MARI BELAJAR SEJARAH DARI GAMBAR


Seorang jenderal dalam usia 46 mulai menggenggam kekuasaan yang besar. Sejarah sudah membahasnya, dan bahasan itu belum usai. Anda boleh kagum sepenuh takzim, boleh pula benci kepadanya — atau seperti banyak orang bingung untuk merumuskannya dalam satu kata. Meski saya sangat tidak suka kepadanya — ketika dia hidup, saya selalu menyebutnya dalam blog sebagai “orang itu” — saya mengakui bahwa dalam dirinya pasti ada hal-hal baik bahkan mulia. Dia manusia, bukan iblis, bukan malaikat.
Saya teringat dia karena barusan menemukan foto-foto lama yang dulu, sudah lama banget, pernah saya lihat di majalah Life. Foto-foto yang sebagian adalah hasil pengarahan dan mengundang tafsir subyektif itu. Di kemudian hari, pada puncak kekuasaannya, siapa yang bisa membuat dia nyaman dan rileks untuk diatur-atur, dan difoto dari dekat?

Dari jepratan Larry Burrows, pewarta foto perang itu, saya melihat foto-foto penuh percaya diri seorang jenderal yang nyaman menggenggam cek kosong sejak awal kekuasaannya, hampir boleh ngapain aja, karena banyak orang percaya dan berharap kepadanya.
Foto-foto itu menggambarkan kepercayaan diri yang tinggi tanpa menjadi congkak berlebihan, karena dari seorang Jawa introvert, yang bercitra humble, selalu ada cara lunak untuk menunjukkan kelebihan diri. Mampu mengemas keangkuhan dalam kehalusan.

Saya melihat foto-foto seorang suami dan ayah yang hangat. Barangkali, karena kultur kita, maka dia pun menganggap rakyat sebagai anak — demikian pula rakyat terhadapnya: bapak. Selebihnya adalah father knows best dan dia menjadi patriarch, menjadi sentrum dari segala tafsir tentang kebenaran.

Dia akhirnya menjadi romo (rama, ayahanda, dalam konteks ini bukan pastor) yang bahasa tubuhnya, termasuk anggukan kecil, adalah sabda nonverbal yang siap ditafsir dan dilaksanakan. Ini seperti cerita seorang bekas menteri: jika dia meraih gelas minuman saat mendengarkan usulan maka itu berarti penolakan.
Tentang buku, catatan, dan kliping, sudah banyak yang mengumpulkan dan mengkajinya. Tetapi bagaimana dengan foto? Mestinya Sekretariat Negara, Antara, Pusat Informasi Kompas, dan Pusat Dokumentasi dan Analisa Tempo punya ribuan foto yang siap ditafsir. Saya tak tahu apakah TVRI menyimpan dokumentasinya dengan baik.

Video TVRI dan foto koran menampilkan hal yang tampaknya sederhana dari pidato ke pidato: kacamata dan arloji sang jenderal yang sering berganti. Maka orang awam membatin, “Gimana ya caranya beli? Kan nggak mungkin jalan-jalan ke toko?”
Kumpulan video TVRI pasti menampilkan seremoni yang layak tafsir. Tentang seorang raja yang dari periode ke periode berdiri semangkin dingin, menyambut antrean daripada tetamu yang akan berjabat tangan. Jarak yang tak bergaris antara dia dan tetamu menghadirkan pemandangan sama: tetamu harus membungkuk. Mirip saya menyalami orang-orang (tua).
Demikian pula foto-foto hadirin dalam banyak acara kepresidenen, yang karena tuntutan protokoler harus ngapurancang (mempertemukan tangan di depan atau bawah perut). Sopan sekaligus aman. Mempermudah pekerjaan paswalpres dalam mengawasi.
Itulah sebabnya foto Direktur Pelaksana IMF Michael Camdesus bersedekap ketika menyaksikan presiden menandatangani kesepakatan pada 15 Januari 1998. Adegan itu, seperti sebuah kapitulasi atau penyerahan diri seorang pemimpin — bahasa kasarnya: pengakuan keok.

Ada yang tersinggung, ada yang bersorak, terhadap foto itu. Alasan Camdessus di kemudian hari sangat menarik. Dia mengikuti ajaran ibunya, yaitu kalau sedang kikuk karena tidak tahu harus berbuat apa ya lipatlah tangan.

Foto-foto selalu menarik. Mirip kita mengamati foto kawan di Facebook. Maka ketika koran-koran mulai dicetak berwarna, rakyat pun sadar akan satu hal: pesawat telepon di meja kerjanya, di Bina Graha, ternyata berlapis emas.

Foto lain yang tak ada urusannya dengan warna adalah sepasang gading gajah di salah satu ruang rumahnya, Jalan Cendana. Ada rak hiasan di sana. Orang yang belum pernah ke sana akan menebak, tak adakah jendela di ruang itu?

Foto resmi kepresidenen edisi 1993, di Wikipedia Indonesia, menampilkan sosok yang berjarak, tak tersentuh. Rambut yang tak tertutup peci tampak memutih. Dalam usia 72 dia masih tampak gagah. Bandingkan empat tahun kemudian, akhir 1997, ketika krisis moneter mulai menghimpit Indonesia. Dia tampak menua sekali dan lelah. Makin banyak yang bersifat kritis terhadapnya, dan mulai terasa pembiaran oleh pihak tertentu terhadap arus yang menentang dan menantangnya.
Foto resmi kepresidenan adalah sebuah kewajaran di negeri mana pun. Menjadi aneh ketika makin banyak orang tak menyukainya, sehingga seorang seorang guru yang mengajar di alma maternya pun menyesal ketika harus bertemu wajah kepala negara yang sama tetapi berbeda edisi. Foto orang yang dia lihat saat dulu bersekolah.
Dan lihatlah, alangkah banyaknya foto mempelai di gedung resepsi yang gebyok atau backdrop pelaminannya tidak bisa menutupi foto presiden dan wakilnya. Seolah kemarin dan hari ini adalah sama saja. Padahal dari waktu ke waktu potret sang presiden berubah. Kesukaan maupun ketidaksukaan kita menghasilkan kesamaan: kebosanan untuk mengamati lebih jauh.
Itulah foto kepresiden yang secara berlebihan dianggap sebagai faktor penambah penduduk Indonesia. Jumlah mutakhir penduduk adalah data terakhir dari pemerintah plus foto presiden (karena saking banyaknya dan terus bertambah). Ngawur tapi menghibur.
Dia adalah tokoh. Penting pula. Tak mungkin terlupakan. Video awal 80-an sampai pertengahan 90-an menampakkan seorang penguasa yang tak terbantahkan. Ingat bagaimana dia menyatakan akan menggebuk kaum dissident? Tidak meledak, ada senyum dan menahan tawa, tetapi dingin. Semburat kebengisan tergambar di sana.

Dia memang bukan Castro atau Ghaddafi yang kuat mengoceh, tetapi dalam gaya kebapakan dia tetap tak terbantahkan, terutama dalam pidato tanpa teks dan tanya-jawab. Dehemnya sebelum berkata-kata pun punya kekuatan. Inilah era monolog Butet Kertaradjasa dalam menirukan vokal maupun gesturnya menjadi katup pelepas orang-orang tertindas.

Ingatan kita tentang seseorang seringkali berupa gambar di benak. Visual sifatnya. Ingatan apa yang ada di benak Anda tentang dia? Foto resmi itu? Prangko? Atau foto yang lain?
Mari kita tunggu sebuah hasil riset foto terhadap potret Soeharto — ya, dialah yang saya maksud sejak tadi — lengkap dengan tafsiran subyektifnya. Termasuk foto-foto yang humane tentang dia. Tentu kita juga harus kritis bahwa foto tunggal, satu versi pula, hanyalah hasil pembekuan sebuah peristiwa. Tanpa memahami konteks kita bisa tergelincir dalam menafsir.
Entahlah siapa yang akan melakukan riset foto. Harapan saya sih Anda. :)

(dikutip dari Blogombal paman Tyo)
© Foto-foto lama: Larry Burrows/Life, Desember 1967
© Foto Soeharto main gitar: entah
© Foto Camdessus dan Soeharto : entah

LNG Planning & Scheduling

LNG shipping information as it relates to managing LNG ship demurrage and excess berth claims requires a high degree of negotiation to avoid paying unnecessary fees or collecting claims against the customer. The shipping coordination business process describes the automation requirements necessary to support this activity.

The shipping coordination system must be able to:

Collect and analyze vessel unloading records

Calculate demurrage and excess boil-off fees

Determine excess berth time

Record extension events that affect shipping delays

This business process provides the detailed processes required to manage the information provided to the Customer Services. Negotiated demurrage claims with the Customer are sent to Finance for netting and settlement. Excess Berth Time is calculated and sent to Contracts and Billing for invoicing.

Terminal scheduling begins with the first ship notice, Cargo Information Notice, given upon departure of the LNG carrier from the load port or as soon as it known that the vessel is coming to Gate Terminal (in the case of a cargo purchase at sea or a redirected vessel) and continues through to the acceptance of the Notice of Readiness, the NOR, when the vessel is ready to come to berth at the terminal. Each of the business processes described here are those needed to:

track vessels coming to the Gate terminal,

create and update the vessel arrival queue, and

Throughout this process there is a continuous evaluation of the services availability, cargo quantity, quality, and estimated arrival time to ensure that when the cargo actually arrives it can be received at the terminal (i.e. fits within the inventory entitlements of the Capacity Users) and the NOR can be accepted.

The scheduling of berthing and unloading activities is a key process - made by the LNG terminal Operator - that affects all parties involved in the LNG chain (LNG terminal, transmission system grid owner, Terminal Users and producers): for this reason the LNG Terminal Operator should develop a transparent and non discriminatory scheduling procedure.

The aim of the scheduling procedure is to optimize the use of the LNG terminal, taking into account technical and operational constraints of that terminal. In order to guarantee such a result through a non discriminatory access, the scheduling procedure must establish the methodology to program slots for unloading LNG ships and send-out. Scheduling consists of:

LNG Unloading Scheduling

Unloading Scheduling begins with publishing the annual works program after which annual Cargo nominations are received from the Capacity Users to unload LNG at the terminal as of the first of the coming gas year and looking out 15 months ahead. It includes all scheduling activities up to departure of the LNG carrier from the load port.

LNG Terminal scheduling

Terminal scheduling begins the moment the terminal receives the first ship notice, Cargo Information Notice, given upon departure of the LNG carrier from the load port and continues through to the acceptance of the Notice of Readiness, the NOR, when the vessel is ready to come to berth at the terminal.

The LNG (Liquefied Natural Gas) Process

Here is a five-step ‘process’ to get natural gas into the UK Natural Gas Transmission System and on to homes and businesses in the UK from gas fields in remote locations.

1. Exploration and Production
2. Liquefaction process
3. LNG (liquefied natural gas) transportation
4. Storing LNG (liquefied natural gas)
5. Re-gasification process

1. Exploration and Production
Natural gas is pumped to the surface through techniques commonly used world-wide whether in the North Sea or overseas.

2. Liquefaction process
This activity takes place in the producing country:
All impurities are removed from the gas, which in the industry is known as ‘sweetening’, prior to cooling.
The cooling of natural gas to -160º allows it to be transported economically by reducing the volume by 600:1. This process is called liquefaction and produces a stable liquid ready for shipping.

3. LNG (liquefied natural gas) transportation
Liquefied natural gas is transported in special double-hulled ships built using two different technologies known as Moss Rosenberg (spheres) and membrane (using material with an expansion coefficient of practically nil).
Off-loading takes approximately 24 hours and is managed using tried and tested procedures common to all international facilities.
The liquefied natural gas is off-loaded as a liquid and pumped from the jetty to storage tanks at the terminal. The liquefied natural gas remains at -160º for the duration of the process.

4. Storing LNG (liquefied natural gas)
The tanks are double wall tanks specially designed for their purpose and are well insulated to keep the natural gas at -160c (In its liquid form).
Liquefied natural gas is stored in storage tanks of around 160,000 m3 capacity at just above atmospheric pressure. The liquefied natural gas tanks are of a full containment design. In a full containment system two tanks are employed, an inner tank which contains the stored liquid, and an outer tank which provides security in the event of any loss of containment or leak from the inner tank.

The inner shell is made of a special nickel alloy, designed to resist the low temperature. The outer shell is of pre-stressed concrete with a reinforced concrete base slab and roof.

Sophisticated automatic protection systems are employed to monitor the tank levels, pressures, temperatures and any potential leakage from the inner tank.

5. Re-gasification process
This is the operational work of the terminals in the receiving country:
Re-gasification is simpler than liquification, it is purely physical and not chemical.
The liquefied natural gas is pumped out of the tanks and warmed so that it returns to its natural gas state.
The natural gas is then pumped in to the UK’s natural gas transmission system, owned and operated by National Grid (formerly Transco) as required.

LNG Containment

Today there are four containment systems in use for new build vessels. Two of the designs are of the self supporting type, while the other two are of the membrane type and today the patents are owned by Gaz Transport & Technigaz (GTT).

There is a trend towards the use of the two different membrane types instead of the self supporting storage systems. This is most likely because prismatic membrane tanks utilize the hull shape more efficiently and thus have less void space between the cargo-tanks and ballast tanks. As a result of this, Moss-type design compared to a membrane design of equal capacity will be far more expensive to transit the Suez Canal. However, self-supporting tanks are more robust and have greater resistance to sloshing forces, and will possibly be considered in the future for offshore storage where bad weather will be a significant factor.

Moss tanks
This design is owned by the Norwegian company Moss Maritime and it is a spherical tank.

IHI
Ishikawajima-Harima Heavy Industries has developed the SPB, or Self supporting Prismatic type B tank. This tank type is very similar to the ones used on the first ship, MV Methane Princess. Only two vessels currently have the SPB containment system.

TGZ Mark III
This design is originally by Technigaz and it is of the membrane type. The membrane consists of stainless steel with 'waffles' to absorb the thermal contraction when the tank is cooled down. The primary barrier, made of corrugated stainless steel of about 1.2 mm thickness is the one in direct contact with the cargo liquid (or vapour in empty tank condition). This is followed by a primary insulation which in turn is covered by a secondary barrier made of a material called "triplex" which is basically a metal foil sandwiched between glasswool sheets and compressed together. This is again covered by a secondary insulation which in turn is supported by the ship's hull structure from the outside. So, going from the inside of the tank outwards, we have :

LNG
Primary barrier of 1.2 mm thick corrugated/waffled Stainless Steel
Primary Insulation (also called the interbarrier space)
Secondary barrier of triplex membrane
Secondary Insulation (also called the insulation space)
Ship's hull structure.

GT96
This is Gaz Transport's tank design. The tanks consists of a primary and secondary thin membrane made of the material Invar which has almost no thermal contraction. The insulation is made out of plywood boxes filled with perlite and continuously flushed with nitrogen gas. The integrity of both membranes is permanently monitored by detection of hydrocarbon in the nitrogen. An evolution is proposed by NG2, with the replacement of nitrogen by argon as the flushed inert and insulation gas. Argon has a better insulation power as nitrogen, which could save 10% of boil-off gas.

CS1
This Combined System NUMBER ONE is well described in this document: http://www.witherbyseamanship.com/pages/product/product.asp
However, the success of this CS1 has been very short in time, since now it appears to be a problematic design.

Reliquefaction and Boil Off
In order to facilitate transport, natural gas is cooled down to approximately -163 degrees Celsius at atmospheric pressure, at which point the gas condenses to a liquid. The tanks on-board an LNG carrier effectively function as giant thermoses to keep the liquid gas cold during storage. No insulation is perfect, however, and so the liquid is constantly boiling during the voyage.

According to WGI, on a typical voyage an estimated 0.1% - 0.25% of the cargo converts to gas each day, depending on the efficiency of the insulation and the roughness of the voyage. In a typical 20-day voyage, anywhere from 2% - 6% of the total volume of LNG originally loaded may be lost.

The gas produced in boil off is traditionally diverted to the engines and used as a fuel for the vessel. This can be 100% gas or a percentage gas and oil firing. Recent advances in technology have allowed reliquefication plants to be fitted to vessels, allowing the boil off to be reliquefied and returned to the tanks. Because of this the vessels' operators and builders have been able to contemplate the use of more efficient Slow-Speed Diesel engines (previously most LNG carriers have been steam turbine-powered). Exceptions are the LNG carrier Havfru (built as Venator in 1973), which originally had dual fuel diesel engines, and its sister-ship Century (built as Lucian in 1974), also built with dual fuel gas turbines before being converted to a diesel engine system in 1982. Vessels using dual or tri-fuel diesel electric propulsion systems are now in service.

Liquefied Natural Gas Worldwide

Natural gas, in the form of liquefied natural gas or LNG, has the potential to be exported from countries with large, proven natural gas reserves and relatively high reserves-to-production ratios. Some countries meeting this criterion include the Republic of Peru, Republic of Venezuela, Azerbaijan Republic, Republic of Kazakhstan, Islamic Republic of Iran, Republic of Iraq, State of Kuwait, State of Qatar, United Arab Emirates (also known as Al Imarat al-Arabiyah al-Muttahidah), Republic of Yemen, Federal Republic of Nigeria, and Independent State of Papua New Guinea.

However, not all of these countries are exporters of natural gas as LNG due to domestic need, inaccessibility to international natural gas trade and infrastructure, geopolitics, and lack of capital or technological investment. As largely populated countries such as the People's Republic of China and the Republic of India enter the international LNG market, the need to overcome these particular barriers, in addition to further exploration and discovery of accessible, proven natural gas reserves, is evident.

As traditional, economically viable oil and gas fields deplete, exploration and discovery have reached out to the furthest ends of the earth. The Arctic Ocean, long regarded as international territory, has experienced a recent rush for claims by not only Russia, but Denmark (via territory Greenland), Norway, the United States and Canada. In addition to oil and natural gas, the Arctic holds valuable mineral deposits, and non-mineral resources, such as fish and trade routes through the North East and West Passages.

The Antarctic landmass, traditionally used for research, has also seen a recent surge of land and maritime claims, most recently by the United Kingdom. Argentina, Australia, Chile, France, New Zealand, Norway, and the United Kingdom all claim portions of the great landmass, although the United States does not recognize any of these claims. Along with Russia, the United States has reserved the right to make claims in the future on the southern most continent.

Ongoing territorial disputes over hydrocarbon rich land and maritime regions have occurred in several areas of the world, including:

Senkaku Islands (or Diaoyutai Islands), located in the East China Sea, (Japan, the People's Republic of China and Taiwan);

Western Sahara, a northwestern African country (Morocco and Western Sahara);

Rockall, an islet located in the North Atlantic (United Kingdom, Denmark (representing the Faroe Islands), the Republic of Ireland and Iceland);

San Andres and Providencia island region, in the Caribbean Sea (Columbia, Nicaragua);

the Atacama Corridor for maritime access for Bolivian natural gas (Bolivia, Chile);

and the Beaufort Sea (Canada, United States).