{"id":6744,"date":"2016-07-12T05:49:37","date_gmt":"2016-07-12T05:49:37","guid":{"rendered":"http:\/\/dosenkapal.com\/?p=6744"},"modified":"2016-07-12T05:49:37","modified_gmt":"2016-07-12T05:49:37","slug":"marine-pollution-marpol","status":"publish","type":"post","link":"https:\/\/notes.its.ac.id\/sholikhan_\/2016\/07\/12\/marine-pollution-marpol\/","title":{"rendered":"Marine Pollution (MARPOL)"},"content":{"rendered":"

Latar Belakang<\/strong><\/h2>\n
    \n
  1. KECELAKAAN KAPAL TORREY CANYON LEPAS PANTAI (1968) :\u00a0KONFERENSI TENTANG MARINE POLLUTION DIADAKAN PADA\u00a0TANGGAL 8 OKTOBER S\/D 2 NOPEMBER 1973 OLEH ORGANISASI\u00a0MARITIM INTERNASIONAL MEMBAHAS TENTANG PELAPORAN\u00a0KECEELAKAAN YANG MENYANGKUT ZAT BERBAHAYA MENGHASILKAN\u00a0PROTOKOL I DAN PROTOKOL II<\/li>\n
  2. KECELAKAAN KAPAL AMOCO CADIZ LEPAS PANTAU UK (1977) : PADA\u00a0TGL 6 S\/D 17 PEBRUARI 1978 IMO MENGADAKAN KONFERENSI\u00a0TENTANG TANKER SAFETY AND POLLUTION PREVENTION (TSPP)\u00a0MENYEMPURNAKAN HASIL KONFERENSI SEBELUMNYA SEHINGGA\u00a0MULAI SAAT ITU KONVENSI MARPOL 73\/78<\/li>\n<\/ol>\n

    <\/p>\n

    Isi Marpol<\/h2>\n

    ANNEX I : PERATURAN PENCEGAHAN PENCEMARAN MINYAK DARI KAPAL
    \nANNEX II : PERATURAN UNTUK KONTROL PENCEMARAN BAHAN\u00a0BERBAHAYA BERACUN DALAM BENTUK CURAH
    \nANNEX III : PERATURAN PENCEGAHAN PENCEMARAN BAHAN BERBAHAYA\u00a0BERACUN YANG DIANGKUT DALAM KEMASAN
    \nANNEX IV : PERATURAN UNTUK PENCEGAHAN PENCEMARAN TINJA DARI\u00a0KAPAL
    \nANNEX V : PERATURAN UNTUK PENCEGAHAN PENCEMARAN SAMPAH\u00a0DARI KAPAL
    \nANNEX VI : PERATURAN UNTUK PENCEGAHAN UDARA DARI KAPAL<\/p>\n

    STATUS MARPOL 73\/78<\/h2>\n

    ANNEX I 2 OCTOBER 1983
    \nANNEX II 2 OCTOBER 1983
    \nANNEX III 1 JULY 1992
    \nANNEX IV 27 SEPTEMBER\u00a02003
    \nANNEX V 31 DECEMBER 1998
    \nANNEX VI 19 MAY 2005<\/p>\n

    Annex I: Regulations for the\u00a0Prevention of Pollution by Oil
    \nCovers prevention of pollution by oil\u00a0from operational measures as well as\u00a0from accidental discharges.<\/h3>\n

    IMPACT OF ANNEX I ON\u00a0DESIGN<\/p>\n

      \n
    • sludge tanks of adequate capacity with regard to the type of machinery and length of\u00a0voyage<\/li>\n
    • oil fuel tanks protection against collision\/grounding (i.e. double hull) for ships with an\u00a0aggregate oil fuel capacity of 600 m\u00b3, delivered on or after 1 August 2010. A max.\u00a0capacity limit of m\u00b3 per oil fuel tank is 2,500\u00b3.<\/li>\n
    • \u00a0All ships \u2265400 GT must be fitted with oil filtering equipment . (Oily Water Separator)\u00a0producing an effluent with oil content <15ppm. Ships \u2265 10000 GT shall be fitted with\u00a0oil filtering equipment(15ppm) with alarm and automatic stopping device.<\/li>\n
    • \u00a0Oily Water Separators (OWS) and Oil Content Meters (OCM)(bilge alarms) shall\u00a0be approved as per IMO resolutions: A.393(X), MEPC.60 (33) or since 01.01.2005\u00a0MEPC.107(49) which states that:<\/li>\n
    • OWS to be tested also with a stable emulsion<\/li>\n
    • OCM to include a recording function for date, time, alarm and operating status. All\u00a0records to be stored for 18 months<\/li>\n<\/ul>\n

      Every crude oil tanker \u2265 20,000 dwt and every product carrier \u2265 30,000 dwt\u00a0delivered after 1 June 1982, are required to be equipped with the\u00a0segregated ballast tanks providing a measure of protection against oil\u00a0outflow in the event of grounding or collision. Every oil tanker \u2265 5,000 dwt\u00a0delivered on or after 6 July 1996 shall be fitted with double hulls. Oil\u00a0tankers \u2265 150 GT shall be equipped with Oil Discharge Monitoring\u00a0Equipment (ODME).<\/p>\n

      CERTIFICATES & DOCUMENTS<\/strong><\/p>\n

      Oil Pollution Prevention Certificate (including the Record of Construction and Equipment\u00a0(Form A or B)
      \n\u2022 Statement of compliance for Condition Assessment Scheme (Tankers only)\u00a0Type of Approval Certificates:
      \n\u2022 Oily Water Separator
      \n\u2022 15 PPM Alarm
      \n\u2022 Oil Discharge Monitoring and Control System\u00a0(Tankers Only)
      \n\u2022 Oil\/Water Interface Detector (Tanker Only)<\/p>\n

      Documents<\/strong>
      \nAll ships:
      \n\u2022 Oil Record Book (Part 1)
      \n\u2022 SOPEP *
      \nTanker specific (Marpol Annex I):
      \n\u2022 Oil Discharge Monitoring and Control System\u2013 ODME Manual\u00a0(recordings from ODME equipment to be kept onboard for at least 3 years)
      \n\u2022 Crude oil Washing Manual*, if applicable
      \n\u2022 Oil Record Book (part 2)
      \n\u2022 Access to shore based damage stability and residual strength\u00a0Calculations
      \n\u2022 Dedicated Clean Ballast Tank Operation Manual
      \n\u2022 Damage Stability Approval
      \n\u2022 Vapour Emission Control System Procedure (Manual)<\/p>\n

      CRIME & PENALTY FOCUS<\/strong><\/p>\n

      U.S. Regulation summary:<\/p>\n

        \n
      • \u2022Over $200 million dollars in criminal fines since 1998 as well as : restitution,\u00a0community service and probation with court supervised environmental\u00a0compliance programs.<\/li>\n
      • Personal punishment : 17 years of imprisonment since 1998 for senior\u00a0shipboard officers and engineers.<\/li>\n<\/ul>\n

        CRIMES
        \n\u2022 Crimes committed for financial motive.
        \n\u2022 Deliberate crimes omitting pollution prevention equipment
        \n\u2022 Cost saving, easiest & quickest method of performing task
        \n\u2022 Discharges made at night, hiding of bypass equipment, use of dispersants,\u00a0tricking of OCM, falsification of Oil Record Book and Tank Sounding Log,\u00a0etc.
        \n\u2022 Faking of vessel records to mislead port\u00a0authorities.
        \n\u2022 Most cases involve circumventing of justice\u00a0(destruction of evidence, alteration of documents,\u00a0providing false witness, committing perjury).<\/p>\n

        ANNEX II:NOXIOUS LIQUID\u00a0SUBSTANCES IN BULK<\/h3>\n

        CATEGORIZATION OF NOXIOUS LIQUID\u00a0SUBSTANCES AND OTHER\u00a0SUBSTANCES<\/p>\n

          \n
        • \uf06eCategory X: Noxious Liquid Substances which, if discharged into the sea from\u00a0tank cleaning or de-ballasting operations, are deemed to present a major hazard\u00a0to either marine resources or human health and, therefore, justify the prohibition\u00a0of the discharge into the marine environment;<\/li>\n
        • Category Y: Noxious Liquid Substances which, if discharged into the sea from\u00a0tank cleaning or de-ballasting operations, are deemed to present a hazard to\u00a0either marine resources or human health or cause harm to amenities or other\u00a0legitimate uses of the sea and therefore justify a limitation on the quality and\u00a0quantity of the discharge into the marine environment<\/li>\n
        • Category Z: Noxious Liquid Substances which, if discharged into the sea from\u00a0tank cleaning or de-ballasting operations, are deemed to present a minor hazard\u00a0to either marine resources or human health and therefore justify less stringent\u00a0restrictions on the quality and quantity of the discharge into the marine\u00a0environment; and<\/li>\n
        • \u00a0Other Substances: substances which have been evaluated and found to fall\u00a0outside Category X, Y or Z because they are considered to present no harm to\u00a0marine resources, human health, amenities or other legitimate uses of the sea\u00a0when discharged into the sea from tank cleaning of deballasting operations.<\/li>\n<\/ul>\n

          SHIP TYPES AS PER THE IMO<\/p>\n

          The International Code for the Construction and Equipment of Ships Carrying\u00a0Dangerous Chemicals in Bulk IBC Code (Ch- 17&18) provides detailed standards\u00a0for the construction and equipment of three types of chemical tankers (Types 1, 2\u00a0and 3)<\/p>\n

            \n
          • IMO Ship Type 1 is a chemical tanker intended for the transportation of products\u00a0considered to present the greatest overall hazard. The quantity of cargo required\u00a0to be carried in a Type 1 ship should not exceed 1,250 m3 in any one tank.<\/li>\n
          • IMO Ship Type 2 is intended to transport products with appreciably severe\u00a0environmental and safety hazards which require significant preventive measures\u00a0to preclude escape of such cargo. The quantity of cargo required to be carried in\u00a0Type 2 ship should not exceed 3000 m3 in any one tank.<\/li>\n
          • IMO Ship Type 3 is a chemical tanker intended to transport products with\u00a0sufficiently severe environmental and safety hazards. These products require a\u00a0moderate degree of containment to increase survival capability in a damaged\u00a0condition. There is no filling restriction for chemicals assigned to Ship Type 3.<\/li>\n<\/ul>\n

            CARGO TANK LOCATION<\/p>\n

            Cargo tanks shall be located at the following distances inboard:<\/p>\n

              \n
            1. \u00a0Type 1 ships: from the side shell plating, not less than the transverse extent\u00a0of damage specified in 2.5.1.1.2, (B\/5 or 11.5m whichever is less), and from the\u00a0molded line of the bottom shell plating at centerline, not less than the vertical\u00a0extent of damage specified in 2.5.1.2.3, (B\/15 or 6 m whichever is less), and\u00a0nowhere less than 760 mm from the shell plating. This requirement does not\u00a0apply to the tanks for diluted slops arising from tank washing.<\/li>\n
            2. \u00a0Type 2 ships: from the molded line of the bottom shell plating at centerline,\u00a0not less than the vertical extent of damage specified in 2.5.1.2.3, (B\/15 or 6 m\u00a0which ever is less), and nowhere less than 760 mm from the shell plating. This\u00a0requirement does not apply to the tanks for diluted slops arising from tank\u00a0washing.<\/li>\n
            3. \u00a0Type 3 ships: no requirement”<\/li>\n<\/ol>\n

              OPERATIONAL REQUIREMENTS<\/p>\n

                \n
              • Ships constructed before 1 July 1986 shall be provided with a pumping and\u00a0piping arrangement to ensure that each tank certified for the carriage of\u00a0substances in Category X or Y does not retain a quantity of residue in\u00a0excess of 300 litres\u00a0in the tank and its associated piping and that each tank certified for the\u00a0carriage of substances in Category Z does not retain a quantity of residue in\u00a0excess of 900 litres in the tank and its associated piping. A performance test\u00a0shall be required to be carried out.\u00a0Every ship constructed on or after 1 July 1986 but before 1 January 2007\u00a0shall be provided with a pumping and piping arrangement to ensure that\u00a0each tank certified for the carriage of substances in Category X or Y does not\u00a0retain a quantity of residue in excess of 100 litres in the tank and its\u00a0associated piping and that each tank certified for the carriage of substances\u00a0in Category Z does not retain a quantity of residue in excess of 300 litres in\u00a0the tank and its associated piping.<\/li>\n
              • \u00a0Every ship constructed on or after 1 January 2007 shall be provided with a\u00a0pumping and piping arrangement to ensure that each tank certified for the\u00a0carriage of substances in Category X, Y or Z does not retain a quantity of\u00a0residue in excess of 75 litres in the tank and its associated piping.\u00a0After 1 January 2007, the stripping performance requirements will apply to all\u00a0tankers holding a Certificate of Fitness (CoF).<\/li>\n<\/ul>\n

                Annex III: Prevention of Pollution by Harmful\u00a0Substances Carried by Sea in Packaged Form [1]<\/h3>\n

                Contains general requirements for\u00a0the issuing of detailed standards on\u00a0packing, marking, labelling,\u00a0documentation, stowage, quantity\u00a0limitations, exceptions and\u00a0notifications.
                \nFor the purpose of this Annexure,\u00a0\u201charmful substances\u201d are those\u00a0substances which are identified as\u00a0marine pollutants in the as per IMDG\u00a0code or which meet the other\u00a0specified criteria.<\/p>\n

                  \n
                • \u2022 Rule does not apply to ship stores and\u00a0equipment.[3]<\/li>\n
                • \u2022 Packaging containing small quantities of\u00a0harmful substances may be exempted from\u00a0marking.<\/li>\n
                • \u2022 Certain harmful substances have constraints\u00a0with regard to quantity carried onboard.<\/li>\n
                • \u2022 Harmful substances shall be properly stowed\u00a0and secured so as to minimize the danger to\u00a0the environment also while ensuring safety of\u00a0life onboard the vessel. The safety of life is\u00a0taken care of by the SOLAS and the MLC.<\/li>\n
                • \u2022 Packaging of these harmful substances should\u00a0provide correct technical names and leave no\u00a0ambiguity in the mind of the user. Marine\u00a0pollutants should be indicated very specifically.\u00a0[3]<\/li>\n
                • \u2022 Proper analysis of effects of harmful\u00a0substances are to be taken into account\u00a0(chemical, physical or biological) while\u00a0regulating the washing of leakages overboard,\u00a0especially considering the effects on crew.<\/li>\n
                • \u2022 Harmful substances can only be jettisoned\u00a0when it is necessary for the safety of life\u00a0onboard.<\/li>\n<\/ul>\n

                  Annex IV: Prevention of Pollution by Sewage\u00a0from Ships [1]<\/h3>\n
                    \n
                  • \u2022 Governments are responsible for\u00a0providing adequate reception facilities
                    \nat ports, but the ship should be capable\u00a0of stowing the sewage waste (sewage
                    \nholding tank) until the time comes for\u00a0proper disposal.[3]<\/li>\n
                  • \u2022 Also proper sewage treatment facilities\u00a0onboard are mandatory if sewage has to\u00a0be jettisoned.<\/li>\n
                  • \u2022 Discharge pipelines to have proper\u00a0discharge connections and valves.<\/li>\n
                  • \u2022 Holding tanks are to be built to the\u00a0satisfaction of the Government and the\u00a0Classification Society concerned and\u00a0should be designed based on\u00a0endurance, crew capacity, mode of\u00a0operation etc.[3]<\/li>\n
                  • \u2022 Same as packaged harmful substances,\u00a0discharge of sewage is allowed\u00a0anywhere subject to the condition that\u00a0safety of life is at stake in the event of\u00a0some disaster.<\/li>\n<\/ul>\n

                    Annex V: Prevention of Pollution by Garbage from\u00a0Ships (entered into force 31 December 1988)<\/h3>\n

                    Garbage means all kinds of\u00a0victual, domestic and\u00a0operational waste excluding
                    \nfresh fish and parts thereof,\u00a0generated during the\u00a0normal operation of the ship\u00a0and liable to be disposed of\u00a0continuously or periodically\u00a0except those substances\u00a0which are defined or listed\u00a0in other Annexes to the\u00a0present Convention\u201d<\/p>\n

                    PROCESSING OF GARBAGE
                    \n\u2022 Ships may be provided with onboard incinerators,\u00a0compactors, comminuters or other equipment for\u00a0garbage processing
                    \n\u2022 Advantages of such facilities:
                    \n\u2022 disposal of certain garbage possible at sea
                    \n\u2022 onboard storage space reduction
                    \n\u2022 helpful in unloading garbage at a port
                    \n\u2022 -allowing absorption of some types of garbage<\/p>\n

                    \u2022 All disposal of garbage must be consistent with MARPOL 73\/78
                    \nRegulations.
                    \n\u2022 All processed and unprocessed garbage shall be:
                    \n– stored in tight, good condition, securely covered containers so\u00a0that no\u00a0garbage is released into the environment. (also required by Port\u00a0Health\u00a0\u00a0and Agriculture Authorities in many countries from a health and\u00a0disease\u00a0control point of view)
                    \n– landed to reception facilities ashore and the Master shall ensure\u00a0\u00a0that all local regulations are adhered to
                    \n– processed according to the vessel\u2019s local agent requirements\u00a0such as segregation, cleanliness of garbage and disposal\u00a0\u00a0containers \/ transportation bag<\/p>\n

                    Annex V: Regulations for the Prevention\u00a0of Air Pollution from Ships<\/h3>\n

                    Emission Gases from Ships
                    \nOxides of Nitrogen (NOx) \u2013 create Ozone and smog
                    \nSulphur Oxides (SOx) \u2013 create acidification
                    \nCarbon Dioxide (CO2) \u2013 is a GHG
                    \nCarbon Monoxide (CO)- is s very toxic gas
                    \nHydrocarbons (HC) \u2013 gas, soot and some particulates
                    \nThe concentration of the differing exhaust gases is variable\u00a0according to the
                    \n\u2022 engine type,
                    \n\u2022 engine settings and
                    \n\u2022 fuel type.<\/p>\n

                     <\/p>\n

                    There are 19 Regulations but the following\u00a0Regulations will impact Vessel operation for\u00a0\u00a0ALL VESSELS ABOVE 400 grt
                    \n\u2022-Regulation 12 \u2013 Ozone Depleting Substances<\/strong><\/p>\n

                    \u2022 \u201cDeliberate\u201d Emissions of Ozone Depleting\u00a0Substances (HFCs) are prohibited
                    \n\u2022 New installations can only use HCFCs\u00a0(hydrochlorofluorocarbons) until 1st Jan 2020.
                    \n\u2022 These substances, when removed from ships,\u00a0must be delivered to reception facilities
                    \n\u2022 -Regulation 13 \u2013 NOx emissions<\/strong><\/p>\n

                      \n
                    • Regulation applies to engines > 130 kW and\u00a0not to engines used solely for<\/li>\n
                    • \u00a0the purpose of emergencies, related to the\u00a0emissions from the engines. The<\/li>\n
                    • \u00a0manufacturer would provide a technical\u00a0manual for the engines specifying the<\/li>\n
                    • settings in order to comply with the\u00a0regulations.<\/li>\n
                    • \u00a0NOx emissions are controlled by Tier I, II & III<\/li>\n<\/ul>\n

                      Regulation 14 \u2013 Sulphur Oxide emissions<\/strong><\/p>\n

                      \u2022 Regulation applies to engines > 130 kW and\u00a0not to engines used solely for
                      \n\u25cf the purpose of emergencies, related to the\u00a0emissions from the engines. The
                      \n\u25cf manufacturer would provide a technical\u00a0manual for the engines specifying the
                      \n\u25cf settings in order to comply with the\u00a0regulations.
                      \n\u25cf NOx emissions are controlled by Tier I, II & III
                      \n\u2022 -Regulation 15 \u2013 VOC emissions<\/strong><\/p>\n

                      \u25cf A tanker carrying crude shall have and implement
                      \n\u25cf onboard a VOC management plan. The plan should\u00a0provide
                      \n\u25cf Written procedures for minimising VOC emissions\u00a0during loading, sea passage\u00a0and discharging
                      \n\u25cf Consideration given to additional VOC generated\u00a0during COW
                      \n\u25cf Identify person responsible for implementing the plan
                      \n\u25cf Be written in the working language of foreign going\u00a0ships
                      \n\u2022 -Regulation 16 \u2013 Shipboard Incinerators<\/strong><\/p>\n

                      \u25cf Incineration of the following items are not\u00a0allowed-
                      \n\u25cf Residues of cargo subject to annex I, II & III
                      \n\u25cf Polychlorinated biphenyls (PCB)
                      \n\u25cf Garbage having traces of heavy metals
                      \n\u25cf Refined petroleum products containing\u00a0halogen compounds
                      \n\u25cf Sewage sludge and sludge oil not generated\u00a0onboard
                      \n\u25cf Exhaust gas cleaning systems
                      \n\u2022 -Regulation 18 \u2013 Fuel Oil Quality control<\/strong><\/p>\n

                      \u2022 -\u201cFuel oil shall be blends of hydrocarbons derived from\u00a0petroleum refining\u201d
                      \n\u2022 -\u201cFuel oil shall be free from inorganic acid\u201d
                      \n\u2022 -\u201cFuel oil shall not include any added substance or\u00a0chemical waste which either:
                      \n\u2022 – Jeopardises the safety of ships or adversely\u00a0affects the performance of the machinery, or
                      \n\u2022 -Is harmful to personnel, or\u00a0\u00a0\u201cContributes overall to additional air\u00a0pollution\u201d<\/p>\n

                      Refference<\/p>\n

                        \n
                      1. International Convention for the\u00a0Prevention of Pollution from Ships\u00a0(MARPOL 73\/78) PRACTICAL\u00a0GUIDE (2015)<\/li>\n
                      2. \u2018PREVENTION OF MARINE\u00a0LITTER POLLUUNDER IMO\u00a0CONVENTI\u2019-1st NOWPAP Workshop\u00a0on Marine Litter Incheon, Republic\u00a0of Korea (2006)<\/li>\n
                      3. http:\/\/www.marpoltraining.com\/\u00a0\u2013 Annexures I-VI; their application,\u00a0considerations in design and\u00a0management.<\/li>\n
                      4. Presentasi dari BKI<\/li>\n<\/ol>\n

                         <\/p>\n","protected":false},"excerpt":{"rendered":"

                        Latar Belakang KECELAKAAN KAPAL TORREY CANYON LEPAS PANTAI (1968) :\u00a0KONFERENSI TENTANG MARINE POLLUTION DIADAKAN PADA\u00a0TANGGAL 8 OKTOBER S\/D 2 NOPEMBER 1973 OLEH ORGANISASI\u00a0MARITIM INTERNASIONAL MEMBAHAS TENTANG PELAPORAN\u00a0KECEELAKAAN YANG MENYANGKUT ZAT BERBAHAYA MENGHASILKAN\u00a0PROTOKOL I DAN PROTOKOL II KECELAKAAN KAPAL AMOCO CADIZ LEPAS PANTAU UK (1977) : PADA\u00a0TGL 6 S\/D 17 PEBRUARI 1978 IMO MENGADAKAN KONFERENSI\u00a0TENTANG TANKER … <\/p>\n","protected":false},"author":104,"featured_media":6815,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[2],"tags":[129,130,131],"class_list":["post-6744","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-kapal","tag-marine-pollution","tag-marpol","tag-marpol-7378"],"_links":{"self":[{"href":"https:\/\/notes.its.ac.id\/sholikhan_\/wp-json\/wp\/v2\/posts\/6744","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/notes.its.ac.id\/sholikhan_\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/notes.its.ac.id\/sholikhan_\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/notes.its.ac.id\/sholikhan_\/wp-json\/wp\/v2\/users\/104"}],"replies":[{"embeddable":true,"href":"https:\/\/notes.its.ac.id\/sholikhan_\/wp-json\/wp\/v2\/comments?post=6744"}],"version-history":[{"count":0,"href":"https:\/\/notes.its.ac.id\/sholikhan_\/wp-json\/wp\/v2\/posts\/6744\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/notes.its.ac.id\/sholikhan_\/wp-json\/"}],"wp:attachment":[{"href":"https:\/\/notes.its.ac.id\/sholikhan_\/wp-json\/wp\/v2\/media?parent=6744"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/notes.its.ac.id\/sholikhan_\/wp-json\/wp\/v2\/categories?post=6744"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/notes.its.ac.id\/sholikhan_\/wp-json\/wp\/v2\/tags?post=6744"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}