Allegations of modifications, specifically the addition of a ramp\ndoor on KM Virgo Transport 8, have come under scrutiny following the\nvessel\u2019s capsizing in the Masalembo waters, Java Sea.<\/p>\n
The Vice Chairman of the Indonesian Maritime Transportation Forum\n(MTI), Rakhmatika Ardianto, stated that modifications or changes to ship\ndesigns are subject to specific approval and supervision mechanisms.\nThis refers to PM Number 5lar of 2021 concerning the Approval of Ship\nDesign Drawings, Implementation, and Supervision of Ship Construction\nand Work, which mandates that ship alterations must be accompanied by\ntechnical drawings and calculations before work commences.<\/p>\n
\u201cShip owners are not permitted to alter construction at their own\ndiscretion. There are design drawings, technical calculations, an\napproval process, and work supervision conducted by the Directorate of\nShipping and Seafaring of the Directorate General of Sea Transportation,\nas well as the Indonesian Classification Bureau (BKI),\u201d said Rakhmatika\nin a statement on Monday (21\/9).<\/p>\n
\u201cOnce the work is completed, a recalculation of the ship\u2019s stability\nis performed through an inclining test by BKI,\u201d he added.<\/p>\n
Rakhmatika noted that modifying or changing ship designs is a common\npractice in the shipping industry. He mentioned that several currently\noperating vessels have undergone design or functional changes during\ntheir service lives.<\/p>\n
For instance, the Doulos Phos, built in 1914 in the United States as\nthe SS Medina, transitioned from a cargo ship to a pilgrim and passenger\nvessel named SS Roma. It later became the cruise ship MS Franca,\noperated as the floating library MV Doulos from 1977 to 2009, and was\neventually revitalised as the Doulos Phos Ship Hotel in Bintan from 2019\nto the present.<\/p>\n
Similarly, the Shinka Maru was converted from a cargo Ro-Ro vessel to\na passenger Ro-Ro vessel named Our Lady of Medjugorje, while the Shinsei\nMaru was modified and renamed Our Lady of Sacred Heart.<\/p>\n
\u201cThis demonstrates that changes in ship design or function are\nstandard in the shipping industry, provided they are carried out through\ntechnical processes and meet safety and classification requirements,\u201d he\nsaid.<\/p>\n
Regarding KM Virgo Transport 8, it is alleged that the vessel\nunderwent modifications involving the addition of a side ramp door. The\nvessel is known to be a 39-year-old second-hand ship from Japan.<\/p>\n
According to Rakhmatika, if the vessel did not meet stability\ncalculations, it should not have obtained a class certificate. He\nexplained that if construction changes result in negative stability, the\nship would experience a list even when empty or before being loaded, let\nalone when fully loaded and operational.<\/p>\n
\u201cThe evidence is that the ship had operated for more than a month\nwith over 30 trips. At the time of the accident, the ship had travelled\napproximately 190 nautical miles of a total 240 nautical mile voyage,\u201d\nhe noted.<\/p>\n
Rakhmatika also highlighted the route of KM Virgo Transport 8 in\nIndonesia compared to its operation in Japan. He stated that the\nsuitability of operating the vessel in Indonesia must refer to the class\nnotation issued by BKI.<\/p>\n
He explained that based on the design and construction strength, BKI\nissues several navigation area notations. Notation P has a maximum limit\nof 200 nautical miles from the coast or the nearest sheltered port;\nnotation L is a maximum of 50 nautical miles from the coast or nearest\nsheltered port; while notation T is intended for calm waters.<\/p>\n
\u201cFor the Surabaya-Banjarmasin route, although the distance is\napproximately 240 nautical miles, consideration must be given to the\nproximity of islands passed that can serve as shelter. The average\ndistance is below 50 nautical miles, so a ship with class notation L can\nstill operate on that route,\u201d he said.<\/p>\n
Rakhmatika also addressed the use of water depth as a reason to\nassess construction suitability. He stated that hydrostatically, the\npressure at a point on the hull is determined by the depth of that point\nfrom the water surface, not by the total depth of the waters.<\/p>\n
\u201cIn Indonesia, many small vessels operate in waters deeper than the\nJava Sea. For example, on the Ketapang-Gilimanuk route, which features\ntrenches thousands of metres deep,\u201d he said.<\/p>\n
On that basis, Rakhmatika argued that the cause of maritime accidents\ncannot be viewed from a single aspect. In addition to technical aspects,\noperational aspects must also be considered in the investigation of\naccident causes.<\/p>\n
\u201cThere are operational aspects that have contributed significantly.\nIn fact, the human factor is the largest cause, contributing more than\n80 per cent. Therefore, the cause of the accident must be studied\ncomprehensively, rather than being concluded from a single aspect,\u201d he\nconcluded.<\/p>", "url": "https:\/\/jawawa.id\/newsitem\/km-virgo-8-capsizes-in-java-sea-alleged-modifications-under-scrutiny-1789984918", "image": "" }, "sponsor": "Okusi Associates", "sponsor_url": "https:\/\/okusiassociates.com" }