MARINE VEHICLE TYPE- part 1

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type of marine vehicle



    Seagoing marine vehicles may be divided into   transport , including cargo, container and passenger ships and   nontransport   including  fi  shing vessels, service craft such as tugs and supply vessels, and warships. An overview of the wide range of ship types is given in   Figure. Each vessel type has a particular role to play and each will have a different set of design and operational conditions. This chapter provides a brief review of the main design and operational features of the principal types of marine vehicle.  

     Merchant ships 



    The development of merchant ship types has been 
dictated largely by the nature of the cargo and the 
trade routes. They can be classifi  ed accordingly with 
the major types being: 
  ●       general  cargo  ships  
  ●       container  ships  
  ●       tankers  
  ●       dry  bulk  carriers 
  ●       passenger  ships  
  ●       tugs. 


General  cargo  ships




    The industry distinguishes between   break bulk   cargo which is packed, loaded and stowed separately and   bulk cargo which is carried loose in bulk. The general cargo carrier (  Figure 2.2     ) is a fl  exible design of vessel which will go anywhere and carry a wide variety of cargo. The cargo may be break bulk or containers. Such vessels have several large clear open cargo-carrying spaces or holds. One or more decks may be present within the holds. These are known as  ’ tween decks and provide increased fl  exibility in loading and unloading, permit cargo segregation and improved stability. Access to the holds is by openings in the deck known as hatches.     Hatches are made as large as strength considerations permit in order to reduce the amount of horizontal movement of cargo within the ship. Typically the hatch width is about a third of the ship’s beam. Hatch covers are of various types. Pontoon hatches are quite common in ships of up to 10 000       dwt, for the upper deck and  ’ tween decks, each pontoon weighing up to 25 tonnes. They are opened and closed using a gantry or cranes. In large bulk carriers side rolling hatch covers are often fi  tted, opening and closing by movement in the transverse direction. Another type of cover is the folding design operated by hydraulics. The coamings of the upper or weather deck hatches are raised above the deck to reduce the risk of fl  ooding in heavy seas. They are liable to distort a little due to movement of the structure during loading and unloading of the ship. This must be allowed for in the design of the securing arrangements. Coamings can provide some compensation for the loss of hull strength due to the deck opening. 
    A  double  bottom  is  fi  tted along the ship’s length, divided into various tanks. These may be used for
fuel, lubricating oils, fresh water or ballast water. Fore and aft peak tanks are fi  tted and may be used to
carry ballast and to trim the ship. Deep tanks are often fitted and used to carry liquid cargoes or water ballast.
Water ballast tanks can be fi  lled when the ship is only partially loaded in order to provide a suffi  cient draught for stability, better weight distribution for longitudinal strength and better propeller immersion.
    Cranes and derricks are provided for cargo handling. Typically cranes have a lifting capacity of 10–25 tonnes with a reach of 10–20 m, but they can be much larger. General cargo ships can carry cranes or gantries with lifts of up to 150 tonnes. Above this, up to about 500 tonnes lift they are referred to as heavy lift ships.
    The machinery spaces are often well aft but there is usually one hold aft of the accommodation and
machinery space to improve the trim of the vessel when partially loaded. General cargo ships are generally
smaller than the ships devoted to the carriage of bulk cargoes. Typically their speeds range from 12 to 18 knots.  

    Refrigerated  cargo  ships  (Reefers)
 A refrigeration system provides low temperature holds for carrying perishable cargoes.

The holds are insulated to reduce heat transfer. The cargo may be carried frozen or chilled and holds are at different temperatures according to requirements. The possible effect of the low temperatures on surrounding structure must be considered. Refrigerated fruit is carried under modified atmosphere conditions. The cargo is maintained in a nitrogen-rich environment in order to slow the ripening process. The costs of keeping the cargo refrigerated, and the nature of the cargo, make a shorter journey time desirable and economic and these vessels are usually faster than general cargo ships with speeds up to 22 knots. Up to 12 passengers are carried on some, this number being the maximum permitted without the need to meet full passenger ship regulations.  

   Container  ships 

    Container ships are a good example of an integrated approach to the problem of transporting goods.

 Once goods are placed in the container at a factory or depot, they can be carried by road, rail or sea, being transferred from one to another at road or rail depots or a port. The container need not be opened until it reaches its destination. This makes the operation more secure. The maritime interest is primarily in the ports and ships but any element of the overall system may impose restrictions on what can be done. Height of container is likely to be dictated by the tunnels and bridges involved in land transport. Weight is likely to be dictated by the wheel loadings of lorries. The handling arrangements at the main terminals and ports are specially designed to handle the containers quickly and accurately. The larger container ships use dedicated

container ports and tend not to have their own cargo handling gantries.  The containers themselves are simply reusable boxes made of steel or aluminium. They come in a range of types and sizes. Details can be obtained from the web site of one of the operators. Nominal dimensions are lengths  of  20,  40  and  45   ft,  width  of  8  ft  and  height 8.5 or 9.5  ft. Internal volumes and weight of goods that can be carried vary with the material. For a 20  ft general-purpose steel container the internal capacity is about  33 m3  , weight empty is about 2.3 tonnef and the maximum payload is about 21.7 ton. Aluminium containers will have about the same volume, weigh less and be able to carry a larger payload. They are used for most general cargoes and liquid carrying.     The cargo-carrying section of the ship is divided into several holds with the containers racked in special frameworks and stacked one upon the other within the hold space. Containers may also be stacked on hatch covers and secured by special lashings. Some modern ships dispense with the hatch covers, pumps

dealing with any water that enters the holds. Each container must be of known all up weight and stowage arrangements must ensure the ship’s stability is adequate as well as meeting the offl  oading schedule if more than one port is involved. The ship’s deadweight will determine the total number of containers carried.   Cargo holds are separated by a deep web-framed structure to provide the ship with transverse strength. The structure outboard of the container holds is a box-like arrangement of wing tanks providing longitudinal and torsional strength. The wing tanks may be used for water ballast and can be used to counter the heeling of the ship when discharging containers. A double bottom is fi  tted which adds to the longitudinal strength and provides additional ballast space. Accommodation and machinery spaces are usually located aft leaving the maximum length of full-bodied ship for container stowage. The overall capacity of a container ship is expressed in terms of the number of standard 20 ft units it can carry, that is, the number of   twenty-foot equivalent units  (TEU). Thus a 40-foot container is classed as 2 TEU.   The container ship is one application where the size of ship seems to be ever increasing to take advantage of the economies of scale. By the turn of the century 6000 TEU ships had become the standard for the main trade routes, and some 80 ships of 8000 TEU were on order plus some of 9200 TEU. Concept work was underway for ships of 14 000 TEU size. Container ships tend to be faster than most general cargo ships, with speeds up to 30 knots. The larger ships

can use only the largest ports. Since these are fi  tted out to unload and load containers the ship itself does not

need such handling gear. Smaller ships are used on routes for which the large ships would be uneconomic, and to distribute containers from the large ports to smaller ports. That is, they can be used as feeder ships. Since the smaller ports may not have suitable handling gear the ships can load and offl  oad their own cargos.     Some containers are refrigerated. They may have their own independent cooling plant or be supplied with cooled air from the ship’s refrigeration system. Because of the insulation required refrigerated containers have less usable volume. Temperatures would be maintained at about    27°C and for a freezer unit about    60°C. They may be carried on general cargo ships or on dedicated refrigerated container ships. One such dedicated vessel is a 21 knot, 30 560 dwt ship of 2046 TEU capacity. The ship has six holds of which five are open. The hatchcover-less design enables the cell structure, in which the containers are stowed, to be continued above deck level giving greater security to the upper containers. Another advantage of the open hold is the easier dissipation of heat from the concentration of reefer boxes.

   Barge carriers are a variant of the container ship.

Standard barges are carried into which the cargo has been previously loaded. The barges, once unloaded, are towed away by tugs and return cargo barges are loaded. Minimal or even no port facilities are required and the system is particularly suited to countries with extensive inland waterways.

 Ref : Eyres, D.J. (2007) Ship Construction. Butterworth-Heinemann, Oxford, UK. [Section 2.2.4]

Rawson K.J. and Tupper E.C. (2001) Basic Ship Theory. 5th Edition, Combined Volume. 

Butterworth-Heinemann, Oxford, UK. [Sections 2.2.9, 2.4]

Tupper, E.C. (2004) Introduction to Naval Architecture. Butterworth-Heinemann, Oxford, UK.

[Sections 2.2.1–2.2.3, 2.2.5–2.2.8, 2.3, 2.5]

Maritime engineering reference book

TEORI BAJA

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Post By Ruth

Jenis baja dapat dibedakan menjadi :

1. Baja karbon
2. Baja paduan rendah berkekuatan tinggi
3. Baja paduan

Baja Karbon
Merupakan baja yang mengandung unsur bukan besi dengan persentase sebagai berikut:

• karbon 1.7%
• mangan 1.65%
• silikon 0.6%
• tembaga 0.6%

Karbon dan mangan adalah unsur utama yang dapat menaikkan kekuatan besi murni.Penambahan persentase karbon mengakibatkan peningkatan tegangan leleh tetapi mengurangi ductility sehingga baja sukar dilas.
Yang temasuk baja karbon disini adalah :

• baja karbon rendah : kandungan karbon kurang dari 0.15%
• baja karbon lunak : 0.15 - 0.29%
• baja kkarbon sedang : 0.30 - 0.59%
• baja karbon tinggi : 0.6-1.7%

Kurva Tegangan Regangan

Baja Paduan Rendah Kekuatan Tinggi
Adalah baja yang tegangan lelehnya antara 40-70 ksi (275-480 Mpa) dengan titik leleh sama seperti baja karbon. Baja ini merupakan perpaduan dari unsur chrom, columbium, tembaga, mangan, molybdenum,nikel, fosfor,vanadium atau zirconium.Dengan memperhalus mikrostruktur yang terjadi selama pendinginan baja. Baja jenis ini dipakai pada kondisi penggilingan/penormalan (tanpa perlakuan panas).

Baja Paduan
Baja jenis ini tidak membutuhkan perlakuan panas setelah dilas, merupakan baja yang mengandung karbon maksimal sebesar 0.2% , dengan maksud untuk membatasi kekerasan mikrostruktur kasar (martensit) yang dapat terbentuk selam retak kea perlakuan panas/pengelasan sehingga bahaya retak kecil.

Ductility adalah jumlah regangan permanen (regangan yang melampaui batas proporsional sampai titik patah /yield point). Besarnya ductility/daktilitas diperoleh dari uji tarik dengan menentukan persentase perpanjangan -dengan membandingkan luas penampang lintang akhir dan semula-dari benda uji.
Ductility sangat penting karena memungkinkan terjadinya kelelahan setempat akibat tegangan yang besar, sehingga distribusi tegangan berubah.

Fire Fighting Equipment

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ref: introduction marine engineering

Fire fighting equipment

Portable extinguishers

There are four principal types of portable extinguisher usually found on board ship. These are the soda-acid, foam, dry powder and carbon dioxide extinguishers.

Soda-acid extinguisher 
The container of this extinguisher holds a sodium bicarbonate solution. The screw-on cap contains a plunger mechanism covered by a safety
guard.  When the plunger is struck the glass phial is broken and the acid and sodium bicarbonate mix. The resulting chemical reaction produces carbon dioxide gas which pressurises the space above the liquid forcing it out through the internal pipe to the nozzle. This extinguisher is used for Class A fires and will be found in
accommodation areas.

Foam extinguisher—chemical

The main container is filled with sodium bicarbonate solution and a long inner polythene container is filled with aluminium sulphate . The inner container is sealed by a cap held in place by a plunger. When the plunger is unlocked by turning it, the cap is released.The extinguisher is then inverted for the two liquids to mix. Carbon
dioxide is produced by the reaction which pressurises the container andforces out the foam.

Foam extinguisher—mechanical

The outer container in this case is filled with water. The central container holds a carbon dioxide charge and a foam solution . A plunger mechanism with a safety guard is located above the central container. When the plunger is depressed the carbon dioxide is released and the foam solution and water mix. They are then forced out through a special nozzle which creates the mechanical foam. This extinguisher has an internal pipe and is operated upright. Foam extinguishers are used on Class B fires and will be located in the vicinity of flammable liquids.
A very strong container is used to store liquid carbon dioxide under pressure . A central tube provides the outlet passage for the carbon dioxide which is released either by a plunger bursting a disc or a valve operated by a trigger. The liquid changes to a gas as it leaves the extinguisher and passes through a swivel pipe or hose to a discharge horn. Carbon dioxide extinguishers are mainly used on Class B and C fires and will be found in the machinery space, particularly near electrical equipment. The carbon dioxide extinguisher is not permitted in the accommodation since, in a confined space, it could be lethal.

Dry powder extinguishers

The outer container contains sodium bicarbonate powder. A capsule of carbon dioxide gas is located beneath a plunger mechanism in the central cap. On depressing the plunger the carbon dioxide gas forces the powder up a discharge tube and out of the discharge nozzle. The dry powder extinguisher can be used on all classes of fire but it has no cooling effect. It is usually located near electrical equipment in the machinery space and elsewhere on the ship.

Maintenance and testing

All portable extinguishers are pressure vessels and must therefore be regularly checked. The soda-acid and foam extinguisher containers are initially tested to 25 bar for five minutes and thereafter at four-yearly intervals to 20 bar.
The carbon dioxide extinguisher is tested to 207 bar initially every 10 years and after two such tests, every five years. The dry powder extinguisher is tested to 35 bar once every four years. Most extinguishers should be tested by discharge over a period of one to five years, depending on the extinguisher type, e.g. soda-acid and dry powder types 20% discharged'per year, foam types 50% discharged per year. Carbon dioxide extinguishers should be weighed every six months to check' for leakage. Where practicable the operating mechanisms of portable extinguishers should be examined every three months. Any plunger should be checked for free movement, vent holes should be clear and cap threads lightly greased. Most extinguishers with screw-on caps have a number of holes in the threaded region. These are provided to release pressure before the cap is taken off: they should be checked to be clear.

FIRE FIGHTING AND SAFETY ON Ship - Part two

lovelymimiko@blogspot.com
ref: Introduction Marine Engineering

Detection

The use of fire detectors is increasing, particularly with the tendency to reduced manning and unmanned machinery spaces. A fire, if detected quickly, can be fought and brought under control with a minimum of
damage. The main function of a fire detector is therefore to detect a fire as quickly as possible; it must also be reliable and require a minimum of attention. An important requirement is that it is not set off by any of the
normal occurrences in the protected space, that is it must be appropriately sensitive to its surroundings. Three phenomena associated with fire are used to provide alarms: these are smoke, flames and heat, The smoke detector makes use of two ionisation chambers, one open to the atmosphere and one closed (Figure 13.1). The fine particles or aerosols given off by a fire alter the resistance in the open ionisation chamber, resulting in the operation of a cold cathode gas-filled valve. The alarm sounds on the operation of the valve to give warning of a fire. Smoke detectors are used in machinery spaces, accommodation areas and cargo holds.
Flames, as opposed to smoke, are often the main result of gas and liquid fires and flame detectors are used to protect against such hazards. Flames give off ultra-violet and infra-red radiation and detectors are available to respond to either.Flame detectors are used near to fuel handling equipment in the machinery spaces and also at boiler fronts.

Smoke Detector

FIRE FIGHTING AND SAFETY ON SHIP- Part 1

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Ref: Introduction marine engineering

Fire is a constant hazard at sea. It results in more total losses of ships than any other form of casualty. Almost all fires are the result of negligence or carelessness. Combustion occurs when the gases or vapours given off by a substance are ignited: it is the gas given off that burns, not the substance. The temperature of the substance at which it gives off enough gas to continue burning is known as the 'flash point'.

Fire is the result of a combination of three factors:
1. A substance that will burn.
2. An ignition source.
3. A supply of oxygen, usually from the air.

These three factors are often considered as the sides of the fire triangle. Removing any one or more of these sides will break the triangle and result in the fire being put out. The complete absence of one of the three
will ensure that a fire never starts. Fires are classified according to the types of material which are acting
as fuel. These classifications are also used for extinguishers and it is essential to use the correct classification of extinguisher for a fire, to avoid spreading the fire or creating additional hazards. The classifications use the letters A, B, C, D and E.
Class A Fires burning wood, glass fibre, upholstery and furnishings.
Class B Fires burning liquids such as lubricating oil and fuels.
Class C Fires burning gas fuels such as liquefied petroleum gas.
Class D Fires burning combustible metals such as magnesium and aluminium.
Class E Fires burning any of the above materials together with high voltage electricity.
Many fire extinguishers will have multiple classifications such as A, Band C.

Fire fighting at sea may be considered in three distinct stages, detection—locating the fire; alarm—informing the rest of the ship; and control—bringing to bear the means of extinguishing the fire.

ENGINE COOLING PROCESS

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Ref : Introduction marine engineering


Engine cooling process of engine divide into:

1. Fresh water cooling system
2. Sea water cooling system

Cooling of engines is achieved by circulating a cooling liquid around internal passages within the engine. The cooling liquid is thus heated up and is in turn cooled by a sea water circulated cooler. Without adequate
cooling certain parts of the engine which are exposed to very high temperatures, as a result of burning fuel, would soon fail. Cooling enables the engine metals to retain their mechanical properties. The usual coolant used is fresh water: sea water is not used directly as a coolant because of its corrosive action. Lubricating oil is sometimes used for piston cooling since leaks into the crankcase would not cause problems. As a result of its lower specific heat however about twice the quantity of oil compared to water would be required.

Fresh water cooling system

A water cooling system for a slow-speed diesei engine is shown in Figure 2.18. It is divided into two separate systems: one for cooling the cylinder jackets, cylinder heads and turbo-blowers; the other for piston cooling.

The cylinder jacket cooling water after leaving the engine passes to a sea-water-circulated cooler and then into the jacket-water circulating pumps. It is then pumped around the cylinder jackets, cylinder heads
and turbo-blowers. A header tank allows for  expansion and water make-up in the system. Vents are led from the engine to the header tank for the release of air from the cooling water. A heater in the circuit facilitates warming of the engine prior to starting by circulating hot water. The piston cooling system employs similar components, except that a
drain tank is used instead of a header tank and the vents are then led to high points in the machinery space. A separate piston cooling system is used to limit any contamination from piston cooling glands to the piston cooling system only.


Sea water cooling system

The various cooling liquids which circulate the engine are themselves cooled by sea water. The usual arrangement uses individual coolers for lubricating oil, jacket water, and the piston cooling system, each cooler being circulated by sea water. Some modern ships use what is known as a 'central cooling system' with only one large sea-water-circulated cooler. This cools a supply of fresh water, which then circulates to the32 other Individual coolers. With less equipment in contact with sea water the corrosion problems are much reduced in this system. A sea water cooling system is shown in Figure 2.19. From the sea suction one of a pair of sea-water circulating pumps provides sea water which circulates the lubricating oil cooler, the jacket water cooler and the piston water cooler before discharging overboard. Another branch of the sea water main provides sea water to directly cool the charge air (for a direct-drive two-stroke diesel). One arrangement of a central cooling system is shown in Figure 2.20. The sea water circuit is made up of high and low suctions, usually on either side of the machinery space, suction strainers and several sea water pumps. The sea water is circulated through the central coolers and then discharged overboard. A low-temperature and high-temperature circuit exist in the fresh water system. The fresh water in the high-temperature circuit circulates the main engine and may, if required, be used as a heating medium for an evaporator. The
low-temperature circuit circulates the main engine air coolers, the lubricating oil coolers and all other heat exchangers. A regulating valve controls the mixing of water between the high-temperature and
low-temperature circuits. A temperature sensor provides a signal to the control unit which operates the regulating valve to maintain the desired temperature setting. A temperature sensor is also used in a similar
control circuit to operate the regulating valve which controls the bypassing of the central coolers. It is also possible, with appropriate control equipment, to vary the quantity of sea water circulated by the pumps to almost precisely meet the cooler requirements.

FUEL OIL SYSTEM OF DIESEL ENGINE

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The fuel oil system for a diesel engine can be considered in two parts—the fuel supply and the fuel injection systems. Fuel supply deals with the provision of fuel oil suitable for use by the injection system.

Fuel oil supply for a two-stroke diesel

A slow-speed two-stroke diesel is usually arranged to operate continuously on heavy fuel and have available a diesel oil supply for manoeuvring conditions. In the system shown in Figure 2.11, the oil is stored in tanks in the double bottom from which it is pumped to a settling tank and heated. After passing through centrifuges the cleaned, heated oil is pumped to a daily service tank. From the daily service tank the oil flows through a three-way valve to a mixing tank. A flow meter is fitted into the system to indicate fuel consumption. Booster pumps are used to pump the oil through heaters and a viscosity regulator to the engine-driven fuel
pumps. The fuel pumps will discharge high-pressure fuel to their respective injectors. The viscosity regulator controls the fuel oil temperature in order to provide the correct viscosity for combustion. A pressure regulating valve ensures a constant-pressure supply to the engine-driven pumps, and a pre-warming bypass is used to heat up the fuel before starting the engine. A diesel oil daily service tank may be installed and is connected
to the system via a three-way valve. The engine can be started up and manoeuvred on diesel oil or even a blend of diesel and heavy fuel oil. The mixing tank is used to collect recirculated oil and also acts as a
buffer or reserve tank as it will supply fuel when the daily service tank is empty. The system includes various safety devices such as low-level alarms and remotely operated tank outlet valves which can be closed in the
event of a fire.

Comparison of two-stroke and four-stroke cycles

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The main difference between the two cycles is the power developed. The
two-stroke cycle engine, with one working or power stroke every
revolution, will, theoretically, develop twice the power of a four-stroke
engine of the same swept volume. Inefficient scavenging however and
other losses, reduce the power advantage to about 1.8. For a particular
engine power the two-stroke engine will be considerably lighter—an
important consideration for ships. Nor does the two-stroke engine
require the complicated valve operating mechanism of the four-stroke.
The four-stroke engine however can operate efficiently at high speeds
which offsets its power disadvantage; it also consumes less lubricating
oil.

Each type of engine has its applications which on board ship have
resulted in the slow speed (i.e. 80— 100 rev/min) main propulsion diesel
operating on the two-stroke cycle. At this low speed the engine requires
no reduction gearbox between it and the propeller. The four-stroke
engine (usually rotating at medium speed, between 250 and 750 rev/
min) is used for auxiliaries such as alternators and sometimes for main
propulsion with a gearbox to provide a propeller speed of between 80
and 100 rev/min.

Reference : Introduction marine engineering

TIGA (3) LANGKAH TAMPIL CANTIK

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3 Langkah Tampil Cantik Di
Segala Usia

Setiap fase usia punya keistimewaan tersendiri. Tentunya… sebagai kaum wanita ingin selalu tampil cantik dan menawan berapapun usianya. Untuk mendapatkan kecantikan abadi tersebut, harus dilakukan perawat secara
tepat. Karena itu, lakukan perawatan yang sesuai untuk setiap tahapan usia.

CANTIK DI USIA 20 – AN
Puncak perkembangan kulit terjadi di usia 20 – an. Pada masa ini, semua komponen kulit seperti epiderma, kolagen, elastin dan pembuluh darah berkembang secara maksimal. Sehingga tekstur kulit terlihat berwarna
kemerahan segar. Masalah utama yang menghantui pada masa ini, biasanya hanya seputar kulit
berminyak dan berjerawat yang disebabkan oleh faktor hormonal atau perawatan yang kurang tepat. Selain kedua hal itu hampir tidak ada problem yang patut dicemaskan.

Perawatan Harian
 Lakukan perawatan ringan dan teratur setiap hari, selalu
membersihkan wajah dengan pembersih sebelum tidur. Agar
wajah bisa “bernapas” dengan nyaman. Pilih pembersih dan
penyegar yang tepat, sesuai dengan kondisi kulit (berminyak,
kering, sensitive, normal ataupun kombinasi). Karena tiap kulit
yang berbeda, memerlukan perawatn yang berbeda pula.
Oleskan setiap malam eye gel sebelum tidur.
 Gunakan pelembap yang mengandung SPF, minimal 15 atau
lebih terutama jika Anda termasuk wanita aktif yang sering
berada di luar ruangan dalam waktu lama. Oleskan 15-20 menit
sebelum ke luar ruangan, agar meresap sempurna.
 Masukkan juga buah – buahan, sayur mayur dan air putih dalam
menu makan Anda. Kanduangan serat serta vitamin dalam buah dan sayur membantu proses regenerasi kulit secara alami, sementara air putih mampu mempercepat pengeluaran racun dan lemak tak berguna
dalam tubuh yang menjadi penyebab jerawat.

Perawatan Mingguan
Melakukan facial, peeling, dan pakai masker secara berkala merupakan perawatan tambahan yang dapat dilakukan sebagai tindakan pencegahan penuaan dini.
 Lakukan facial dengan teknik pemijatan secara tepat, karena
apabila salah pijat, bisa memicu timbulnya kerutan di wajah.
Anda pun bisa melakukannya sendiri, asalkan Anda tahu
caranya.
 Selain facial, lakukan juga peeling. Peeling berfungsi untuk
mengangkat sel kulit mati. Berapa sering Anda melakukan
peeling? Hal tersebut tergantung bagaimana kondisi kulit Anda.
Untuk kulit kering dan sensitif antara 7 - 14 hari sekali, kulit
normal 5 hari sekali dan kulit berminyak 3 - 5 hari sekali.
Pastikan tidak ada luka atau infeksi pada wajah saat melakukan
pengelupasan dan jangan melakukan peeling terlalu sering agar
kulit memiliki kesempatan regenerasi.
 Maker berfungsi untuk menyegarkan kulit dan
mempercantiknya. Banyak pilihan masker yang bisa Anda pakai.
Baik yang keluaran pabrik atau keluaran dapur Anda, membuat
sendiri maksudnya  lebih murah, mudah, dan yang pasti aman. Yang penting adalah memperhatikan manfaat dan kandungan bahan pembuatnya.

Make Up
Pemilihan kosmetik pada usia ini dapat lebih bervariasi, berbagai
warna riasan dapat dicoba. Anda bisa mencoba berbagai macam warna
dan gaya make-up untuk meng-xplor kecantikan. Mumpung masih
muda 
Jika tidak diperlukan hindari penggunaan foundation dan concealer
terlalu sering. Jika memang diperlukan, gunakan yang berbahan dasar air (water based), agar terasa lebih ringan. Penggunaan foundation
menyebabkan pori–pori tersumbat, dan kalo pori-pori tersumbat akan
menimbulkan komedo dan jerawat. Sebagai alternatif, cukup oleskan
pelembap ringan dan bedak tabur (ditekan-tekan dengan mengunakan
puff). Pilih warna–warna transparan untuk bedaknya, agar wajah
terlihat lebih segar dan bersinar.

MENARIK DI USIA 30-AN
Mulai usia 30, tanda–tanda penuaan sudah mulai terjadi. Proses
pengelupasan kulit mati mulai melambat, kolagen dan elastin berkurang dan
mulai terlihat kantong mata. Selain itu warna kulit mulai tidak merata, kulit
terasa lebih kering serta timbul garis–garis halus pada ujung mata dan bibir,
Ini dikarenakan penyebab utamanya adalah perubahan hormon.
Memasuki usia ini, Anda harus lebih selektif dalam memilih produk perawatan
dan riasan wajah. Lakukanlah semua perawatan harian yang telah Anda jalani
dengan lebih intensif lagi. Ganti produk ringan yang biasa Anda pakai, dengan
jenis yang mempunyai kekuatan lebih yang berguna untuk menghindari
penuaan dini.
Perawatan Harian
 Jangan lupa selalu membersihkan wajah setelah beraktifitas dan
sebelum tidur. Pilih penyegar yang tidak mengandung alcohol.
Karena alcohol akan membuat kulit semakin kering dan kulit
kering mempercepat timbulnya keriput.
 Gunakan pelembap yang berbeda untuk siang dan malam secara
teratur (pelembap siang yang mengandung tabir surya dan
pelembap malam yang mengandung anti–aging untuk
membantu regenerasi kulit di malam hari).
 Oleskan krim mata untuk melembapkan daerah kantong mata
agar tidak gampang berkerut atau kendur.Perawatan Mingguan
 Lakukan perawat mingguan seperti pada usia 20-an. Yaitu facial,
peeling dan masker. Yang membedakan hanyalah pemilihan
bahan yang digunakan untuk peeling dan maskernya. Peeling
untuk menipiskan noda-noda kecoklatan akibat rusaknya
melanin karena sinar UV dan masker agar regenerasi kulit
berlangsung optimal atau gunakan masker yang berfungsi untuk
mengencangkan dan menjaga kelembaban kulit. Anda pun dapat
mencoba membuat ramuan untuk peeling dan masker sendiri
koq… so, lebih murah dan aman kan….
 Pilih satu olah raga favorit Anda dan lakukan secara teratur 2 –
3 kali seminggu.
Make Up
 Untuk riasan lakukan, trik koreksi wajah. Contoh: lakukan
koreksi untuk menyamarkan bentuk mata yang turun dengan
teknik khusus menggunakan eyeliner dan eyeshadow yang
tepat, untuk menyamarkan noda hitam atau kerutan halus dan
menutupi kantong mata yang mulai nampak, bubuhkan
concealer tipis–tipis.
 Selanjutnya bingkai bibir dengan pensil secara tipis–tipis guna
menyamarkan kerutan halus yang muncul disekitar bibir
kemudian oleskan lipstik secara merata di bibir. Warna-warna
muda atau pastel membuat Anda tampak lebih muda. Hindari
warna coklat, warna tua, dan warna-warna yang sudah
ketinggalan zaman.
 Perhatikan pemerah pipi Anda akan tampak lebih tua bila
mengoles pemerah pipi terlalu ke bawah. Temukan tulang pipi
Anda dan oleskan pemerah pipi di atasnya.
 Begitu usia mencapai 30 tahun ke atas, Anda harus mulai
berhati-hati dalam memakai alis mata. Hindari pemakaian yang
tebal.
 Untuk menyulap penampilan agar tampak 10 tahun lebih muda…
Caranya amat mudah. Sebelum ritual memulas wajah dengan
rangkaian kosmetik, basuhkan es batu pada wajah anda secara merata selama 10-15 menit, lalu keringkan dengan seksama
menggunakan handuk lembut. Setelahnya, baurkan moisturizer
berbahan dasar air.
Setelah moisturizer meresap dan kulit menjadi terlihat halus,
pilih foundation ringan berbentuk cair (liquid). Foundation cair
lebih tahan lama dan bisa membuat kerutan tersamar
sempurna. Lalu ber-make-up lah seperti biasa. Gunakan warna-
warna yang natural dan sedikit pinkish atau goldie untuk anda
yang berkulit agak gelap. Nah, anda jadi terlihat 10 tahun lebih
muda, kan?
 Pilih warna natural atau pastel agar tampak natural.
TIPS:
Lakukan beberapa hal untuk mempertahankan kecantikan kulit wajah dan
hindari kebiasan buruk yang dapat mempercepat kerusakan kulit seperti:
1. hindari merokok
2. hindari juga minum berkafein
3. jangan tidur terlalu malam
4. minum air putih, minimal 8 gelas per hari
5. perhatikan pula posisi tidur. Hindari posisi tidur yang miring dan
telungkup sepanjang malam.
Untuk mengetahui keteranagan lebih lengkap mengenai bagaimana cara facial
yang tepat, kandungan tiap produk kecantikan yang tepat sesuai kondisi kulit
(berminyak, kering, dan sebagainya), berbagai macam gaya make-up yang
bisa Anda coba, dan lebih dari 150 ramuan tradisional buatan Anda sendiri.

disadur : www.paketcantik.com

Bagaimana cara menentukan Jenis Kulit Kita: berminyak , normal atau keringkah?

lovelymimiko@blogspot.com

Tes Jenis Kulit Mu!
Temukan Kecantikan Kulit Sejati Mu

Pengetahuan tentang apa jenis kulit wajah Anda yang sebenarnya,merupakan satu dasar yang sangat penting dalam kecantikan.Kenapa hal tersebut penting?Hal ini memiliki peran yang sangat penting dan vital dalam perawatan kulitwajah, memilih produk perawatan kulit wajah, dan pemilihan make-up yang tepat.Sebagai contohnya, banyak produk pembersih wajah (susu pembersih) yang memiliki beragam variasi pilihan jenisnya. Ada yang untuk kulit berminyak, kering, normal, dan sebagainya. Setiap jenis pembersih yang berbeda
memiliki kandungan bahan pembuat yang berbeda pula. Kandungannya disesuaikan dengan bahan-bahan apa saja yang bekerja lebih efektif untuk jenis kulit tertentu. Misalnya, Pembersih wajah untuk kulit berminyak menggunakan formula yang bebas minyak (oil free). Nah… bayangkan, apa yang akan terjadi ketika orang
yang salah diagnosa dan menganggap memiliki kulit berminyak menggunakan pembersih yang seperti itu. Akibatnya… kulitnya akan semakin kering. Apakah Anda tahu tidak, kalo kulit kering menjadi salah satu pemicu timbulnya kerutan alias penuaan dini? Ih…. Gak mau kan?! Menjadi kelihatan cepat tua gara-gara salah memakai pembersih… Bukan hanya dalam hal perawatan wajah saja, memilih make-up pun harus
memperhatikan jenis kulit lo… pernahkah Anda melihat orang yang make-up- nya menggumpal-gumpak di wajah atau yang mengkilat, kelihat berminyak sekali. Sehingga orang tersebut tampak belepotan, tidak rapi, dan kelihatan jorok? Kemungkinan… orang tersebut salah memilih make-up. Entah itu untuk pelembabnya, alas bedak atau bahkan keduanya. Mungkin, kulitnya berminyak, lalu memakai krim pelembab dan alas bedak yang berbentuk compact/cake (padat). Padahal, kedua make-up (krim pelembab dan alas
bedak padat tersebut) masuk zona merah bagi kulit berminyak. Karena kedua bahan tersebut banyak mengandung minyak. Nah… itu baru dua “bencana” yang diakibatkan karena salah diagnosa. Contoh
yang saya sebutkan itu adalah contoh yang paling gampang. Dan masih buanyak lagi “bencana” yang bisa ditimbulkannya. Itu baru dari kesalah memilih produk kosmetik saja lo… belum tentang perawatan dan lain
sebaginya. Memang sih… ada sebagian orang yang merasa yakin memiliki kulit dengan suatu jenis tertentu. Karena ciri-ciri fisiknya sangat jelas, seperti kulitnya berminyak sekali, berarti kemungkinan dia memiliki jenis kulit yang berminyak. Tetapi apakah Anda sudah yakin benar? Lalu bagaimana kalo salah?
Masih binging?
Bagi yang masih bingung…. Ikuti saya! Dan bagi yang sudah yakin, gak ada salahnya kan… memastikannya lagi. Sekarang… coba lakukan tes kecil untuk mengetahui bagaimana jenis kulit Anda yang sebenarnya.
Anda siap??

 Pertama, basahi dulu wajah Anda dengan air,
 Diamkan selama 1 sampa 2 jam, tanpa menggunakan produk kecantikan apapun,
 Lanjutkan dengan menekannya pada bagian kening, hidung, dagu, dan pipi menggunakan tisu, n lihat hasilnya… 

Bila tidak ada berkas minyak di kulit, berarti Anda memiliki kulit wajah normal.

•  Bila permukaan wajah meninggalkan berkas berminyak, berarti Anda memiliki kulit wajah berminyak.
• Bila terdapat serpihan kulit yang terbawa tisu, berarti Anda memiliki kulit wajah kering. Perlu diingat, bila kulit tetap kering meski telah diberi pelembab, ada kemungkinan kulit mengalami peradangan atau infeksi.Lebih baik konsultasikan pada dokter spesialis kulit.

• Bila beberapa bagian kulit wajah di daerah T (kening, hidung, dan dagu) terdapat berkas minyak, berarti Anda memiliki kulit wajah kombinasi kering-berminyak.

Bagaimana dengan punya Anda? Semoga tes kecil tersebut bisa memberi pencerahan baru kepada Anda. Selamat mencoba dan temukan kecantikanmu dengan perawatan, produk, dan make-up yang tepat.

disadur : paketcantik.com