscussion - Practice
the centre of gravity 1.9 List and its correction
3
6
- Explanation - Disscussion - Practice
Ind.9
1.10 Effect of slack tanks
2
4
- Explanation - Disscussion - Practice
Ind.10
1.11 Trim and draught calculations using trim tables
2
4
- Explanation - Disscussion - Practice
Ind.11
1.12 Actions to be taken in the event of partial loss of intact buoyancy
2
- Explanation - Disscussion - Practice
Ind.12
1.13 Stress tables
2
- Explanation
Ind.13
4
the IMO intact stability criteria under all conditions of loading 6. Actions to ensure and maintain the watertight integrity of the ship are in accordance with accepted practice
23
Kompetensi Dasar (K3)
Materi Pokok
Alokasi Waktu (jam) (K6) T
THE PRINCIPAL STRUCTURAL MEMBERS OF A SHIP
Indikator (K8)
Pengalaman Belajar (K7)
Sumber/ Bahan/ Alat (K9)
Metode Penilaian
P - Disscussion - Practice
and stress calculating equipment (loadicator) 3.2.2
Metode Pembelajaran (K5)
- Explanation - Disscussion - Practice
Ind.14
2
- Explanation - Disscussion - Practice
Ind.15
1
3
- Explanation - Disscussion - Practice
Ind.16
2.4 Bow and stern regions
2
2
- Explanation - Disscussion - Practice
Ind.17
2.5 Fittings
2
3
- Explanation - Disscussion - Practice
Ind.18
2.6 Rudder and
2
2
- Explanation
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2.1 Ship dimensions and form
2
2.2 Ship stresses
1
2.3 Hull structure
24
Kompetensi Dasar (K3)
Materi Pokok
Alokasi Waktu (jam) (K6) T
Ind.1
Indikator (K8)
Pengalaman Belajar (K7)
Sumber/ Bahan/ Alat (K9)
Metode Penilaian
P - Disscussion - Practice
propellers 2.7 Load lines and draught marks
Metode Pembelajaran (K5)
2
2
45
19
- Explanation - Disscussion - Practice
Ind.20
17. states that, for a ship to float, it must displace a mass of water equal to its own mass 18. explains how, when the mass of a ship changes, the mass of water displaced changes by an equal amount , 19. states that the displacement cf a vessel is its mass and it is measured in tonnes 20. states that displacement is represented by the symbol A 21. explains the relationship between the displacement and mean draught of a ship by using the graph or scale 22. given a displacement/draught curve, finds: e. displacements for given mean draughts f. mean draughts for given displacements g. the change in mean draught when given masses are loaded or discharged h. the mass of cargo to be loaded or discharged to produce a required change of draught 23. defines ‘light displacement’ and ‘load displacement’ 24. defines ‘deadweight’ 25
25. uses a deadweight scale to find the deadweight and displacement of a ship at various draughts in seawater 26. defines ‘tonnes per centimetre immersion’ (TPC) 27. explains why TPC varies with different draughts 28. uses a deadweight scale to obtain TPC at given draughts 29. uses TPC obtained from a deadweight to find: c. the change of mean draught when given masses are loaded or discharged d. the mass of cargo to be loaded or discharged to produce a required change of draught 30. defines ‘block coefficient’ (Cb) 31. calculates Cb from given displacement and dimensions Ind.2
Ind.3
32. calculates displacement from given Cb and dimensions 14. explains what is meant by ‘buoyancy’ 15. states that the force of buoyancy is an upward force on a floating object created by the pressure of liquid on the object 16. states that the buoyancy force is equal to the displacement of a floating object 17. describes reserve buoyancy 18. explains the importance of reserve buoyancy 19. explains how freeboard is related to reserve buoyancy 20. explains the purpose of load lines 21. explains the requirements for maintaining watertight integrity 22. demonstrates an understanding of damage stability requirements for certain vessels 23. explains reasons for damage s+ability requirements 24. identifies damage stability requirements for Type A vessels, Type (B-60) and Type (B-100) vessels 25. identifies equilibrium condition after flooding for Type A, and all Type B vessels 26. identifies damage stability requirements for passenger vessels 11. explains why the draught of a ship decreases when it passes from fresh water to seawater and vice versa 12. states that when loading in fresh water before proceeding into seawater, a ship is allowed a deeper maximum draught 13. describes what is meant by the fresh water aiiowance (FWA) 14. given the FWA and TPC for fresh water, calculates the amount which can be loaded after reaching the summer load line when loading in fresh water before sailing into seawater 15. describes the uses of a hydrometer to find the density of dock water 26
Ind.4
16. describes the effect of changes of tide and rain on dock water density 17. explains how to obtain the correct dock water density 18. given the density of dock water and TPC for seawater, calculates the TPC for dock water 19. given the density of dock water and FWA, calculates the amount by which the appropriate load line may be submerged 20. given the present draught amidships and the density of dock water, calculates the amount to load to bring the ship to the appropriate load line in seawater 20. states that weight is the force of gravity on a mass and always acts vertically downwards 21. states that the total weight of a ship and all its contents can be considered to act at a point called the centre of gravity (G) 22. states that the centre of buoyancy (B) as being the centre of the underwater volume of the ship 23. states that the force of buoyancy always acts vertically upwards 24. explains that the total force of buoyancy can be considered as a single force acting through B 25. states that when the shape of the underwater volume of a ship changes the position of B also changes 26. states that the position of B will change when the draught changes and when heeling occurs 27. labels a diagram of a midship cross-section of an upright ship to show the weight acting through G and the buoyancy force acting through B 28. states that the buoyancy force is equal to the weight of the ship 29. labels a diagram of a midship cross-section of a ship heeled to a small angle to show the weight acting through G and the buoyancy force acting through B 30. describes stability as the ability of the ship to return to an upright position after being heeled by an external force 31. states that the lever GZ as the horizontal distance between the vertical forces acting through B and G 32. states that the forces of weight and buoyancy form a couple 33. states that the magnitude of the couple is displacement x lever, x GZ 34. explains how variations in displacement and GZ affect the stability of the ship 35. on a diagram of a heeled ship, shows: c. the forces at B and G d. the lever GZ 36. states that the length of GZ will be different at different angles of heel 37. states that if the couple x GZ tends to turn the ship toward the upright, the ship is stable 38. states that for a stable ship: c. x GZ is called the righting moment 27
Ind.5
Ind.6
Ind.7
d. GZ is called the righting lever 12. states that it is common practice to describe the stability of a ship by its reaction to heeling to small angles (up to approximately 10°) 13. defines the transverse metacentre (M) as the point of intersection of successive buoyancy force vectors as the angle of heel increases by a small angle 14. states that, for small angles of heel, M can be considered as a fixed point on the centreline on a diagram of a ship heeled to a small angle, indicates G, B, Z and M 15. shows on a given diagram of a stable ship that M must be above G and states that the metacentric height GM is taken as positive 16. shows that for small angles of heel, GZ = GM x sin 17. states that the value of GM is a useful guide to the stability of a ship 18. describes the effect on a ship’s behaviour of: c. a large GM (stiff ship) d. a small GM (tender ship) 19. uses hydrostatic curves to find the height of the metacentre above the keel (KM) at given draughts 20. states that KM is only dependent on the draught of a given ship 21. given the values of KG, uses the values of KM obtained from hydrostatic curves to find the metacentre heights, GM 22. states that, for a cargo ship, the recommended initial GM should not normally be less than 0.15m 8. shows that if G is raised above M, the couple formed by the weight and buoyancy force will turn the ship further from the upright 9. states that in this condition, GM is said to be negative and x GZ is called the upsetting moment or capsizing moment 10. explains how B may move sufficiently to reduce the capsizing moment to zero at some angle of heel 11. states that the angle at which the ship becomes stable is known as the angle of loll 12. states that the ship will roll about the angle of loll instead of the upright 13. states that an unstable ship may loll to either side 14. explains why the condition described in the above objective is potentially dangerous 9. states that for any one draught the lengths of GZ at various angles of heel can be drawn as a graph 10. states that the graph described in the above objective is called a curve of statical stability 11. states that different curves are obtained for different draughts with the same initial GM 12. identifies cross curves (KN curves and MS curves) c. derives the formula GZ = MS + GM sin d. derives the formula G Z = KN + KG sin 28
Ind.8
Ind.9
13. derives GZ curves for stable and initially unstable ships from KN curves 14. from a given curve of statical stability obtains: d. the maximum righting lever and the angle at which it occurs e. the angle of vanishing stability f. the range of stability 15. shows how lowering the position of G increases all values of the righting lever and vice versa 16. states that angles of heel beyond approximately 40°are not normally of practical interest because of the probability of water entering the ship at larger angles 10. states that the centre of gravity (G) of a ship can move only when masses are moved within, added to, or removed from the ship 11. states that: d. G moves directly towards the centre of gravity of added masses e. G moves directly aWay from the centre of gravity of removed masses f. G moves parallel to the path of movement of masses already on board 12. calculates the movement of G (GG1) from: GG1 = mass added or removed x distance of mass from G new displacement of the ship GG1 = mass moved x distance mass is moved displacement of the ship 13. performs calculations as in the above objective to find the vertical and horizontal shifts of the centre of gravity resulting from adding, removing or moving masses 14. states that if a load is lifted by using a ship’s derrick or crane, the weight is immediately transferred to the point of suspension 15. states that if the point of suspension is moved horizontally, the centre of gravity of the ship also moves horizontally 16. states that if the point of suspension is raised or lowered, the centre of gravity of the ship is raised or lowered 17. calculates, by using moments about the keel, the position of G after loading or discharging given masses at stated positions 18. calculates the change in KG during a passage resulting from: d. consumption of fuel and stores e. absorption of water by a deck cargo f. accretion of ice on decks and superstructures given the masses and their positions 10. shows on a diagram the forces which cause a ship to list when G is to one side of the centreline 11. states that the listing moment is given by displacement x transverse distance of G from the centreline 29
Ind.1 0
Ind.1 1
12. shows on a diagram that the angle of list () is given by tan = GG1 where GG1 is the transverse shift of G from the centreline GM 13. states that in a listed condition the range of stability is reduced 14. given the displacement, KM and KG of a ship, calculates the angle of list resulting from loading or discharging a given mass at a stated position, or from moving a mass through a given transverse distance 15. explains, with reference to moments about the centreline, how the list may be removed 16. given the displacement, GM and the angle of list of a ship, calculates the mass to load or discharge at a given position to bring the ship upright 17. given the displacement, GM and angle of list of a ship, calculates the mass to move through a given transverse distance to bring the ship upright 18. given the draught, beam and rise of the floor, calculates the increase in draught resulting from a stated angle of list 6. states that if a tank is full of liquid, its effect on the position of the ship’s centre of gravity is the same as if the liquid were a solid of the same mass 7. explains by means of diagrams how the centre of gravity of the liquid in a partly filled tank moves during rolling 8. states that when the surface of a liquid is free to move, there is a virtual increase in KG, resulting in a corresponding decrease in GM 9. states that the increase in KG is affected mainly by the breadth of the free surface and is not dependent upon the mass of liquid in the tank 10. states that in tankers the tanks are often constructed with a longitudinal subdivision to reduce the breadth of free surface 17. states that “trim” is the difference between the draught aft and the draught forward 18. states that trim may be changed by moving masses already on board forward or aft, or by adding or removing masses at a position forward of or abaft the centre of flotation 19. states that ‘centre of flotation’ is the point about which the ship trims, and states that it is sometimes called the tipping centre 20. states that the centre of flotation is situated at the centre of area of the waterplane, which may be forward of or abaft amidships 21. demonstrates the uses of hydrostatic data to find the position of the centre of flotation for various draughts 22. states that a trimming moment as mass added or removed x its distance forward or aft of the centre of flotation; or, for masses already on board, as mass moved x the distance moved forward or aft 23. states that the moment to change trim by 1 cm (MCT 1 cm) as the moment about the centre of flotation necessary to change the trim of a ship by 1 cm 30
Ind.1 2
Ind.1 3
Ind.1 4
24. demonstrates the uses of hydrostatic curves or deadweight scale to find the MCT 1 cm for various draughts 25. given the value of MCT 1 cm, masses moved and the distances moved forward or aft, calculates the change in trim 26. given the value of MCT 1 cm, the position of the centre of flotation, masses added or removed and their distances forward of or abaft the centre of flotation, calculates the change of trim 27. given initial draughts and the position of the centre of flotation, extends the calculation in the above objective to find the new draughts 28. given initial draughts and TPC, extends the calculation in the above objective to find the new draughts 29. given initial draughts and TPC, extends the calculation to find the new draughts 30. demonstrates the uses of a trimming table or trimming curves to determine changes in draughts resulting from loading, discharging or moving weights 31. states that in cases where the change of mean draught is large, calculation of change of trim by taking moments about the centre of flotation or by means of trimming tables should not be used 32. calculates final draughts and trim for a planned loading by considering changes to a similar previous loading 4. states that flooding should be countered by prompt closing of watertight doors, valves and any other openings which could lead to flooding of other compartments 5. states that cross-flooding arrangements, where they exist, should be put into operation immediately to limit the resulting list 6. states that any action which could stop or reduce the inflow of water should be taken 8. states that each ship above a specified length is required to carry a loading manual, in which are set out acceptable loading patterns to keep shear forces and bending moments within acceptable limits 9. states that the classification society may also require a ship to carry an approved means of calculating shear forces and bending moment at stipulated stations 10. demonstrates the basic knowledge and use of a stress table 11. demonstrates the basic knowledge and use of a stress calculating equipment (loadicator) 12. states the information available from loadicator 13. states that the loading manual and instalment, where provided, should be used to ensure that shear forces and bending moments do not exceed the permissible limits in still water during cargo and ballast handling 14. describes the likelihood of overstressing the hull structure when loading certain bulk cargoes 3. illustrates the general arrangement of the following ship types: h. general cargo i. oil, chemical and gas tankers 31
Ind.1 5
j. bulk carriers k. combination carriers l. container m. ro-ro n. passenger 4. sketches an elevation and plan views of various ship types such as a general cargo ship, crude oil carrier and bulker showing the arrangement and illustrate a general knowledge of the primary structural members and indicate the proper names for the various parts to include holds, engine-room, peak tanks, doublebottom tanks, hatchway, tween deck and position of bulkheads, cofferdams, pump-room, cargo tanks, slop tank and permanent ballast tanks: s. camber t. rise of floor u. tumblehome v. flare w. sheer x. rake y. parallel middle body z. entrance aa. run bb. defines: cc. forward perpendicular (FP) dd. after perpendicular (AP) ee. length between perpendiculars (LBP) ff. length on the waterline (LWL) gg. length overall (LOA) hh. base line ii. moulded depth, beam and draught jj. extreme depth, beam and draught 17. describes in qualitative terms shear force and bending moments 18. explains what is meant by ‘hogging’ and by ‘sagging’ and distinguishes between them 19. describes the loading conditions which give rise to hogging and sagging stresses 32
Ind.1 6
20. describes how hogging and sagging stresses are caused by the sea state 21. explains how hogging and sagging stresses result in tensile or compressive forces in the deck and bottom structure 22. describes water pressure loads on the ship’s hull 23. describes liquid pressure loading on the tank structures 24. calculates the pressure at any depth below the liquid surface, given the density of the liquid 25. describes qualitatively the stresses set up by liquid sloshing in a partly filled tank 26. describes racking stress and its causes 27. explains what is meant by ‘pounding ‘or ‘slamming’ and states which part of the ship is affected 28. explains what is meant by ‘panting’ and states which part of the ship is affected 29. describes stresses caused by localized loading 30. describes corrosion 31. describes the causes of corrosion on board 32. describes the various methods being used to minimize the effect of corrosion 21. identifies structural components on ships’ plans and drawings: f. frames, floors, transverse frames, deck beams, knees, brackets g. shell plating, decks, tank top, stringers h. bulkheads and stiffeners, pillars i. hatch girders and beams, coamings, bulwarks j. bow and stern framing, cant beams, breasthooks 22. describes the types of materials that are used in the construction of a ship 23. describes and illustrates standard steel sections: g. flat plate h. offset bulb plate i. equal angle j. unequal angle k. channel l. tee 24. describes with aids of sketches the longitudinal, transverse and combined systems of framing on transverse sections of the ships 25. sketches the arrangement of frames, webs and transverse members for each system 26. illustrates double-bottom structure for longitudinal and transverse framing 33
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27. illustrates hold drainage systems and related structure 28. illustrates a duct keel f 29. sketches the deck edge, showing attachment of sheer strake and stringer plate 30. sketches a radiused sheer strake and attached structure 31. describes the stress concentration in the deck round hatch openings 32. explains compensation for loss of strength at hatch openings 33. sketches a transverse section through a hatch coaming, showing the arrangement of coamings and deep webs 34. sketches a ,hatch comer in plain view, showing the structural arrangements 35. sketches deck-freeing arrangements, scuppers, freeing ports, open rails 36. illustrates the connection of superstructures to the hull at the ship’s side 37. sketches a plane bulkhead, showing connections to deck, sides and double bottom and the arrangement of stiffeners 38. sketches a corrugated bulkhead 39. explains why transverse bulkheads have vertical corrugations and for-and-aft bulkheads have horizontal ones 40. describes the purpose of bilge keels and how they are attached to the ship’s side 6. describes the provisions of additional structural strength to withstand pounding 7. describes and illustrates the structural arrangements forward to withstand panting 8. describes the function of the stern frame 9. describes and sketches a stern frame for a single-screw ship 10. describes and illustrates the construction of a transom stern, showing the connections to the stern frame 24. describes and sketches an arrangement of modern weather-deck mechanical steel hatches 25. describes how watertightness is achieved at the coamings and cross joints 26. describes the cleating arrangements for the hatch covers 27. describes the arrangement of portable beams, wooden hatch covers and tarpaulins 28. sketches an oiltight hatchcover 29. describes roller, multi-angle, pedestal and Panama fairleads 30. sketches mooring bitts, showing their attachment to the deck 31. sketches typical forecastle mooring and anchoring arrangements, showing the leads of moorings 32. describes the construction and attachment to the deck of tension winches and explains how they are used 33. describes the anchor handling arrangements from hawse pipe to spurling pipe 34. describes the construction of chain lockers and how the bitter-ends are secured in the lockers 34
Ind.1 9
35. explains how to secure anchors and make spurling pipes watertight in preparation for a sea passage 36. describes the construction and use of a cable stopper 37. describes the construction of masts and Sampson posts and how they are supported at the base 38. describes the construction of derricks and deck cranes 39. describes the bilge piping system of a cargo ship 40. states that each section is fitted with a screw-down non-return suction valve 41. describes and sketches a bilge strum box 42. describes a ballast system in a cargo ship 43. describes the arrangement of a fire main and states what pumps may be used to pressurize it 44. describes the provision of sounding pipes and sketches a sounding pipe arrangement 45. describes the fitting of air pipes to ballast tanks or fuel oil tanks 46. describes the arrangement of fittings and lashings for the carriage of containers on deck 14. describes the action of the rudder in steering a ship 15. reproduces drawings of modern rudders: semi balanced, balanced and spade 16. explains the purpose of the rudder carrier and pintles 17. explains how the weight of the rudder is supported by the rudder carrier 18. describes the rudder trunk 19. describes the arrangement of a watertight gland round the rudder stock 20. explains the principle of screw propulsion 21. describes a propeller and defines, with respect to: i. boss j. rake k. skew l. face m. back n. tip o. radius p. pitch 22. compares fixed-pitch with controllable-pitch propellers 23. sketches the arrangement of an oil-lubricated sterntube and tailshaft 35
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24. describes how the propeller is attached to the tailshaft 25. sketches a cross-section of a shaft tunnel for water cooled and oil cooled type 26. explains why the shaft tunnel must be of watertight construction and how water is prevented from entering the engine-room if the tunnel becomes flooded 10. explains where the deck line is marked 11. defines ‘freeboard’ 12. explains what is meant by ‘assigned summer freeboard’ 13. draws to scale the load line mark and the load lines for a ship of a given summer moulded draught, displacement and tonnes per centimetre immersion in salt water t 14. explains how the chart of zones, areas and seasonal periods is used to find the applicable load line 15. demonstrates how to read draughts 16. explains that the freeboard, measured from the upper edge of the deck line to the water on each side, is used to check that the ship is within its permitted limits of loading 17. lists the items in the conditions of assignment of freeboard 18. describes why the height of sill area varies between different type of vessels based on Load Line Rules
36
