Dinamika Bahari: Journal of Maritime Dynamic
Dinamika Bahari merupakan jurnal berkala bidang nautika, teknika dan tata laksana angkutan laut dan kepelabuhanan yang dimiliki Politeknik Ilmu Pelayaran (PIP) Semarang yang terbit 2 kali setahun, yaitu pada bulan Mei dan Oktober. Dinamika Bahari memuat hasil penelitian, ide, dan gagasan dosen, pengajar, taruna, peneliti serta akademisi di bidang transportasi laut. Dinamika Bahari terbuka bagi masyarakat umum yang ingin mempelajari hasil-hasil penelitian para dosen atau penulis lainnya. Masyarakat juga bisa bergabung menjadi penulis (sebagai akademisi), atau menjadi reviewers sesuai dengan bidang keilmuan masing-masing yang dibutuhkan oleh jurnal ini.
Articles
158 Documents
<![CDATA[Motivasi Kunjungan Konseling Taruna ke Unit Psikologi (Studi Kasus di Politeknik Ilmu Pelayaran Semarang) ]]>
<![CDATA[Purwantono Purwantono]]>;
<![CDATA[Eka Susanti]]>
<![CDATA[ Dinamika Bahari Vol 3 No 2 (2022): Edisi Oktober 2022 ]]>
Publisher : <![CDATA[Politeknik Ilmu Pelayaran Semarang ]]>
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DOI: 10.46484/db.v3i2.320
<![CDATA[Shipping cadets are intellectuals who enter a period of development as early adults so that the problems they face are quite a lot, such as study problems, future problems, conflicts with family and fellow cadets, therefore the psychology unit is a unit that is very much needed for its existence. The purpose of this study was to analyze the dominant factors that support cadets visiting the psychology unit and the extent to which these factors affect the cadets' visits to the psychology unit. The research method used is quantitative with the research instrument in the form of a questionnaire. The independent variables consist of: (X1) infrastructure facilities with indicators of physical evidence (tangibles); (X2) human resources with indicators of reliability (reliability), responsiveness (responsiveness), assurance (assurance) and attention (empathy); (X3) services with indicators of consultation, film screenings, discussions, book collections, and (Y) as the dependent variable, namely the interest of student visits. The sample used was 60 people from a population of 600 cadets taken by stratified random sampling. The analysis used in this study are: validity, reliability, product moment correlation and chi square. The results of this study indicate that there is a strong relationship between the quality of infrastructure and service quality on the interest of cadets visiting the psychology unit.]]>
<![CDATA[Continuous Professional Development (CPD) Model Development for Vocational Lecturers ]]>
<![CDATA[Antoni Arif Priadi]]>;
<![CDATA[Retno Sawitri Wulandari]]>;
<![CDATA[Suhartini Suhartini]]>
<![CDATA[ Dinamika Bahari Vol 4 No 1 (2023): May 2023 Edition ]]>
Publisher : <![CDATA[Politeknik Ilmu Pelayaran Semarang ]]>
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DOI: 10.46484/db.v4i1.344
<![CDATA[Lecturers are professional educators and scientists with the main tasks of transforming, and disseminating science, technology and art through education, research and community service. Education in this century is a big challenge. The dominance of knowledge in education and learning must be able to be wise in using machines for benefit. To create quality lecturers, lecturer professional development is needed to improve their abilities. This study aims to develop a comprehensive and structured Continuous Professional Development (CPD) model to achieve standardized educational goals for vocational lecturers in the nautical study program at the Sekolah Tinggi Ilmu Pelayaran (STIP). Qualitative research with a population of 37 lecturers and a sample of 24 lecturers. The sample technique was purposive sampling. Data analysis techniques using descriptive statistics. The results showed that the value of a continuous professional competency development model required 47% of lecturers' perceptions, 47% of required perceptions of heads of research and community service departments, 61% of needed perceptions of heads of study programs, 61% of needed perceptions of leadership elements (chairman/deputy chairperson) 59%, the perception of the head of the quality assurance unit/headquarters is urgently needed 66% and the perception of the head of the lecturer group is needed 77% apprenticeship on ships.]]>
<![CDATA[Optimization of Reliquefaction System on Gas Carrier to Maintain The Condition and Temperature of Cargo Tank ]]>
<![CDATA[Fitri Suprapti]]>;
<![CDATA[Susanto Susanto]]>;
<![CDATA[Deri Hendrawan]]>;
<![CDATA[Retno Anggoro]]>
<![CDATA[ Dinamika Bahari Vol 4 No 1 (2023): May 2023 Edition ]]>
Publisher : <![CDATA[Politeknik Ilmu Pelayaran Semarang ]]>
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DOI: 10.46484/db.v4i1.351
<![CDATA[Transport of liquefied hydrocarbon gases and their derivatives (methane, ethane, propane, butane, ethylene, propylene and other liquefied gases) is done using gas carrier tankers. Large gas carriers are equipped with re-liquefaction system to handle cargo during the process of loading, voyaging, and unloading. A reliquefaction system is installed on gas carriers to handle the Boil off-gas (BOG) problem. Operation constraints Reliquefaction system operating the reliquefaction system include the compound characteristics, liquefaction unit operating conditions, and system performance. These issues also hinder the BOG liquefaction process. This research sought to investigate the whole operation process of the system. This case study was conducted by observing the objects directly on the MT. Chinagas Legend vessel whose main cargoes are LPG. In case studies, research is carried out by studying the phenomenon of case problems that occur directly on the object. The identified problems and its resolutions could add valueable information to science. The research results revealed that MT. Chinagas Legend had a reliquefaction system with 2-stage or 3-stage options. The former type was used for butane (C4H10) cargoes and the latter was used for propane (C3H8) cargoes. The common problem in the process of reliquefaction systems was the presence of contaminants carried with seawater and clogging the filters. A leak in the intake or discharge valve slowed down the reliquefaction process and rendered it ineffective. The problems can be overcome through periodic routine inspections on components that are directly in contact with sea water, such as sea water filters.]]>
<![CDATA[Analysis of Floating Mooring Buoy as Platforms at Sea ]]>
<![CDATA[Aco Wahyudi Efendi]]>
<![CDATA[ Dinamika Bahari Vol 4 No 1 (2023): May 2023 Edition ]]>
Publisher : <![CDATA[Politeknik Ilmu Pelayaran Semarang ]]>
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DOI: 10.46484/db.v4i1.361
<![CDATA[Analysis of the buoyancy of this platform for use in mid-ocean land survey operations where this platform is loaded with the weight of the tools and workers on the platform. The purpose of this research is to describe the buoyancy of the mooring buoys. The research was conducted by calculating the capacity and weight of each material used and the buoyancy of the buoy to be used as a platform for land surveys in mid-ocean, the ability of seawater to shift the size of the pontoon to be used as a platform and calculate the load on the pontoon itself to obtain the buoyancy value of the pontoon. The ability of the strapping between the pontoon and the anchor was calculated to anticipate unstable pontoon motion and must have a stress capability that exceeds the stress experienced when the pontoon is hit by a wave. The tension in the chain is greatest force is assumed, namely the force of the ballast. When the earthworks pontoon capacity is used as mooring buoy by estimating the total weight of the earthworks pontoon capacity, it is still in a semi-floating condition, although under certain conditions it will drop to as much as 95% of the estimated buoyancy pressure capacity of the mourning buoy.]]>
<![CDATA[Analysis of Determination of Sea Toll Routes in Eastern Indonesia (KTI) Using Dynamic Programming ]]>
<![CDATA[Regita Ernawati]]>;
<![CDATA[Surachman Surjaatmadja]]>;
<![CDATA[Pujo Widodo]]>;
<![CDATA[Herlina Jr. Saragih]]>;
<![CDATA[Panji Suwarno]]>;
<![CDATA[Marsetio Marsetio]]>;
<![CDATA[Surya Wiranto]]>
<![CDATA[ Dinamika Bahari Vol 4 No 1 (2023): May 2023 Edition ]]>
Publisher : <![CDATA[Politeknik Ilmu Pelayaran Semarang ]]>
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DOI: 10.46484/db.v4i1.364
<![CDATA[The sea highway program is part of the fourth pillar, namely the pillars of the maritime economy, infrastructure and increasing welfare, one of the seven pillars of Indonesia's Maritime Policy (KKI). The aim of the Sea Highway Program is to grow the maritime economy by turning the sea into a production and marketi ng center between the Indonesian territory and the islands and surrounding areas. This study aims to analyze the decision of maritime highway routes in Eastern Indonesia Region (KTI) in order to provide the best route with a minimum distance. Four shipping highway routes from Surabaya to Eastern Indonesia Region, namely route T-13 (Tanjung Perak-Rote (Ndao)-Sabu (Biu)-Tanjung Perak), T-14 (Tanjung Perak-Lembata (Lewoleba)-Tabilota/Larantuka- Tanjung Perak), T-15 (Cape Perak-Makassar (Soekarno Hatta)-Jailolo-Morotai (Daruba)-Tanjung Perak), and T-18 (Tanjung Perak-Badas-Bima-Merauke (Kelapa Lima)-Tanjung Perak) combined into 1 (one) route from Tanjung Perak to Merauke, resulting in 1 (one) optimal route with the minimum distance obtained from the smallest value at each stage . This study uses quantitative methods and Multistage Graph problem-solving techniques with Dynamic Programming backward or bottom-up methods, and primary data collection through interviews and secondary data such as: documents/journals/books. The selected optimal route is (Tanjung Perak-Makassar-Tabilota/Larantuka-Sabu (Biu)-Merauke (Kelapa Lima)) with a distance from Tanjung Perak to Makassar is 437 Nm. Makassar to Tabilota/Larantuka is 340 Nm. Tabilota/Larantuka to Sabu (Biu) is 163.8 Nm. Sabu (Biu) to Merauke (Kelapa Lima) is 1261.24 Nm. So that the total shipping distance from Tanjung Perak to Merauke is 2202.04 Nm.]]>
<![CDATA[Stressors and Coping Strategies for Junior College Students in Maritime Boarding College ]]>
<![CDATA[Fitri Zuhriyah]]>;
<![CDATA[Mulya Virgonita I. Winta]]>;
<![CDATA[Margaretha Maria Shinta Pratiwi]]>
<![CDATA[ Dinamika Bahari Vol 4 No 1 (2023): May 2023 Edition ]]>
Publisher : <![CDATA[Politeknik Ilmu Pelayaran Semarang ]]>
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DOI: 10.46484/db.v4i1.365
<![CDATA[One of the challenges encountered by the first year students of boarding universities is having a transition period for adapting to the needs and requirements in their new environments. Inability to make a self-adaptation can lead to unbalanced situation that results in academic, environmental, and interpersonal relationship problems as well as inner-self problems of the individuals. This study is aimed at closely viewing the stressors experienced by the students in the first year of their study, particularly during the first three months of their lives in the new environments and knowing the strategies taken by the individuals to encounter the stressors in order to anticipate the possible effects in the near future. The method used in this research is qualitative with a descriptive approach for exploring or depicting the images of stressors encountered by the students in the first three months of living in a boarding house and how they determine the coping to encounter the stressors. The results show that the stressors experienced by the students consisted of intrapersonal stressors (62.59%), interpersonal stressors (17.65%), environmental stressors (14.35%), and academic stressors (5.41%). The students tend to face the stressors by focusing on the problems (53.17%) and the emotions (46.38%). Based on the findings, it can be concluded that the mist dominant stressor is the one that is related to the students' individuals.]]>
<![CDATA[The Effectiveness of Computer-Based Monitoring and Evaluating Vessel Inventory List for Human Resource Performance ]]>
<![CDATA[Retno Anggoro]]>;
<![CDATA[Fitri Suprapti]]>;
<![CDATA[Yulius Oscar]]>
<![CDATA[ Dinamika Bahari Vol 4 No 1 (2023): May 2023 Edition ]]>
Publisher : <![CDATA[Politeknik Ilmu Pelayaran Semarang ]]>
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DOI: 10.46484/db.v4i1.366
<![CDATA[The urgency of this research is how a company is able to obtain better of HR performance, develop knowledge, improve service quality and can create competitiveness for the company. This study objective is to describe whether quality knowledge can encourage technical superintendent motivation so that it can improve technical superintendent work performance during monitoring and evaluation of inventory on board using computer-based applications and knowing quality knowledge can improve technicalsuperintendent work performance so as to realize the performance of monitoring and evaluation of inventory list on board effectively. The method used in this study is the explanatory method. Data collection was carried out online from the distributed instruments. The target population in this study were employees in the fleet division at 7 (seven) shipping companies which were used as research objects with a total number of employees of 160 employees. The data obtained is then tabulated, then data reduction is carried out and after obtaining proper data, calculations are carried out using the SPSS application by carrying out validity tests, variable reliability tests, normality tests and homogeneity tests. According to the results, it is known that there is a strength relationship between the knowledge quality and human resources performance.]]>
<![CDATA[Evaluation of Facilities Improvement and Utilization Strategy Tegal Port ]]>
<![CDATA[Awel Suryadi]]>;
<![CDATA[Fuad Ardani Rahman]]>
<![CDATA[ Dinamika Bahari Vol 4 No 1 (2023): May 2023 Edition ]]>
Publisher : <![CDATA[Politeknik Ilmu Pelayaran Semarang ]]>
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DOI: 10.46484/db.v4i1.395
<![CDATA[According to the national port master plan, Tegal Port is a hub port. In practice, a number of fishing boats crowd the port pool area thereby disturbing the area that should be used for the port loading and unloading process. Full port facilities are not supported by this circumstance. Commercial ships wishing to enter the port must wait for the tide to enter the waters of the port pool because shipping lanes enter the port wisely around 3 LWS. This study aims to examine the relationship between the port facility utilization index and the port facility performance index in several categories of capacity accessibility and satisfactory performance levels, in the categories of safety, order, smoothness and speed, and pollution experienced unsatisfactory performance. This research uses a descriptive method. Data obtained from surveys and analyzed using the SWOT method. The SWOT analysis shows strength-opportunity (SO) conditions where managers must maximize the potential of ports that have facilities. The results of the SWOT analysis show that the right strategy to use for port development is strength-opportunity, namely improving existing facilities as well as possible, such as making repairs to facilities that are not suitable for use and adding facilities at the port and increasing cooperation with stakeholders by making more work agreements, promising and facilitating service users as well as cutting bureaucracy that does not complicate service users.]]>
<![CDATA[Application of Safety Procedure As Efforts To Prevent Work Accidents In MT. Serang Jaya Engine Room ]]>
<![CDATA[Herda , Riocevin]]>;
<![CDATA[Hermanto, Andy Wahyu]]>;
<![CDATA[Yuntoro, Kresno]]>
<![CDATA[ Dinamika Bahari Vol 5 No 2 (2024): October 2024 Edition ]]>
Publisher : <![CDATA[Politeknik Ilmu Pelayaran Semarang ]]>
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DOI: 10.46484/db.v5i2.513
<![CDATA[Safety Procedure is a formal written safety procedure and contains procedures, identification and obligations to carry it out while working. Not optimal due to lack of understanding of Safety Procedures that pose a risk of work accidents. This study aims to determine the causes and impacts of the non-optimal implementation of Safety Procedures and efforts so that the Safety Procedure can run optimally so as to prevent work accidents in the engine room. The research method used in this study is a qualitative method with a descriptive pattern. Research data sources are obtained from primary and secondary data. Data collection techniques through observation, literature study, interviews and documentation during the time researchers carried out marine practices on the MT ship. Serang Jaya. The data analysis techniques used are by collecting data, reducing data, presenting data and drawing conclusions or verifying data which is also supported by fishbone analysis. Testing the validity of data using the tringulation method. The results stated that the factors of not optimal Safety Procedure due to lack of crew understanding of Safety Procedure, and crew concern for safety as well as lack of supervision and coordination between crew and management are the reasons why Safety Procedure cannot run optimally. The impact of not optimal Safety Procedure is the high risk of work accidents, hampering ship operations, harming the ship or the parties concerned. Efforts that can be made to optimize this are by carrying out Safety meeting activities, Toolbox Meeting, Drill, installing Safety Signs. And always provide counseling related to Safety Procedure in the engine room.]]>
<![CDATA[Implementasi Bunker Safety Checklist Untuk Meningkatkan Keselamatan dan Pencegahan Pecemaran Selama Bunkering ]]>
<![CDATA[Susanto]]>;
<![CDATA[Khaeroman, Khaeroman]]>;
<![CDATA[Widar Bayu Wantoro]]>;
<![CDATA[Putranto, Wahyu Ari Putranto]]>
<![CDATA[ Dinamika Bahari Vol 5 No 2 (2024): October 2024 Edition ]]>
Publisher : <![CDATA[Politeknik Ilmu Pelayaran Semarang ]]>
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DOI: 10.46484/db.v5i2.519
<![CDATA[Bunkering on ships is a very important job with a high risk of danger. Bunkering is moving liquid fuel oil from a bunker barge or bunker terminal. The process of transferring oil has the potential to cause pollution. Pollution can occur if an operational error occurs, such as an overflow, pipe, or bunker hose breaking. Overflow is one factor that most contribute to oil spills during the bunkering process. Oil overflow incidents by ships can result in expensive claims, with cleanup costs, penalties, and environmental damage running into millions of dollars. Studies to reduce the risk of oil pollution from bunkering operations need to continue. This study was carried out to know the implementation of the bunker safety checklist. The study was conducted using a case study method strengthened by a literature study. The study was conducted on board MT. Fatmawati with Dead Weight Tonnase (DWT) 7762 metric tons. The ship is driven by a diesel engine with a power of 2721 kW at 195 RPM. The 100% HFO capacity stored on board is 531.44 m3. The ship can also carry an HSD of 119.77 m3 at 100% capacity—security and safety considerations. The maximum fuel capacity that can be loaded is in the range of 80 - 90%. The study results obtained by implementing the bunker safety checklist in bunkering activities are highly recommended. Bunkering will be well planned, from planning, estimating the fuel loaded, and executing to reporting. Safety requirements and pollution prevention due to oil spills can be avoided with work planned and recorded in a checklist.]]>
