tag:blogger.com,1999:blog-28865556250017545772024-03-25T02:49:47.912+05:30 Marine EngineeringPlease consider us Donating to keep this site alive thank youMarine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.comBlogger282125tag:blogger.com,1999:blog-2886555625001754577.post-766638138166127192021-10-29T10:00:00.001+05:302021-10-29T10:00:00.234+05:30Chronology for Sulzer RT-fl ex engines<p><span style="font-size: large;"> </span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: large;"><a href="https://1.bp.blogspot.com/-rHlIsSzP9F8/YXq3NrtMyyI/AAAAAAAAKE4/GtcLOHfdsHoMX8gxKRof_6Q-6z7RIL1IACLcBGAsYHQ/s1152/Screenshot%2B2021-10-28%2B201320.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="847" data-original-width="1152" height="470" src="https://1.bp.blogspot.com/-rHlIsSzP9F8/YXq3NrtMyyI/AAAAAAAAKE4/GtcLOHfdsHoMX8gxKRof_6Q-6z7RIL1IACLcBGAsYHQ/w640-h470/Screenshot%2B2021-10-28%2B201320.png" width="640" /></a></span></div><span style="font-size: large;"><br /></span><p></p><p><span style="font-size: large;"><br /></span></p><p><span style="font-size: large;">1981: First tests with electronically-controlled </span><span style="font-size: x-large;">fuel injection on a Sulzer low-speed engine, </span><span style="font-size: x-large;">using individual, hydraulically-operated </span><span style="font-size: x-large;">fuel injection pumps.</span></p><p><span style="font-size: large;">1990 Mar: World’s first multi-cylinder electronically controlled </span><span style="font-size: x-large;">uniflow two-stroke engine is </span><span style="font-size: x-large;">started on the Winterthur test bed. Tested </span><span style="font-size: x-large;">until 1995.</span></p><p><span style="font-size: large;">1993: Project started to develop the Sulze </span><span style="font-size: x-large;">RT-fl ex common- rail system.</span></p><p><span style="font-size: large;">1996: Component testing began for the Sulzer </span><span style="font-size: x-large;">RT-flex common-rail system.</span></p><p><span style="font-size: large;">1998 Jun: Starting of the first Sulzer RT-flex fullscale </span><span style="font-size: x-large;">engine on the Winterthur test bed. </span><span style="font-size: x-large;">Sulzer 4RTA58T-B research engine.</span></p><p><span style="font-size: large;">2000 Feb: Order for the first series-built Sulzer </span><span style="font-size: x-large;">RT-flex engine.</span></p><p><span style="font-size: large;">2001 Jan: Official shop test of the first series-built </span><span style="font-size: x-large;">Sulzer RT-fl ex engine, the 6RT-fl ex58T-B </span><span style="font-size: x-large;">at Hyundai H.I. in Korea.</span></p><p><span style="font-size: large;">2001 Sep: First RT-flex engine entered service. Sea </span><span style="font-size: x-large;">trials of the bulk carrier Gypsum Centennial </span><span style="font-size: x-large;">with a Sulzer 6RT-fl ex58T-B engine, </span><span style="font-size: x-large;">of 11,275 kW.</span></p><p><span style="font-size: large;">2002 Oct: Official shop test of the first Sulzer RT-fl ex60C engine, at Wartsila's Trieste </span><span style="font-size: x-large;">factory in Italy.</span></p><p><span style="font-size: large;">2003 Jan: Official shop test of Sulzer 7RT-fl ex60C at </span><span style="font-size: x-large;">Hyundai H.I. in Korea.</span></p><p><span style="font-size: large;">2003 Jan: Sulzer RT-flex96C and RT-flex84T-D </span><span style="font-size: x-large;">engine types announced.</span></p><p><span style="font-size: large;">2003 Mar: Sulzer RT-flex50 engine type announced.</span></p><p><span style="font-size: large;">2003 Mar: Official shop test of first Japanese-built </span><span style="font-size: x-large;">RT-flex engine, a Sulzer 6RT-fl ex58T-B at </span><span style="font-size: x-large;">Diesel United Ltd.</span></p><p><span style="font-size: large;">2003 Aug: Aframax tanker Sea Lady entered service in </span><span style="font-size: x-large;">Japan with Sulzer 6RT-fl ex58T-B</span></p><p><span style="font-size: large;">2003 Nov: Multi-purpose carrier Wladyslaw Orkan </span><span style="font-size: x-large;">entered service in China with Sulzer </span><span style="font-size: x-large;">7RT-fl ex60C.</span></p><p><span style="font-size: large;">2003 Nov: Reefer Carmel Ecofresh entered service in Portugal with Sulzer 7RT-fl ex60C.</span></p><p><span style="font-size: large;">2004 Jan: Sulzer RT-fl ex68T-B engine type </span><span style="font-size: x-large;">announced.</span></p><p><span style="font-size: large;">2004 Feb: Multi-purpose carrier Chipolbrok Sun </span><span style="font-size: x-large;">entered service in China with Sulzer </span><span style="font-size: x-large;">7RT-fl ex60C.</span></p><p><span style="font-size: large;">2004 Feb: Reefer Carmel Bio-Top entered service in </span><span style="font-size: x-large;">Portugal with Sulzer 7RT-fl ex60C.</span></p><p><span style="font-size: large;">2004 Mar: Confirmed orders for RT-flex engines </span><span style="font-size: x-large;">reach 100.</span></p><p><span style="font-size: large;">2004 Apr: Official shop test of first RT-flex96C </span><span style="font-size: x-large;">engine, an 8RT-flex 96C at HSD Engine </span><span style="font-size: x-large;">Co Ltd in Korea.</span></p><p><span style="font-size: large;">2004 May: Multi-purpose carrier Chipolbrok Moon </span><span style="font-size: x-large;">entered service in China with Sulzer </span><span style="font-size: x-large;">7RT-fl ex60C.</span></p><p><span style="font-size: large;">2004 May: Containership Safmarine Cameroun </span><span style="font-size: x-large;">entered service in Germany with Sulzer </span><span style="font-size: x-large;">9RT-fl ex60C.</span></p><p><span style="font-size: large;">2004 Jun: Official shop test of world’s largest </span><span style="font-size: x-large;">common-rail engine, a Sulzer </span><span style="font-size: x-large;">12RT-fl ex96C engine of 68,640 kW at </span><span style="font-size: x-large;">Diesel United Ltd in Japan.</span></p>Marine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.com0tag:blogger.com,1999:blog-2886555625001754577.post-8834733225030229792021-10-28T19:46:00.007+05:302021-10-28T19:46:55.531+05:30Catalyst Fins (cat fines)<div><br /></div><div class="separator" style="clear: both; text-align: center;"><a href="https://1.bp.blogspot.com/-OfX7lSHm7Kw/YXo9V0Uy79I/AAAAAAAAKEQ/z71QjVy8XsgyS7WQHRT8fU1yaR2sb3JJACLcBGAsYHQ/s722/Screenshot%2B2021-10-28%2B113330.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="722" data-original-width="502" height="640" src="https://1.bp.blogspot.com/-OfX7lSHm7Kw/YXo9V0Uy79I/AAAAAAAAKEQ/z71QjVy8XsgyS7WQHRT8fU1yaR2sb3JJACLcBGAsYHQ/w444-h640/Screenshot%2B2021-10-28%2B113330.png" width="444" /></a></div><br /><div><br /></div><span style="font-size: large;">Catalyst fins (cat fines) are often found in heavy fuel oils. They are a common cause of high piston ring and cylinder liner wear in low speed engines. If fuel containing cat fins is bunkered, they must be removed before reaches the engine. Cat fins are found by an analysis of the aluminum (Al) and silicon (Si) content of the fuel oil. An aluminum and silicon of up to 15mg/kg is tolerable after treatment at engine inlet.</span><div><span style="font-size: large;"><br /></span></div><div><u><span style="font-size: large;">EFFECTS OF CATALYST FINS:</span></u></div><div><span style="font-size: large;">Sudden emergence of excessive piston ring and cylinder liner wear in low speed engine on all cylinder is often caused by cat fines in the fuel oil. The presence of cat fines can be recognized by erosion on the spill valve stem of the fuel pump and by the numerous particles found embedded in the graphite flakes of the running surfaces on microscopic examination of rings and liner replicas. Cat fines primarily cause three body abrasion of ring and liner, but some are retained in the graphite flakes of the metal surface and these continue to abrade the running partners for a long time after they have entered the engine. When the running surface of an older liner is examined microscopically it is often possible to find a few cat fines trapped in the surface structure and worn down level with the surface. Cat fines are the hard abrasive particles 5 to 50 microns in size. The particles of 10 to 20 microns are the most dangerous, as they are most readily caught in the oil film and in the fine graphite structure of rings and liner. Smaller particles tend not to cause wear and larger particles are not easily held in the oil film.</span></div><div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">The main problem caused by cat fines is ring and liner wear. But if the fuel oil is heavily contaminated with cat fines then there can be problems on all exposed surfaces:</span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">Fuel pumps Seizure, wear (if particles size equals clearance between barrel & plunger)</span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">Fuel injection valves Seizure, wear, on nozzle holes and needle seat</span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">Piston rod & Excessive wear, excessive supply of piston rod stuffing box oil to piston rod stuffing boxes </span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;"><br /></span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://1.bp.blogspot.com/-PTcTcM2g0Q0/YXo-gS4pPsI/AAAAAAAAKEo/FTEiIuJ7HOgWvvhRaAhbtuEW2ZXJayR3QCLcBGAsYHQ/s577/Screenshot%2B2021-10-28%2B113226.png" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><span style="font-size: large;"><img border="0" data-original-height="577" data-original-width="393" height="400" src="https://1.bp.blogspot.com/-PTcTcM2g0Q0/YXo-gS4pPsI/AAAAAAAAKEo/FTEiIuJ7HOgWvvhRaAhbtuEW2ZXJayR3QCLcBGAsYHQ/w273-h400/Screenshot%2B2021-10-28%2B113226.png" width="273" /></span></a><a href="https://1.bp.blogspot.com/-m8_TrIdinoo/YXo-gqX0z7I/AAAAAAAAKEs/1mdKAICzfnID7Sfz3NSF3olq0txGjd3eACLcBGAsYHQ/s580/Screenshot%2B2021-10-28%2B113253.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: large;"><img border="0" data-original-height="580" data-original-width="460" height="400" src="https://1.bp.blogspot.com/-m8_TrIdinoo/YXo-gqX0z7I/AAAAAAAAKEs/1mdKAICzfnID7Sfz3NSF3olq0txGjd3eACLcBGAsYHQ/w318-h400/Screenshot%2B2021-10-28%2B113253.png" width="318" /></span></a></div><span style="font-size: large;"><br /></span><div><span style="font-size: large;"><br /></span></div><div class="separator" style="clear: both; text-align: center;"><span style="font-size: large;"> </span></div><div><span style="font-size: large;">A cylinder liner surface which has been roughened by cat fines is more susceptible to corrosive</span></div><div><span style="font-size: large;">wear, and the combination of cat fines and corrosive wear can be very severe. The wear profile</span></div><div><span style="font-size: large;">of a cylinder liner damaged by cat fines shows high wear and sometimes a wear maximum in the upper mid-stroke region.</span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;"><br /></span></div><div><u><span style="font-size: large;">ANALYSING FOR CATALYST FINES:</span></u></div><div><span style="font-size: large;"><br /></span></div><div><u><span style="font-size: large;">Standard Test Methods:</span></u></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">The presence of cat fines in fuel is determined by burning the fuel and roasting the ash at 550°C. The ash is then dissolved in very strong acid and the solution analysed for the two elements aluminium and silicon, which are constituents of cat fines (ISO 10478:1994). Other less common tests include measuring the quantity of centrifuge sediment and microscopic examination of the sediment.</span></div></div><div><span style="font-size: large;"><br /></span></div><div><div><u><span style="font-size: large;">Why Catalyst Fines are not always found:</span></u></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">Cat fines that are present in the fuel are sometimes not detected because of the problems of taking and analyzing representative samples:</span></div><div><span style="font-size: large;"><br /></span></div><div><ul style="text-align: left;"><li><span style="font-size: large;">The fuel oil sample is not always representative of the complete fuel oil bunker. Cat fines are not uniformly distributed in the fuel. They can settle out or be resuspended.</span></li><li><span style="font-size: large;">Aluminium and silicon content should not be measured directly, without firstly ashing the fuel oil, then roasting and dissolving the ash. . </span></li><li><span style="font-size: large;">In the laboratory a one liter fuel oil sample is heated to 50 to 60°C and stirred for 5 minutes before a smaller sample is removed for analysis. If this preparation is neglected or insufficient, cat fines which have settled to the bottom are not found in the smaller sample.</span></li></ul></div><div><span style="font-size: large;"><br /></span></div><div><u><span style="font-size: large;">Field Observations:</span></u></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">In one case a large reduction in cat fines was observed during fuel storage, most likely because</span></div><div><span style="font-size: large;">the cat fines had settled out Another time cat fines were found after storage where before there</span></div><div><span style="font-size: large;">had been none. Cat fines, at levels that are not apparent in the fuel analysis, can accumulate in</span></div><div><span style="font-size: large;">the tanks from successive deliveries. During heavy weather they will be churned up. It is usually</span></div><div><span style="font-size: large;">not possible to take samples from the bottom of the tank</span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">In another case a small but definite increase in liner wear was observed, when the content of cat fines in the fuel increased but stayed within the specification.</span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">On more than one occasion when an engine was found to have suffered extreme wear due to cat fines in the fuel oil, filter blocking or an increase in automatic filter back flashing had been recorded. The filter usually had a mesh site which was larger than the average size of the cat fine particles</span></div><div><span style="font-size: large;"><br /></span></div><div><u><span style="font-size: large;">The Density Method: </span></u></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">A statistic of density plotted against aluminium plus silicon content showed that the combined</span></div><div><span style="font-size: large;">aluminium and silicon content only exceeds 10 mg/Kg when the fuel density is greater than</span></div><div><span style="font-size: large;">0.96 g/ml. High density does not indicate cat fines, but it seems that the risk of finding them is</span></div><div><span style="font-size: large;">greater. Heavy fuel oil is a mixture of various products of petroleum refining and the</span></div><div><span style="font-size: large;">components which contain cat fines tend to have a higher density.</span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;"><br /></span></div><div><u><span style="font-size: large;">ACTION TO TAKE WHEN CATALYST FINES ARE PRESENT:</span></u></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">Cat fines are more common in some areas of the world than in others. If a vessel generally</span></div><div><span style="font-size: large;">receives fuel free from cat fines, les monitoring is required. But if cat fines are likely to be</span></div><div><span style="font-size: large;">present, then it is important to analyse the fuel oil more often, even more than once per bunker,</span></div><div><span style="font-size: large;">and to regularly clean out storage and settling tanks</span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">The bunker supplier should be informed when cat fines are found in the fuel which they supply. We do not recommend exceeding the normal cylinder lube oil feed rate much, as a measure to counteract cat lines. A certain flushing effect is possible, but it is probably not very effective and other problems can occur if the lube oil feed rate is too high. An increase of approximately 20%is tolerable.</span></div></div><div><span style="font-size: large;"><br /></span></div><div><div><span style="font-size: large;">After the engine has been damaged by cat fines in the fuel oil, piston rings with cat fines embedded in them must be replaced and liners should be honed to remove the cat fines and hard brittle layers caused by excessive wear. Otherwise damage will continue even if the fuel no longer contains cat fines. Using a microscope it is possible to examine the rings and liners to decide what action should be taken. </span></div><div><span style="font-size: large;"><br /></span></div><div><u><span style="font-size: large;">Water:</span></u></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">Cat fines are highly hydrophilic and if water is present they are incorporated into water droplets. When the water is separated the cat fines are also removed. The density of fresh water is similar to that of high density fuel at the separation temperature. If water, in particular fresh water, cannot be removed in the fuel oil separator then the cat fines will also not be removed. When the fuel oil is stirred, water is mixed in. It forms an emulsion and becomes more difficult to separate. A decanter upstream from the separator hinders cat fine removal because of the stirring effect. For the same reason the centrifuge should be as close as possible to the setting tank.</span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">The presence in the fuel oil of used automotive lubricating oil containing strong detergents is thought to cause water to emulsify, making cat fine removal more difficult. Treating fuel containing emulsified water with a demulsifying fuel additive can improve cat fine removal. The separation efficiency of water is improved when water is removed from the fuel by evaporation or distillation. This is not beneficial for the removal of cat fines. The water in the fuel is needed in the separator to assist the removal of cat fines.</span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">FUEL OIL TREATMENT ARRANGEMENT</span></div><div><span style="font-size: large;"><br /></span></div><div><u><span style="font-size: large;">Arrangement of Separators:</span></u></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">For the correct arrangement of separators refer to the manufacturer's instruction. A separation efficiency of minimum 80% should be achieved, ie. 80% by weight of the impurities removed. If separators with gravity discs are used, two separators must operate in parallel with approximately 15% of the nominal volume flow rate. The best efficiency would be achieved with two parallel purifiers feeding one clarifier (8%). Most of the separation is achieved in the purifiers (70 to 80%), the clarifier giving the "final polish".</span></div><div><span style="font-size: large;"><br /></span></div><div><u><span style="font-size: large;">Separation Efficiency:</span></u></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">Cat fines are removed by centrifuging the fuel oil. The separator is not equally efficient for all sizes of cat fine particles; one theoretical calculation gave an efficiency minimum at a diameter of 9 microns. The smallest particle that is removed in the centrifuge is a function of density difference, viscosity (temperature dependent) and flow rate. This is theoretically and also for cat fines experimentally approximately 5 microns, which means that the smallest particles are neither removed by a centrifuge nor by a 5 micron filter.</span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">The cat fines of diameter less than 10 microns are the most difficult to remove. The fuel reaching the engine should not contain more than 15 mg/Kg aluminium plus silicon. The cat fines remaining in the fuel after fuel treatment should consist mainly of these smaller particles</span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">All cat fines of diameter greater than 10 microns must be removed in the separator.</span></div></div><div><span style="font-size: large;"><br /></span></div><div><div><span style="font-size: large;">The effective removal of cat fines is often lower than the calculated theoretical efficiency. The theoretical calculation assumes solid spherical particles and uses an estimated density. The most dangerous cat fines resemble fractured hollow balls. The effective density depends on whether the pores are filled with water or fuel and therefore the estimated density is not always correct.</span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;"><br /></span></div><div><u><span style="font-size: large;">Filters:</span></u></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">Cat fines are removed from the fuel oil in the separator and not in the filter. The standard fuel oil filter of size maximum 50 microns is not intended to protect the engine against cat fines. When the separator is functioning correctly no further protection is required. Secondary back flush filter(s) with a 10 micron mesh is/are used to protect the engine from serious damage if for some reason the separator has not removed all the cat fines from the fuel. In addition such a filter is a good indication of the separator efficiency. If there is reason to suspect that the fuel oil contains cat fines, the backflush from the filter should be transferred to the sludge tank and disposed of.</span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">The most reliable way to avoid problems with cat fines completely is to use a 5 micron fine filter at the engine inlet (a tertiary filter). However we do not recommend using a filter this fine because they are easily blocked e.g. by asphaltene particles, particularly if the fuel stability is low. Some engine owners use fuel homogenisers in combination with a 5 micron fine filter to prevent the filter from blocking.</span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;"><br /></span></div><div><u><span style="font-size: large;">SIZE, SHAPE, COMPOSITION AND USES:</span></u></div><div><span style="font-size: large;"><br /></span></div><div><u><span style="font-size: large;">Use of Catalyst in Oil Refining:</span></u></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">Catalytic cracking is used by the majority of refineries. The high density cat bottoms or catalytic cracking fractionator bottoms are blended to residual components to reduce the viscosity. The high aromaticity of the bottoms increases the ability of heavy fuel fuel oil to dissolve asphaltenes and thus reduces the risk of incompatibility.</span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">If the fluidized catalytic cracking (FCC) operates correctly then the catalyst is recovered. The catalyst is expensive and is not intended to be a waste product.</span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">In recent years catalysts have been further developed. There is a trend towards harder catalysts, which is good for the refinery, but not good for the diesel engine.</span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;"><br /></span></div><div><u><span style="font-size: large;">Size and Shape:</span></u></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">The catalyst in oil refining is very hard porous round particles. The catalysis takes place on the surface of the particle. The particles must have the largest possible surface area to volume ratio, be light enough to be easily transported and have a high crush strength.</span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">The mean particle size of fresh catalyst is 70 microns (range 20 to 150 microns) and 75% of the particles are larger than 25 microns. But the size is reduced during circulation in the refinery and by the time the catalyst particle reaches the fuel oil as cat fines the average size has dropped to less than 20 microns (range 3 to 42 microns). The largest particle size in fuel oil depends on the settling history of the fuel.</span></div></div><div><span style="font-size: large;"><br /></span></div><div><div><u><span style="font-size: large;">Composition:</span></u></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;">In the past catalyst was made from pure silica (SiO₂) or alumina (Al2O3). Now materials such as faujosite, which is broadly similar to porcelain, are used. These materials contain not only aluminium and silicon, but also smaller amounts of sodium, calcium, magnesium, potassium, etc. The content of cat fines in heavy fuel oil by weight is 3 to 15 times that of aluminium. A good approximation is that the amount of catalyst by weight is twice the combined content of aluminium and silicon.</span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;"><br /></span></div><div><span style="font-size: large;"><br /></span></div><div><br /></div></div>Marine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.com0tag:blogger.com,1999:blog-2886555625001754577.post-11869557608020712692021-10-27T11:23:00.002+05:302021-10-27T11:23:15.715+05:30Why Common Rail is Used? Advantages?<p> </p><div class="separator" style="clear: both; text-align: center;"><a href="https://1.bp.blogspot.com/-aLear7f2MTg/YXjpD5k6pRI/AAAAAAAAKEE/UHlOwQsU4CsUW8LG7OHCZSTIflx-V2jGgCLcBGAsYHQ/s2048/323925c2f8ea29111b479d9ab71f0e8c.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1536" data-original-width="2048" height="480" src="https://1.bp.blogspot.com/-aLear7f2MTg/YXjpD5k6pRI/AAAAAAAAKEE/UHlOwQsU4CsUW8LG7OHCZSTIflx-V2jGgCLcBGAsYHQ/w640-h480/323925c2f8ea29111b479d9ab71f0e8c.jpg" width="640" /></a></div><br /><p></p><p><br /></p><p></p><ul style="text-align: left;"><li><span style="font-size: large;">Drastic smoke reduction at part load</span></li><li><span style="font-size: large;">Possibilities to reduce torsional vibration</span></li><li><span style="font-size: large;">Reduced fuel consumption at part load</span></li><li><span style="font-size: large;">Possibilities to reduce emissions</span></li><li><span style="font-size: large;">Lower minimum engine speed</span></li><li><span style="font-size: large;">Better maneuverability</span></li><li><span style="font-size: large;">Easy engine de-rating</span></li><li><span style="font-size: large;">Individual tunings</span></li><li><span style="font-size: large;">High precision on related systems (Cyl. Lub)</span></li></ul><p></p>Marine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.com0tag:blogger.com,1999:blog-2886555625001754577.post-34045758195006180572020-05-18T12:07:00.006+05:302020-05-18T12:07:11.204+05:30Secondary NOx Reduction Measures<font size="4"><br /><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://1.bp.blogspot.com/-4NehXsw_tUs/XsDeq6kyFWI/AAAAAAAAI-Q/Jn9E2YozxKcLrZjrVjEK2UT4ow3vLEn-ACK4BGAsYHg/unnamed.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="434" data-original-width="512" height="339" src="https://1.bp.blogspot.com/-4NehXsw_tUs/XsDeq6kyFWI/AAAAAAAAI-Q/Jn9E2YozxKcLrZjrVjEK2UT4ow3vLEn-ACK4BGAsYHg/w400-h339/unnamed.jpg" width="400" /></a></div></font><font size="4">These are measures designed to remove NOx from the exhaust gas by downstream cleaning technique. The most common secondary measures are –<br /><ol style="text-align: left;"><li><font size="4"><b><u>SCR ( Selective catalytic reduction)</u></b>:- In this system the exhaust gas is mixed with ammonia before passing through a layer of special catalyst at a temperature between 300 deg Celsius to 450 deg Celsius. The NOx is reduced to gaseous and harmless by-products of water and nitrogen.</font></li><li><font size="4"><b><u>SNCR( Selective non-catalytic reduction)</u></b>:- In case of SNCR, the reaction between ammonia and NOx takes place in a gaseous phase in a temperature window of between 800 and 900 deg Celsius. The most effective method of NOx reduction is a secondary measure. </font></li></ol></font><span style="font-size: large;">The advantages are:-</span><font size="4"><br /><ul style="text-align: left;"><li><font size="4">Secondary measures reduce NOx in case of SCR of up to 80- 95% and in case of SNCR 30-50%. Whereas primary measures average Nox reduction is up to 25- 35%.</font></li><li><font size="4">Possible side effects of primary measures are lower overall energy efficiency, increased carbon mono-oxide, and soot formation and hydrocarbon emission, corrosion due to reducing atmosphere, increase in unburnt carbon in fly ash. So, this directly affects the combustion process and some measures can also damage the engine components.</font></li><li><font size="4">cThe secondary measures do not affect the engine component and combustion process.</font></li></ul><br /><br /><b><u>Scavenge Air Moisturizing & Exhaust Gas Recirculation for ME</u></b><br />For both scavenge air moisturizing (SAM) systems and the exhaust gas recirculation (EGR) system, the NOx reducing effect is achieved by reducing the local maximum combustion temperatures in the combustion chamber. </font><div><div> <a href="https://1.bp.blogspot.com/-QnIwkC6sUn0/XsDeqCr0DbI/AAAAAAAAI-M/NqiMdycRNoQsvNj7wUoiaVcHWQGMjPPEACK4BGAsYHg/SAM.PNG" imageanchor="1" style="font-size: large; margin-left: 1em; margin-right: 1em; text-align: center;"><img border="0" data-original-height="436" data-original-width="850" height="205" src="https://1.bp.blogspot.com/-QnIwkC6sUn0/XsDeqCr0DbI/AAAAAAAAI-M/NqiMdycRNoQsvNj7wUoiaVcHWQGMjPPEACK4BGAsYHg/w400-h205/SAM.PNG" width="400" /></a></div><div><font size="4"><b><u>Scavenge Air Moisturizing:</u></b><br />One temperature-lowering technique, called Scavenge Air Moisturizing (SAM) by MAN and known generally as Humid Air Motor technology, is to increase the moisture content of intake air. SAM uses seawater to cool and humidify air coming out of the intake compressor, and then uses fresh water to remove the salt from the system before it can damage the engine. The system requires specially-shaped components, special materials and auxiliary machinery systems for handling the humidification water, all run by a programmable logic controller.<br />The SAM system has a seawater injection stage, where a surplus of seawater is injected for saturation and cooling of the hot air from the compressor. The seawater stage will provide a near 100% humidification of the scavenge air and supply all of the water for humidification.<br />The freshwater stages 1 and 2 will be near temperature neutral to the scavenge air and create a small freshwater production depending on the operation parameters chosen. The freshwater stages only act as cleaning stages for removal of any salt which may pass with the air from the seawater stage. A continuous accumulation of salt in the freshwater stages would eventually cause the salt content to reach an unacceptably high level. This is counteracted by cooling the saturated air with the air cooler and generating some extra<br />freshwater for stage 2. The extra freshwater is then sent upstream on the tank side of the SAM system. Thereby the content of salt in the freshwater stages can be controlled<br /><br /><br /><u><b>Exhaust gas recirculation:</b></u><br />When a small percentage of exhaust gas is introduced into the combustion air, the oxygen purity of the combustion air is reduced leading to lower NOx emissions. </font></div><div> <a href="https://1.bp.blogspot.com/-htAcuekTy3c/XsDepAUlzlI/AAAAAAAAI-I/YJAyPDaknQ4PmZEeslUBALFRWIWIggKLACK4BGAsYHg/EGR.PNG" imageanchor="1" style="font-size: large; margin-left: 1em; margin-right: 1em; text-align: center;"><img border="0" data-original-height="469" data-original-width="855" height="220" src="https://1.bp.blogspot.com/-htAcuekTy3c/XsDepAUlzlI/AAAAAAAAI-I/YJAyPDaknQ4PmZEeslUBALFRWIWIggKLACK4BGAsYHg/w400-h220/EGR.PNG" width="400" /></a><font size="4"><br />Primarily marine diesel operates on residual fuel that contains sulfur. Products of combustion, therefore, contain corrosive gases that require to be taken into account while designing an EGR system. Furthermore, marine diesel being turbocharged engines, the scavenge pressure is higher than the exhaust pressure.<br />This requires an additional exhaust blower. This system is an effective means of NOx reduction. With a 20% EGR NOx reduction is in the order of 50% with very little fuel consumption penalty.</font></div></div>Marine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.com0tag:blogger.com,1999:blog-2886555625001754577.post-66047747335286501942020-05-17T11:53:00.001+05:302020-05-17T11:56:28.780+05:30Primary NOx Reducing Measures<font size="4"><div class="separator" style="clear: both; text-align: center;"><a href="https://1.bp.blogspot.com/-VZdQlsjNvUw/XsDYGq-h7FI/AAAAAAAAI9M/SFKPERuxOU8p8pkjjol7ztoqKGHfp4nlwCK4BGAsYHg/scr-technology.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="465" data-original-width="620" height="300" src="https://1.bp.blogspot.com/-VZdQlsjNvUw/XsDYGq-h7FI/AAAAAAAAI9M/SFKPERuxOU8p8pkjjol7ztoqKGHfp4nlwCK4BGAsYHg/w400-h300/scr-technology.jpg" width="400" /></a></div>These are measures aimed at reducing the amount of NOx formed during combustion by optimizing engine parameters with respect to emission. Some of the methods are listed below –<br /><b><u>A. Water addition:-</u></b><br /><ol style="text-align: left;"><li><font size="4">Direct water injection:- Greater heat capacity is utilized to reduce high peak temperatures as the water evaporates immediately upon injection. Rapid evaporation of injected water also helps to create a homogeneous fuel-air mixture.</font></li><li><font size="4">Emulsified fuel or fuel-water emulsion:- It is favored by some manufacturer claiming a clear reduction in NOx emission at low cost with no significant design changes.</font></li></ol><b><u>B. Altered fuel injection:-</u></b><br /><ol style="text-align: left;"><li><font size="4">Delayed fuel injection:- Retarded fuel injection timing retards the </font>combustion process. Nitrogen oxide formation occurs later and with lower concentration.</li><li><font size="4">Common rail control:- It has proven to be a very effective way in combating </font>NOx reduction techniques.</li><li><font size="4">NOx optimized fuel spray pattern:- Different fuel nozzle types and model </font>injection also has an influence.</li></ol><b><u>C. Combustion air treatment:-</u></b><br /><ol style="text-align: left;"><li><font size="4">Exhaust gas circulation:- This is one method of adding dilutants to intake air, reducing the burned gas temperature for any given mass of fuel and oxygen. But it is more practical for engines burning cleaner fuel such as low sulphur and low ash fuel.</font></li><li><font size="4">Humidifying the scavenge air:- Injection of very fine water after the turbocharger using special nozzles. The fine water droplets evaporate fast and further heat is introduced in the air cooler and humidifies the combustion air. The drawback is too much humidity can be harmful to the cylinder condition.</font></li><li><font size="4">Reducing the amount of scavenge air, and hence reducing the amount of excess oxygen available for conversion to nitrogen oxide.</font></li><li><font size="4">Water-cooled rest gas:- In an electronically controlled exhaust valve timing, it is quite easy to leave some of the exhaust gas in the cylinder. This obviously has a negative impact on engine performance, however, this can be dramatically reduced by cooling the rest gas with a water spray, in which case the rest gas accounts for some of the NOx reduction and the water spray for the rest.</font></li></ol></font>Marine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.com6tag:blogger.com,1999:blog-2886555625001754577.post-35498826202778837732020-05-15T09:11:00.000+05:302020-05-15T09:11:14.878+05:30Differentiate between third party liability and contractual liability. When may the ship seek to limit his liability? List the persons entitled to limit liability and claims entrusted.<font size="4"><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://1.bp.blogspot.com/-DCBf3UIyWPo/Xr4O3KPE6yI/AAAAAAAAI8k/SPY6K3xopnI6cR0G_gg_6nqud1czLA-pACK4BGAsYHg/Marine-Insurance.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="508" data-original-width="800" height="254" src="https://1.bp.blogspot.com/-DCBf3UIyWPo/Xr4O3KPE6yI/AAAAAAAAI8k/SPY6K3xopnI6cR0G_gg_6nqud1czLA-pACK4BGAsYHg/w400-h254/Marine-Insurance.jpg" width="400" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;"><br /></td></tr></tbody></table>An insurance policy is a contract. The insured is referred to as the first party to the contract. The insurer i.e. the insurance company is who issues the contract is the second party. A stranger to the contract who makes a claim against the insured is known as the third party.<br /><br /></font><div><font size="4"><b><u>Third-party liabilities:</u></b><br /><ol style="text-align: left;"><li><font size="4">It is an obligation to compensate another person harmed or injured or suffered a loss due to negligence or mistake or wrongful act of first party.</font></li><li><font size="4">Third-party liabilities are those liabilities which are caused to any other persons or his property not included in any contract.</font></li><li><font size="4">The contract takes place between two parties hence any third person not a member of this contract is a third party or person.</font></li><li><font size="4">When the insured – first party causes a loss then the second party assumes the insured liability up to the policy limit.</font></li><li><font size="4">Examples of third party liabilities are collision, third party injury or death claim, oil pollution liability, cargo claim, crew claim, unrecoverable general average contribution etc.</font></li><li><font size="4">When the agreement is signed by the parties, they agree on certain conditions and goals written in the agreement. They also get certain liability towards each other for successful achievement of the goals. But by any reason a third party gets affected, then liability towards the third party is called third party liability. E.g. compensation required to pay the affected coast during oil pollution becomes third party liability.</font></li><li><font size="4">There is no such agreement between shipowner and coast, but coast gets affected due to pollution. So, shipowner takes P&I insurance cover with respect to third party liability during ship operation.</font></li><li><font size="4">For each defined peril there is a fixed premium. More cover means more premium required by the parties.</font></li><li><font size="4">There is no mandatory requirement for the party to take any type of policy except Liabilities for pollution damage. Rest is left to the shipowner and cargo owner or any other party involved in the maritime adventure to take cover for various liabilities and bear themselves.</font></li></ol><br /></font></div><div><font size="4"><b><u>Contractual liability:</u></b><br /><ol style="text-align: left;"><li><font size="4">During any agreement, both parties agree for certain terms and conditions for achieving particular goals and interests. So some liabilities are set towards achieving goals. As the agreement is signed by them, the liabilities are called contractual liability.</font></li><li><font size="4">Contractual liabilities for a shipowner are those by which he winds himself under some contract with the second party.</font></li><li><font size="4">This form of agreement where one party takes on the liability of another by contract is commonly termed as “Holder harmless” or indemnity agreement. Contractual liability is the express liability namely charter party, bill of lading, cargo insurance, contractual salvage, charterer agreement, storage e.t.c.</font></li><li><font size="4">Here the liability is documented for a specific occasion and specific time. Contractual liability claim settlement takes place in a judiciary, arbitration, tribunal as in agreement.</font></li><li><font size="4">Shipowner takes the following types of contract:</font></li></ol></font></div><blockquote style="border: none; margin: 0px 0px 0px 40px; padding: 0px; text-align: left;"><div><font size="4">a. With employee</font></div><div><font size="4">b. With flag state administration for safe operation, to comply with national /international regulations/conventions.</font></div><div><font size="4">c. Contract with cargo owner</font></div><div><font size="4">d. Contract with salver or tug owner</font></div><div><font size="4">e. Contract with class and his fees and survey</font></div><div><font size="4">f. Repair contract etc.</font></div></blockquote><div><font size="4"><br /></font></div><div><font size="4">The following are some typical contracts that a shipowner undertakes and Shipowner may limit his liability covering:-<br />i. Contract with employees: undertakes that he will provide the safe plant, equipment and safe environment and their due care, hence he would like to limit the liabilities with regards to<br /></font></div><blockquote style="border: none; margin: 0px 0px 0px 40px; padding: 0px; text-align: left;"><div><font size="4">a) Their medical expenses</font></div><div><font size="4">b) Compensations to be paid in case of injury or death</font></div><div><font size="4">c) Breaches to any thing intentionally or unintentionally caused by his employees which could land him in trouble.</font></div></blockquote><div><font size="4">ii. Contract with flag State administration: He registers his vessel under flag state administration, hence he undertakes the responsibility for safe operation and compliances with relevant conventions rules and regulations. Hence he will like to limit his liabilities with regards to<br /></font></div><blockquote style="border: none; margin: 0px 0px 0px 40px; padding: 0px; text-align: left;"><div><font size="4">a) Any breaches caused by the ship</font></div><div><font size="4">b) Any fines imposed for non-compliance with regards to documents or violation of rules & regulations</font></div><div><font size="4">c) Oil pollution caused in their territory</font></div><div><font size="4">d) Other expenses involved in landing people and stoways.</font></div><div><font size="4">e) Expenses occurred for rendering those states service to ship and its complements</font></div></blockquote><div><font size="4">iii. Contract with local agents and agency: He himself land up in this contract in order to meet local requirements at port of call. He takes their service, which a ship requires at port of call. He would like to limit his liabilities with regards to<br /></font></div><blockquote style="border: none; margin: 0px 0px 0px 40px; padding: 0px; text-align: left;"><div><font size="4">a) Agency fees</font></div><div><font size="4">b) Claims by agents</font></div><div><font size="4">c) Claim arises when agent breaches the contract</font></div><div><font size="4">d) Any dame injury caused to their personnel</font></div></blockquote><div><font size="4">iv. Contract with salver or tug hire: These services are required by a ship owner during a port of call to assist their ship and during distress when the ship looses its main propulsion plants. Hence he would like to limit his liabilities with regard to<br /></font></div><blockquote style="border: none; margin: 0px 0px 0px 40px; padding: 0px; text-align: left;"><div><font size="4">a) The hire rate</font></div><div><font size="4">b) Damage cause3d to the tug and their personnel</font></div><div><font size="4">c) Salver‘s award</font></div><div><font size="4">d) Any other claims made by salver in rendering his service</font></div></blockquote><div><font size="4">v. Contract with stevedores and workshops: In case the ship requires shore personnel services then ship owner land up in these service contracts and would like to limit his liabilities with regards to<br /></font></div><blockquote style="border: none; margin: 0px 0px 0px 40px; padding: 0px; text-align: left;"><div><font size="4">a) Their hire rate</font></div><div><font size="4">b) Injury medical expenses etc</font></div><div><font size="4">c) Damage or loss to their equipments</font></div><div><font size="4">d) Any other claims placed by them</font></div></blockquote><div><font size="4">vi. Contract with the cargo owner (shipper): He undertakes this ―contract of carriage that will carry the goods in a manner received to the agreed destination within the agreed time frame. During such contracts, he would like to limit his liabilities with regards to<br /></font></div><blockquote style="border: none; margin: 0px 0px 0px 40px; padding: 0px; text-align: left;"><div><font size="4">a) Loss/ leakage/ damaged caused due the negligence of his employees</font></div><div><font size="4">b) Losses caused to the cargo owner due to delay</font></div><div><font size="4">c) Losses caused to the cargo owner due to delivering the cargo other than agreed destination</font></div><div><font size="4">d) Any other claim made by cargo owner in this regard. i.e, damage/ loss/</font></div><div><font size="4">delay to cargo during the duration when it was under the custody of ship</font></div><div><font size="4">owner.</font></div></blockquote><div><font size="4">6. The shipowner makes a contract with others such as class, charterer, pilotage, repair contract etc. In all the cases he will limit his liabilities. Apart from these he has to take care of himself. i.e,<br /></font></div><blockquote style="border: none; margin: 0px 0px 0px 40px; padding: 0px; text-align: left;"><div><font size="4">a) Damaged caused to his own ship</font></div><div><font size="4">b) Total or constructive total loss of his vessel</font></div><div><font size="4">c) Freight not paid.</font></div></blockquote><div><font size="4"><br /></font></div>Marine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.com1tag:blogger.com,1999:blog-2886555625001754577.post-85712959347033335942020-04-05T13:54:00.000+05:302020-04-05T13:54:01.791+05:30Illustrate the provision kept towards establishing procedures for identification and testing of "critical" equipment under ISM Code. How the list of critical equipment and systems are made and on what factors are they dependent?<div dir="ltr" style="text-align: left;" trbidi="on">
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<span style="font-weight: normal;">1. A new chapter management for the safe operation of ships was added to SOLAS and the amendments introducing the new chapter IX entered into force on 1st July 1998. The chapter made mandatory the International Safety Management Code which established the following objectives:<br /><ul style="text-align: left;">
<li><span style="font-weight: normal;">to provide for safe practices in ship operation and a safe working </span>environment</li>
<li><span style="font-weight: normal;">to establish safeguards against all identified risks</span></li>
<li><span style="font-weight: normal;">to continuously improve safety management skills of personnel, including preparing for emergencies</span></li>
</ul>
</span></h2>
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<span style="font-weight: normal;">2. Critical equipment/system is that, the sudden failure of which may result in a hazardous situation. These are the equipments, whose failure can cause an accident or result in a hazardous situation, thereby causing injury to personnel or loss of life or damage to the marine environment or property.</span></h2>
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<span style="font-weight: normal;">3. As per, Element 10.3 of the ISM code, It is the responsibility of the company to establish procedures in the Safety Management System to identity such systems and/or equipments. The company should establish procedures in its safety management system to identify equipment and technical system, the sudden operational failure of which may result in hazardous situation. The SMS should provide for specific measures aimed at promoting the reliability<br />of such equipment or systems. These measures should include the regular testing of standby arrangements or equipment or technical systems that are not in continuous use. The Safety Management System must, with respect to critical technical system/equipments:<br /><ul style="text-align: left;">
<li><span style="font-weight: normal;">Have procedures to identify them</span></li>
<li><span style="font-weight: normal;">Have procedures to ensure their tests and functional reliability</span></li>
<li><span style="font-weight: normal;">Have procedures to establish and use alternative arrangements on sudden failure</span></li>
<li><span style="font-weight: normal;">Have procedures to test stand by equipment</span></li>
<li><span style="font-weight: normal;">Have procedure to ensure that single failure does not cause of Critical‘ ship functions‘ that could lead to an accident</span></li>
<li><span style="font-weight: normal;">Have procedures to ensure that system/equipment inactive for some time is tested regularly and prior to conducting critical operations.</span></li>
</ul>
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<span style="font-weight: normal;">4. As per Element 7‘ of the ISM Code, ‘ the company must establish procedures for the preparation of plans and instructions including checklists if any for key shipboard operations related to the safety of the ship and the prevention of pollution.</span></h2>
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<span style="font-weight: normal;">5. It is recognized that all equipments are important for the proper operation of the vessel. If most of the equipments on board the ship are considered as critical, the usefulness of the actual critical equipments becomes limited.</span></h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;">6. The risk assessment and root cause analysis of various past accidents, near-miss/ hazardous occurrence methods have been adopted for identifying the critical equipment and the list made to meet ISM Code criteria and limited to safety and environmental protection.</span></h2>
<h2 style="text-align: left;">
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<span style="font-weight: normal;">7. Hence, in combination with Element 10‘ the following shipboard<br />operations/items are subjected to inspection and test:<br /><ul style="text-align: left;">
<li><span style="font-weight: normal;">Securing watertight integrity</span></li>
<li><span style="font-weight: normal;">Navigation safety, including corrections to charts and publications</span></li>
<li><span style="font-weight: normal;">Oil transfer operations</span></li>
<li><span style="font-weight: normal;">Maintenance operations related to</span></li>
<li><span style="font-weight: normal;">Hull and superstructure steelwork</span></li>
<li><span style="font-weight: normal;">Safety, fire-fighting, life-saving equipment</span></li>
<li><span style="font-weight: normal;">Navigation equipment</span></li>
<li><span style="font-weight: normal;">Steering gear</span></li>
<li><span style="font-weight: normal;">Anchoring and mooring gear</span></li>
<li><span style="font-weight: normal;">Main engine and auxiliary engine</span></li>
<li><span style="font-weight: normal;">Pipelines and values</span></li>
<li><span style="font-weight: normal;">Cargo handling equipment</span></li>
<li><span style="font-weight: normal;">I.G. System</span></li>
<li><span style="font-weight: normal;">Electrical installations</span></li>
<li><span style="font-weight: normal;">Fire detection and alarm system</span></li>
<li><span style="font-weight: normal;">Bunkering operations</span></li>
<li><span style="font-weight: normal;">Navigation in restricted visibility/high-density traffic area</span></li>
<li><span style="font-weight: normal;">Operation in heavy weather</span></li>
<li><span style="font-weight: normal;">Critical machinery system</span></li>
</ul>
</span></h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;">8. SHIPBOARD OPERATIONS can be categorized into:<br />(a) Normal Operations: Error becomes apparent, only after occurrence of a hazardous situation<br />(b) Critical Operations: Error directly leads to accident.<br />Critical Operations would include (but not limited to)<br /><ul style="text-align: left;">
<li><span style="font-weight: normal;">Navigation in restricted visibility</span></li>
<li><span style="font-weight: normal;">Navigation in high density traffic area</span></li>
<li><span style="font-weight: normal;">Navigation in restricted/narrow area</span></li>
<li><span style="font-weight: normal;">Heavy weather operations</span></li>
<li><span style="font-weight: normal;">Handling of hazardous cargo and noxious substances</span></li>
<li><span style="font-weight: normal;">Bunkering and oil transfer operation at sea</span></li>
<li><span style="font-weight: normal;">Cargo operations on Gas/Oil/Chemical tankers</span></li>
</ul>
</span></h2>
</div>
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Marine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.com2tag:blogger.com,1999:blog-2886555625001754577.post-33643914887249155102020-04-04T08:41:00.000+05:302020-04-04T08:41:04.650+05:30In an unfortunate incident of Main Engine Crank case explosion on your vessel, the main engine was badly damaged and two engine room personnel suffered serious injuries. Explain how you will present the vessel for subsequent inspections by P&I and H&M insurance companies with special emphasis on the records and documents required in each case to ensure that only genuine claims are honoured?<div dir="ltr" style="text-align: left;" trbidi="on">
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<h2 style="text-align: left;">
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<ol style="text-align: left;">
<li><span style="font-weight: normal;">In spite of taking all safety measures and following all correct procedures, sometimes unfortunate incidents do occur onboard a ship. These result in personal injuries and machinery damage.</span></li>
<li><span style="font-weight: normal;">After every incident, investigations take place and insurance claims are raised. The insurance underwriters appoint damage surveyors who come on board and do their investigation. In the process of doing it, they ask for all the relevant documents.</span></li>
<li><span style="font-weight: normal;">Suppose a main engine crankcase explosion has taken place on your ship in which the main engine was badly damaged and two engine room personnel suffered serious injuries.</span></li>
<li><span style="font-weight: normal;">Now, you will have to present your vessel for subsequent inspections by P&I and H&M insurance companies. We will see step by step what all should be done after the incidence:-</span></li>
</ol>
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<u><span style="color: purple;">a. Take care of persons injured:-</span></u><br /><span style="font-weight: normal;">Since persons are seriously injured, give them first aid and ask for medical advice from a rescue center. Give the information to the owner and charterer and seek their advice. If the vessel needs to divert and make an emergency port of call take permission from the owner and charterer. But since the main engine is also badly damaged the vessel will need emergency towing. Give notice to agent and P&I correspondent at the nearest port. They will arrange for the salvage </span><span style="font-weight: normal;">assistance. Enter in the port. Injured personnel to be transported to the hospital and later on, they can be repatriated. All the medical treatment given to the person should be chronologically documented in the medical book.</span><br /><span style="font-weight: normal;"><br /></span></h2>
<h2 style="text-align: left;">
<u><span style="color: purple;">b. Reporting of incidence to:-</span></u><br /><span style="font-weight: normal;">The incident should be reported to following without delay</span><br /><span style="font-weight: normal;">Administration, Owner, Class, P&I correspondent, H&M broker & MAS center</span><br /><span style="font-weight: normal;"><br /></span></h2>
<h2 style="text-align: left;">
<u><span style="color: purple;">c. Record keeping:-</span></u><br /><span style="font-weight: normal;">Time, date, place and cause of the injury should be recorded. The evidence should be preserved and a witness statement should be taken. Write down all the important medical conditions and drugs that were given to the person. The persons injured were wearing PPEs or not. Take the statement of injured personnel as soon as possible if they are in the position of giving one. The most important report in the case of personnel injuries is the Master’s report. It is important evidence to judge whether the injury is work-related or not. Photos </span><span style="font-weight: normal;">of sites and other evidence should be preserved.</span><br /><span style="font-weight: normal;"><br /></span></h2>
<h2 style="text-align: left;">
<u><span style="color: purple;">d. Necessary documents and records required to honor only genuine claims In the case of P&I surveyor following documents should be kept ready:-</span></u><br /><ol style="text-align: left;">
<li><span style="font-weight: normal;">Master statement of fact</span></li>
<li><span style="font-weight: normal;">Witness report</span></li>
<li><span style="font-weight: normal;">Injured person statement</span></li>
<li><span style="font-weight: normal;">Communication with the owners, managers, medical advisors and authorities.</span></li>
<li><span style="font-weight: normal;">Deviation report</span></li>
<li><span style="font-weight: normal;">Photos of the place of evidence</span></li>
<li><span style="font-weight: normal;">Medical report book relating to important medical conditions and all the drugs that were given to personnel</span></li>
<li><span style="font-weight: normal;">Evidence showing personnel wearing PPEs</span></li>
<li><span style="font-weight: normal;">Injured personnel familiarization with machinery form duly signed by him.</span></li>
<li><span style="font-weight: normal;">Safety instructions explained.</span></li>
</ol>
<span style="font-weight: normal;"><br /></span></h2>
<h2 style="text-align: left;">
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<u><span style="color: purple;">In case of H&M surveyor following documents should be kept ready:-</span></u><br /><ol style="text-align: left;">
<li><span style="font-weight: normal;">Chief engineer logbook and official logbook entry.</span></li>
<li><span style="font-weight: normal;">Master’s and chief engineer’s statement</span></li>
<li><span style="font-weight: normal;">Witness statement</span></li>
<li><span style="font-weight: normal;">Engine room crew statements</span></li>
<li><span style="font-weight: normal;">Main engine PMS records</span></li>
<li><span style="font-weight: normal;">Main engine bearings last renewal and evidence showing that only genuine bearings were used.</span></li>
<li><span style="font-weight: normal;">Main engine crankcase lubricating oil report</span></li>
<li><span style="font-weight: normal;">Engine parameters at the time of incidence ( from logbook or data logger)</span></li>
<li><span style="font-weight: normal;">Records showing last alarms and trips tried out ( from alarm logger)</span></li>
<li><span style="font-weight: normal;">Compliance with manufacturer or service letter received recently</span></li>
</ol>
<span style="font-weight: normal;"><br /></span></h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;">All the above documents will be required by the surveyor appointed by the H&M underwriter. After the survey, a damage survey report will be made. Now the main engine will be repaired. And after that claims will be settled. Depending upon the nature of insurance and the clauses inducted repairs can either be carried out by the owner and later the claims can be settled or repair tender can be </span><span style="font-weight: normal;">floated by H&M underwriter only and they can carry out the repairs.</span></h2>
</div>
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Marine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.com3tag:blogger.com,1999:blog-2886555625001754577.post-45882437106307723712020-04-02T10:45:00.000+05:302020-04-02T10:45:09.045+05:30What do you understand by unseaworthy vessel within the meaning of the MSA 1958 as amended? What according to you is the difference between unseaworthy and unsafe ship? What are the obligation of the owner to crew with respect seaworthiness?<div dir="ltr" style="text-align: left;" trbidi="on">
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<h2 style="text-align: left;">
<span style="font-weight: normal;">In the M.S. Act 1958 of India as amended the meaning of unseaworthy ship and unsafe ship is as follows:-</span></h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;">Under section 334 a ship is said to be unseaworthy </span><i><span style="color: #45818e;">"when the materials of which she is made, her construction, the qualification of the master, the number, description, and qualification of the crew including officers, the weight, description, and stowage of the cargo and ballast, the condition of her hull and equipment, boilers and machinery are not such as to render her in every respect fit for the proposed voyage or service."</span></i></h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;">Under section 336, an unsafe ship may be defined</span><i><span style="color: #cc0000;"> an unsafe ship, that is to say, is by reason of the defective condition of her hull, equipment or machinery, or by reason of overloading or improper loading, unfit to proceed to sea without serious danger to human life, having regard to the nature of service for which she is intended.</span></i></h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;">Now we will discuss the difference of unseaworthy ship and unsafe ship in detail. </span></h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;">First, we will see the unseaworthy ship:-<br /><ol style="text-align: left;">
<li><span style="font-weight: normal;">A ship is unseaworthy when the material which she is made and her construction and design is faulty and not as per laid down-regulation.</span></li>
<li><span style="font-weight: normal;">A ship is unseaworthy when its master, officers, and crew are not qualified and are not as per the safe manning of the ship.</span></li>
<li><span style="font-weight: normal;">Not having enough certificates according to the law make the ship unseaworthy.</span></li>
<li><span style="font-weight: normal;">A ship is said to be unseaworthy when the machinery or equipment is missing which should have been installed as per any regulation.</span></li>
<li><span style="font-weight: normal;">An unseaworthy ship poses a serious threat to human life.</span></li>
<li><span style="font-weight: normal;">A ship is said to be unseaworthy when its machinery or equipment is not able to perform its duties for the intended voyage.</span></li>
<li><span style="font-weight: normal;">Wrong weight, description, and stowage of cargo and ballast make the ship unseaworthy for the voyage.</span></li>
</ol>
</span></h2>
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<span style="font-weight: normal;">Now take the case of Unsafe ship:-<br /><ol style="text-align: left;">
<li><span style="font-weight: normal;">A ship is said to be unsafe when the hull and equipment are temporarily defective and the ship is unsafe for that proposed voyage.</span></li>
<li><span style="font-weight: normal;">A ship is said to be unsafe when its master, officers, and crew are qualified but do not follow the safe working practices.</span></li>
<li><span style="font-weight: normal;">Not maintaining the required provisions laid down in certificates can make the ship unsafe during the voyage.</span></li>
<li><span style="font-weight: normal;">A ship is said to be unsafe if the machinery or equipment is placed on board but found not working or the maintenance plan is not being followed.</span></li>
<li><span style="font-weight: normal;">An unsafe ship does not pose a serious threat to human life.</span></li>
<li><span style="font-weight: normal;">A ship is said to be unsafe when its machinery or equipment is operated wrongly at any instance by the ship's crew on the voyage.</span></li>
<li><span style="font-weight: normal;">Wrong procedure of ballasting, deballasting or negligence of crew towards stowage of cargo makes the ship unsafe any instance during the voyage.</span></li>
</ol>
</span></h2>
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<h2 style="text-align: left;">
<span style="font-weight: normal;">In a broad perspective or loosely we can say that unseaworthiness depends on design factors and physical factors. Also unseaworthy is a condition.<br />But ship becomes unsafe due to human factors. It is an act.<br />Obligation of owner to crew with respect to seaworthiness<br /><ol style="text-align: left;">
<li><span style="font-weight: normal;">In every contract of service, express or implied between the owner of an Indian ship and the master or any seaman thereof, and in every contract of apprenticeship whereby any person is bound to serve as an apprentice on board any such ship, there shall be implied, notwithstanding any agreement to the contrary, an obligation on the owner that such owner and the master, </span>and every agent charged with the loading of such ship or the preparing thereof for the sea, or the sending thereof to sea, shall use all reasonable means to ensure the seaworthiness of such ship for the voyage at the time when such voyage commences, and to keep her in a seaworthy state during the voyage.</li>
<li><span style="font-weight: normal;">For the purpose of seeing that the provisions of this section have been complied with, the Central Government may, either at the request of the owner or otherwise, arrange for a survey of the hull, equipment or machinery of any sea-going ship by a surveyor.</span></li>
</ol>
</span></h2>
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Marine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.com1tag:blogger.com,1999:blog-2886555625001754577.post-38281290816582605232020-04-01T10:11:00.000+05:302020-04-01T10:11:08.710+05:30Differentiate between annual, intermediate, renewal, damage and repair surveys?<div dir="ltr" style="text-align: left;" trbidi="on">
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<h2 style="text-align: left;">
<u><span style="color: purple;">Annual Survey :-</span></u><br /><ol style="font-weight: normal; text-align: left;">
<li><span style="font-weight: normal;">The purpose of the annual survey is to do the general inspection of items related to a particular certificate to ensure that they have been maintained and remain satisfactory for service for which the ship is intended</span></li>
<li><span style="font-weight: normal;">Annual surveys are to be carried out within a window from three months before to three months after each anniversary date.</span></li>
<li><span style="font-weight: normal;">It is carried out by a class surveyor. At the time of annual surveys, the ship is generally examined. The survey includes an inspection of the hull, equipment, and machinery of the ship and some witnessing of tests, so far as is necessary and practical in order to verify that, in the opinion of the attending surveyor(s) the ship is in a general condition which satisfies the Rule requirements.</span></li>
</ol>
</h2>
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<u><span style="color: purple;">Intermediate Survey :-</span></u><br /><ol style="font-weight: normal; text-align: left;">
<li><span style="font-weight: normal;">Intermediate survey is a survey including visual examinations, measurements, and testing as applicable, of the hull and equipment, machinery and systems, in order to confirm that the ship complies with the relevant rule requirements and is in satisfactorily maintained condition.</span></li>
<li><span style="font-weight: normal;">The required examinations, measurements, and testing shall be carried out before the intermediate survey is regarded as completed.</span></li>
<li><span style="font-weight: normal;">An intermediate survey is to be carried out within the window from three months before the second to three months after the third anniversary date.</span></li>
<li><span style="font-weight: normal;">The intermediate survey includes examinations and checks on the structure as specified in the Rules to verify that the vessel is in compliance with the applicable Rule requirements. The Rule criteria become more stringent with age.</span></li>
<li><span style="font-weight: normal;">According to the type and age of the ship the examinations of the hull may be supplemented by thickness measurements as specified in the Rules and where deemed necessary by the attending surveyor.</span></li>
</ol>
</h2>
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<h2 style="text-align: left;">
<u><span style="color: purple;">Renewal Survey :-</span></u><br /><ol style="font-weight: normal; text-align: left;">
<li><span style="font-weight: normal;">Renewal survey is a major survey including visual examinations, </span>measurements and testing of the hull and equipment, machinery and systems,in order to confirm that the ship complies with the relevant rule requirements and is in satisfactorily maintained condition.</li>
<li><span style="font-weight: normal;">Class renewal surveys/special surveys are carried out at five-year intervals. However, consideration may be given by the Society, in exceptional circumstances, to granting an extension for a maximum period of three months after the due date. In such cases the next period of class will start from the due date for the previous class renewal survey before the extension was granted.</span></li>
<li><span style="font-weight: normal;">The special survey may be commenced at the 4th annual survey and be progressed with a view to completion by the 5th anniversary date.</span></li>
<li><span style="font-weight: normal;">The class renewal surveys/special surveys include extensive examinations to verify that the structure, main and essential auxiliary machinery, systems and equipment of the ship are in a condition which satisfies the relevant Rules. The examinations of the hull are generally supplemented by thickness measurements and witnessing of tests as specified in the Rules, and as deemed necessary by the attending surveyor, to assess that the structural </span>condition remains effective and to help identify substantial corrosion, significant deformation, fractures, damages or other structural deterioration.</li>
</ol>
</h2>
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<h2 style="text-align: left;">
<u><span style="color: purple;">Damage Survey : -</span></u><br /><ol style="font-weight: normal; text-align: left;">
<li><span style="font-weight: normal;">Damage surveys are carried out in the event of damage which affects or may affect the class of the ship.</span></li>
<li><span style="font-weight: normal;">It is performed to access the extent of damage sustained, to compile a list of recommended repairs and estimated cost to return the vessel to its condition before the incident.</span></li>
<li><span style="font-weight: normal;">It is non periodic survey and required by insurance companies when a claim has been submitted .</span></li>
<li><span style="font-weight: normal;">Damage survey is usually commissioned by an insurance company as part of a claim investigation to establish the probable cause and extent of damage.</span></li>
</ol>
</h2>
<h2 style="text-align: left;">
<u><span style="color: purple;">Repair Survey :-</span></u><br /><ol style="font-weight: normal; text-align: left;">
<li><span style="font-weight: normal;">Following a damage defect or break down any repair carried out to the hull, equipment, and machinery is assessed by a class surveyor.</span></li>
<li><span style="font-weight: normal;">The surveyor ascertains the status of the vessel to determine if it has been returned to a condition that is in compliance with the applicable Rule requirements.</span></li>
<li><span style="font-weight: normal;">Where repairs are carried out at a place where the surveyor services are not available, survey must be carried out at the earliest opportunity thereafter.</span></li>
<li><span style="font-weight: normal;">Damages or repairs required by the surveyor to be re-examined after a certain period of time are also covered by an appropriate </span>recommendation/condition of class.</li>
</ol>
</h2>
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Marine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.com1tag:blogger.com,1999:blog-2886555625001754577.post-3079122999892583772020-03-31T09:43:00.002+05:302020-03-31T09:43:20.790+05:30Differentiate between third party liability and contractual liability. When may the ship seek to limit his liability? List the persons entitled to limit liability and claims entrusted?<div dir="ltr" style="text-align: left;" trbidi="on">
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<span style="font-weight: normal;">An insurance policy is a contract. The insured is referred as first party to the contract. The insurer i.e. the insurance company is who issues the contract is the second party. A stranger to the contract who makes a claim against the insured is known as third party.</span></h2>
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<u><span style="color: orange;">Third party liabilities:</span></u><br /><ol style="font-weight: normal; text-align: left;">
<li><span style="font-weight: normal;">It is obligation to compensate another person harmed or injured or suffered a loss due to negligence or mistake or wrongful act of first party.</span></li>
<li><span style="font-weight: normal;">Third-party liabilities are those liabilities which are caused to any other persons or his property not included in any contract.</span></li>
<li><span style="font-weight: normal;">Contract takes place between two parties hence any third person not a member of this contract is a third party or person.</span></li>
<li><span style="font-weight: normal;">When the insured – first party causes a loss then the second party assumes the insured liability up to the policy limit.</span></li>
<li><span style="font-weight: normal;">Examples of third party liabilities are collision, third party injury or death claim, oil pollution liability, cargo claim, crew claim, unrecoverable general average contribution etc.</span></li>
<li><span style="font-weight: normal;">When the agreement is signed by the parties, they agree on certain conditions and goals written in the agreement. They also get certain liability towards each other for successful achieving of the goals. But by any reason a third party gets affected, then liability towards the third party is called third party liability. E.g. compensation required to pay the affected coast during oil pollution becomes third party liability.</span></li>
<li><span style="font-weight: normal;">There is no such agreement between the ship owner and coast, but the coast gets affected due to pollution. So, the ship owner takes P&I insurance cover in respect to third party liability during ship operation.</span></li>
<li><span style="font-weight: normal;">For each defined peril there is a fixed premium. More cover means more premium required by the parties.</span></li>
<li><span style="font-weight: normal;">There is no mandatory requirement for the party to take any type of policy except Liabilities for pollution damage. Rest is left to the ship owner and cargo owner or any other party involved in the maritime adventure to take cover for various liabilities and bear themselves.</span></li>
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<h2 style="text-align: left;">
<br /><u><span style="color: orange;">Contractual liability:</span></u><br /><ol style="text-align: left;">
<li><span style="font-weight: normal;">During any agreement both parties agree for certain terms and conditions for achieving particular goals and interests. So some liabilities are set towards achieving goals. As agreement is signed by them, the liabilities are called contractual liability.</span></li>
<li><span style="font-weight: normal;">Contractual liabilities for a ship owner are those by which he winds himself under some contract with second party.</span></li>
<li><span style="font-weight: normal;">This form of agreement where one party takes on the liability of another by contract is commonly termed as “Holder harmless” or indemnity agreement. Contractual liability is the express liability namely charter party, bill of lading, cargo insurance, contractual salvage, charterer agreement, storage e.t.c.</span></li>
<li><span style="font-weight: normal;">Here the liability is documented for specific occasion and specific time. Contractual liability claim settlement takes place in a judiciary, arbitration, tribunal as in agreement.</span></li>
<li><span style="font-weight: normal;">Shipowner takes the following types of contract:</span></li>
</ol>
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<li><span style="font-weight: normal;">With employee</span></li>
<li><span style="font-weight: normal;">With flag state administration for safe operation, to comply with national/international regulations/conventions.</span></li>
<li><span style="font-weight: normal;">Contract with the cargo owner</span></li>
<li><span style="font-weight: normal;">Contract with salver or tug owner</span></li>
<li><span style="font-weight: normal;">Contract with class and his fees and survey</span></li>
<li><span style="font-weight: normal;">Repair contract etc.</span></li>
</ul>
<span style="font-weight: normal;"><br /></span></h2>
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<span style="font-weight: normal;">The following are some typical contracts that a ship owner undertakes and Shipowner may limit his liability covering:-</span><br /><u><span style="color: lime;">i. Contract with employees:</span></u><span style="font-weight: normal;"> undertakes that he will provide the safe plant, equipments and safe environment and their due care, hence he would like to limit the liabilities with regards to</span><br /><span style="font-weight: normal;">a) Their medical expenses</span><br /><span style="font-weight: normal;">b) Compensations to be paid in case of injury or death</span><br /><span style="font-weight: normal;">c) Breaches to any thing intentionally or unintentionally caused by his employees which could land him in trouble.</span></h2>
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<br /><u><span style="color: lime;">ii. Contract with flag State administration:</span></u><span style="font-weight: normal;"> He register his vessel under flag state administration, hence he undertakes the responsibility for safe operation and compliances with relevant conventions rules and regulations.</span></h2>
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<span style="font-weight: normal;">Hence he will like to limit his liabilities with regards to</span><br /><span style="font-weight: normal;">a) Any breaches caused by the ship</span><br /><span style="font-weight: normal;">b) Any fines imposed for non-compliance with regards to documents or violation of rules & regulations</span><br /><span style="font-weight: normal;">c) Oil pollution caused in their territory</span><br /><span style="font-weight: normal;">d) Other expenses involved in landing people and stoways.</span><br /><span style="font-weight: normal;">e) Expenses occurred for rendering those states service to ship and its complements</span></h2>
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<br /><u><span style="color: lime;">iii. Contract with local agents and agency:</span></u><span style="font-weight: normal;"> He himself land up in this contract in order to meet local requirement at port of call. He takes their service, which a ship requires at port of call. He would like to limit his liabilities with regards to</span><br /><span style="font-weight: normal;">a) Agency fees</span><br /><span style="font-weight: normal;">b) Claims by agents</span><br /><span style="font-weight: normal;">c) Claim arises when agent breaches the contract</span><br /><span style="font-weight: normal;">d) Any dame injury caused to their personnel</span></h2>
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<br /><u><span style="color: lime;">iv. Contract with salver or tug hire:</span></u><span style="font-weight: normal;"> These services are required by a shipowner during a port of call to assist their ship and during distress when the ship looses its main propulsion plants. Hence he would like to limit his liabilities with regard to</span><br /><span style="font-weight: normal;">a) The hire rate</span><br /><span style="font-weight: normal;">b) Damage caused to the tug and their personnel</span><br /><span style="font-weight: normal;">c) Salver‘s award</span><br /><span style="font-weight: normal;">d) Any other claims made by salver in rendering his service</span></h2>
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<br /><u><span style="color: lime;">v. Contract with stevedores and work shops:</span></u><span style="font-weight: normal;"> In case the ship requires shore personnel services then ship owner land up in these service contract and would like to limit his liabilities with regards to</span><br /><span style="font-weight: normal;">a) Their hire rate</span><br /><span style="font-weight: normal;">b) Injury medical expenses etc</span><br /><span style="font-weight: normal;">c) Damage or loss to their equipments</span><br /><span style="font-weight: normal;">d) Any other claims placed by them</span></h2>
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<br /><u><span style="color: lime;">vi. Contract with the cargo owner (shipper):</span></u><span style="font-weight: normal;"> He undertakes this ―contract of carriage that will carry the goods in a manner received to the agreed destination within the agreed time frame. During such contracts he would like to limit his liabilities with regards to</span><br /><span style="font-weight: normal;">a) Loss/ leakage/ damaged caused due the negligence of his employees</span><br /><span style="font-weight: normal;">b) Losses caused to the cargo owner due to delay</span><br /><span style="font-weight: normal;">c) Losses caused to the cargo owner due to delivering the cargo other than the agreed destination</span><br /><span style="font-weight: normal;">d) Any other claim made by cargo owner in this regard. i.e, damage/ loss/ delay to cargo during the duration when it was under the custody of shipowner.</span></h2>
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<br /><span style="font-weight: normal;">6. The ship owner makes contract with others such as class, charterer, pilotage, repair contract etc. In all the cases he will limit his liabilities. Apart from these he has to take care of himself. i.e,</span><br /><span style="font-weight: normal;">a) Damaged caused to his own ship</span><br /><span style="font-weight: normal;">b) Total or constructive total loss of his vessel</span><br /><span style="font-weight: normal;">c) Freight not paid.</span></h2>
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Marine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.com0tag:blogger.com,1999:blog-2886555625001754577.post-24356968707280581452020-03-30T10:56:00.000+05:302020-03-30T10:56:06.518+05:30You as C/E are requested to inform your company with respect to inspection of propeller in drydock during which you noticed a surface crack on one of the blades. State the steps taken by you as C/E for successful handling of the situation. Also if some surface cracks are noticed on the keyway of a tail shaft, state the steps taken by you for tackling the problem. Explain the effects in case the cracks, as stated are not dealt with at the proper time?<div dir="ltr" style="text-align: left;" trbidi="on">
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<u>Surface cracks have been noticed on one of the propeller blades:-</u><br /><span style="font-weight: normal;">As soon as a crack has been observed on the propeller blade, the head </span><span style="font-weight: normal;">office as well as the Classification Society must be notified. The services of a </span><span style="font-weight: normal;">propeller expert would also be needed in certain cases.</span><br /><span style="font-weight: normal;"><br /></span></h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;">Cracks on a propeller surface may be due to:-</span></h2>
<h2 style="text-align: left;">
<ol style="text-align: left;">
<li><span style="font-weight: normal;">Physical damage</span></li>
<li><span style="font-weight: normal;">Faults during casting <div class="separator" style="clear: both; text-align: center;">
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<u><span style="color: purple;">Physical Damage:-</span></u><span style="font-weight: normal;"> These types of cracks generally occur on the tips and </span><span style="font-weight: normal;">the leading edge of the propeller. Pitting may occur near the tips on the driving </span><span style="font-weight: normal;">face and on the whole of the fore side due to cavitation. Propeller blades are </span><span style="font-weight: normal;">sometimes damaged by floating debris which is drawn into the propeller stream.</span><br /><span style="font-weight: normal;">Such damage must be made good as it reduces the propeller efficiency, while the </span><span style="font-weight: normal;">performance is improved by polishing the blade surface. If a built propeller is </span><span style="font-weight: normal;">fitted, it is necessary to ensure that the blades are tight and the pitch should be </span><span style="font-weight: normal;">checked at the same time. Small surface cracks can be ground out. Cracks at the </span><span style="font-weight: normal;">blade tips may require the cropping of the blade section. If this is carried out, a </span><span style="font-weight: normal;">matching section on the opposite blade would also have to be cropped in order </span><span style="font-weight: normal;">to maintain balance. Since thrust developed by such a cropped propeller would </span><span style="font-weight: normal;">be reduced, the main engine rpm will have to be adjusted to compensate for the </span><span style="font-weight: normal;">loss. All actions must be taken in consultation with the classification society and</span><br /><span style="font-weight: normal;">propeller experts. It must be noted that most classification societies do not </span><span style="font-weight: normal;">permit any welding on the propeller as heat treatment and annealing is an </span><span style="font-weight: normal;">extremely complicated process. Therefore in extreme cases of cracks, it may be </span><span style="font-weight: normal;">necessary to replace the entire propeller</span></h2>
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<br /><u><span style="color: purple;">Cracks due to Faulty Casting:-</span></u><span style="font-weight: normal;"> These are extremely small cracks of the </span><span style="font-weight: normal;">order of length 3mm and depth 1mm. the region of the blade most prone to such </span><span style="font-weight: normal;">cracks is within 0.2 – 0.4 of the radius of the propeller. These cracks are </span><span style="font-weight: normal;">extremely difficult to spot when the propeller is stationery. The cracks only open </span><span style="font-weight: normal;">when the propeller develops thrust in operation due to the bending moment </span><span style="font-weight: normal;">induced. The only lasting solution to such a faulty fabricated propeller is to</span><br /><span style="font-weight: normal;">change it with a new one. <div class="separator" style="clear: both; text-align: center;">
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<br /><u><span style="color: magenta;">Surface cracks on the keyway of a tail-end shaft:-</span></u><span style="font-weight: normal;"> The area of the cracks </span><span style="font-weight: normal;">is to be inspected visually as well as ultrasonically (or with dye penetrant) to </span><span style="font-weight: normal;">detect all the cracks. Causes of this are quoted as an inadequate force fit between </span><span style="font-weight: normal;">propeller and tailshaft causing loss of peripheral grip which allows the propeller to </span><span style="font-weight: normal;">move and make contact with the key. This causes excessive dynamic load to fall on </span><span style="font-weight: normal;">key and shaft adjacent to keyway. This causes incipient cracks (small and </span><span style="font-weight: normal;">superficial) which usually begin at high stress concentration areas i.e. around the </span><span style="font-weight: normal;">leading edge of the keyway. </span></h2>
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<span style="font-weight: normal;">Fatigue failures may occur due to corrosion and </span><span style="font-weight: normal;">temperature variations in seawater, altering the force fits. </span><span style="font-weight: normal;">The key is also to be inspected for any damage. Also, the dimensions of </span><span style="font-weight: normal;">the key must be accurately measured to ensure no play is present between key</span><br /><span style="font-weight: normal;">and keyway. Abrupt changes in shape of the section cause stress concentration to </span><span style="font-weight: normal;">build-up due to interruption of the stress flow lines. This build up in stress </span><span style="font-weight: normal;">causes cracks to develop and supports crack propagation. With this in mind, it </span><span style="font-weight: normal;">can be seen that shapes or sections which may be subject to great stresses; </span><span style="font-weight: normal;">should be well rounded or gradually tapered off to give smooth stress flow.</span><br /><span style="font-weight: normal;">Round end keys should be used, and the keyway in propeller boss and </span><span style="font-weight: normal;">cone of the tailshaft are to be provided with a smooth fillet at bottom of </span><span style="font-weight: normal;">keyways, fillet radius at least 0.0125 of shaft diameter at top of cone. Sharp </span><span style="font-weight: normal;">edges at top of keyway to be removed. Two screw pins should secure key in the </span><span style="font-weight: normal;">keyway and forward pin should be at least ⅓ of key length from forward end. </span><span style="font-weight: normal;">Pin holes should have a depth not exceeding pin diameter. Hole edges to be </span><span style="font-weight: normal;">bevelled.</span><br /><span style="font-weight: normal;">The cracks in the keyway can be ground depending on the depth of the </span><span style="font-weight: normal;">cracks. Large cracks would require welding and machining. Welding will only </span><span style="font-weight: normal;">be carried out after appropriate heat treatment and annealing. The annealing </span><span style="font-weight: normal;">period required for a tail end shaft of a large ship may extend up to 7 days. It </span><span style="font-weight: normal;">must be noted that in a tailshaft with key and keyed propeller, the thrust of the </span><span style="font-weight: normal;">propeller is not absorbed by the key but by the shrink fit between propeller hub</span><br /><span style="font-weight: normal;">and shaft. Therefore cracks in the keyway of the tail end shaft do not pose as </span><span style="font-weight: normal;">much a problem as cracks on the shaft itself or cracks on the propeller.</span></h2>
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Marine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.com0tag:blogger.com,1999:blog-2886555625001754577.post-22920763052344906762020-03-29T10:01:00.002+05:302020-03-29T10:01:59.130+05:30Your vessel where you are posted as a Chief engineer is about to enter dry dock. State the co-ordination and information exchange necessary with the master of the vessel for successful entry. Also list the necessary preparation you would make along with earmarking division of duties to the engineers of the vessels. Enlist the inspection and co-ordinations you will make with dry dock authorities for successful coming out of the dry dock?<div dir="ltr" style="text-align: left;" trbidi="on">
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<span style="font-weight: normal;">Drydocking is one of the most important activities that a vessel may come across. Hence good planning and coordination will be vital towards successful completion of dry dock.</span></h2>
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<span style="font-weight: normal;">The dry docking is governed by various factors:-<br />1) Classification society requirement<br />2) Statutory requirement<br />3) Condition of vessel</span></h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;">So for a successful dry dock, there should be a good co-ordination<br />between master and chief engineer so that all the works are completed at a time without any casualty.</span></h2>
<h2 style="text-align: left;">
<u><span style="color: blue;">As a chief engineer following are the exchange of information which will be necessary with the master:-</span></u><br /><ol style="font-weight: normal; text-align: left;">
<li><span style="font-weight: normal;">Class, survey and statutory requirement</span></li>
<li><span style="font-weight: normal;">Scope of work in dry dock categorizing especially time required, shore gang required, work that is to be done by engine room and dock staff.</span></li>
<li><span style="font-weight: normal;">ROB of bunkers and L.O. to be shared by the master</span></li>
<li><span style="font-weight: normal;">Any requirement for pumping of black water, oil sludge to reception facilities </span>and its arrangement.</li>
<li><span style="font-weight: normal;">Spare requirements as to what all spares have arrived and what will be </span>arriving.</li>
<li><span style="font-weight: normal;">List of survey items to be submitted to master.</span></li>
<li><span style="font-weight: normal;">Any special requirement like covering of vents, opening of tanks when grit </span>blasting is performed.</li>
<li><span style="font-weight: normal;">Co-ordination with master to required list and trim and put accordingly fuel </span>oil and freshwater tanks in use as advised by him.</li>
<li><span style="font-weight: normal;">Communicate with the master as to be in touch with the company regarding any new </span>requirements which ship will be fulfilling after dry dock. i.e. to fulfill any compliance towards statutory requirements.</li>
<li><span style="font-weight: normal;">Any rules laid down by the yard should be informed to ship personnel by the master.</span></li>
<li><span style="font-weight: normal;">A pre docking tank cleaning and line washing plan to be informed by the master </span>to the chief engineer to mobilize the resources to carry out the operation.</li>
<li><span style="font-weight: normal;">All refit requirements to be submitted as stated with appropriate data e.g. </span>pipe repair material, location, staging required, etc.</li>
<li><span style="font-weight: normal;">If any changes to be made in the emergency teams in the dry dock should be </span>well consulted before dry dock.</li>
</ol>
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<u><span style="color: blue;">Delegation of responsibility to engine room staff:-</span></u><br /><span style="font-weight: normal;">Preparedness for the same will start well in advance of the dry dock. The </span><span style="font-weight: normal;">preparedness will include the following:-</span><br /><ol style="text-align: left;">
<li><span style="font-weight: normal;">How to change over the main engine and boiler in diesel oil.</span></li>
<li><span style="font-weight: normal;">How to change the ship power to shore power taking into account voltage </span><span style="font-weight: normal;">and frequency.</span></li>
<li><span style="font-weight: normal;">Requirement of cooling of fridge and A/C plant</span></li>
<li><span style="font-weight: normal;">Method of sewage disposal.</span></li>
<li><span style="font-weight: normal;">Securing of heavyweights.</span></li>
<li><span style="font-weight: normal;">Tanks and cofferdams to be sounded.</span></li>
<li><span style="font-weight: normal;">Chief engineer and second engineer who are management-level personnel of </span><span style="font-weight: normal;">engine room department, to make a rough plan to delegate the responsibility of </span><span style="font-weight: normal;">various jobs.</span></li>
<li><span style="font-weight: normal;">Chief engineer will delegate responsibility for arranging spares as they </span><span style="font-weight: normal;">arrive.</span></li>
<li><span style="font-weight: normal;">Personnel to prepare tags for various valves with job numbers and fix them on the </span><span style="font-weight: normal;">valve.</span></li>
<li><span style="font-weight: normal;">All safety aspects discussed and safety precautions to be followed. All engine </span><span style="font-weight: normal;">room personnel to be briefed about safety and asked to check the shore </span><span style="font-weight: normal;">personnel regarding safe working culture.</span></li>
<li><span style="font-weight: normal;">A day to day work report to be made and discussed to check whether all jobs </span><span style="font-weight: normal;">are proceeding as per schedule or there is some delay. If same look into them.</span></li>
<li><span style="font-weight: normal;">Chief engineer and second engineer to divide and co-ordinate various surveys </span><span style="font-weight: normal;">which they will oversee.</span></li>
</ol>
<span style="font-weight: normal;">Now while undocking of the vessel there should be proper coordination between </span><span style="font-weight: normal;">ship and yard personnel.</span><br /><span style="font-weight: normal;"><br /></span></h2>
<h2 style="text-align: left;">
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<u><span style="color: blue;">Various inspection and co-operation with dry dock personnel are:-</span></u><br /><ol style="text-align: left;">
<li><span style="font-weight: normal;">Check about the plan of dry dock and ensure that all works have been </span><span style="font-weight: normal;">completed.</span></li>
<li><span style="font-weight: normal;">Check paintwork has been completed.</span></li>
<li><span style="font-weight: normal;">Hull repair completed.</span></li>
<li><span style="font-weight: normal;">All tanks plugs are in place and secured.</span></li>
<li><span style="font-weight: normal;">All anodes are fitted. Grease/ paper used on them while painting, are </span><span style="font-weight: normal;">removed.</span></li>
<li><span style="font-weight: normal;">Echo sounder transducer is cleaned of paper and grease.</span></li>
<li><span style="font-weight: normal;">Propeller rope guard is fitted properly and propellers are on dock mark.</span></li>
<li><span style="font-weight: normal;">Oil is not leaking from the stern tube.</span></li>
<li><span style="font-weight: normal;">Rudder plugs are in place.</span></li>
<li><span style="font-weight: normal;">Ensure all valves are shut.</span></li>
<li><span style="font-weight: normal;">Sea grids are in place</span></li>
<li><span style="font-weight: normal;">Ensure all tanks are at the same level while entry so as to have same trim when </span><span style="font-weight: normal;">refloating</span></li>
</ol>
<span style="font-weight: normal;">Verify weight log certificate ( no heavyweight has been shifted)</span></h2>
</div>
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Marine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.com0tag:blogger.com,1999:blog-2886555625001754577.post-18067289427634902612020-03-28T10:40:00.000+05:302020-03-28T10:40:58.091+05:30As a Chief Engineer on a fully loaded ship you are stranded in an island near, the UK coast having no survey facility where the forepeak of the vessel is severely damaged. Explain your actions with reasons and the procedures to be adopted for making a safe return voyage to India?<div dir="ltr" style="text-align: left;" trbidi="on">
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<h2 style="text-align: left;">
<u>HOW A STRANDED SHIP CAN PROCEED TOWARDS SEA</u><br /><span style="font-weight: normal;">Let us take a case of an Indian ship stranded near the U.K. coast and its forepeak is </span><span style="font-weight: normal;">severely damaged. And the ship has to proceed towards India, let us see what </span><span style="font-weight: normal;">should be done to make the voyage safe and seaworthy.</span></h2>
<h2 style="text-align: left;">
After stranding the following actions to be taken:-</h2>
<h2 style="text-align: left;">
<ol style="text-align: left;">
<li><span style="color: orange;">Reporting</span><span style="font-weight: normal;"> – Master should report the matter to follow authorities a) D.G. com center/ D.G. casualty investigation cell by e-mail or fax b) Report to U.K. coastguard/ DOT authority by e-mail or fax c) Classification society d) P&I local correspondent e) Owner</span></li>
<li><span style="color: orange;">Refloat the vessel after grounding</span><span style="font-weight: normal;">:-Master should seek maritime assistance service from the U.K authorities. Arrangement of tug should be done. If the ship has got any pre-contract from </span><span style="font-weight: normal;">any salvage association, the master should ask help from them. Master should </span><span style="font-weight: normal;">follow a contingency plan given in the SMS manual. Tank sounding should be </span><span style="font-weight: normal;">taken and sounding of the sea at various points to be measured. Any possible case </span><span style="font-weight: normal;">for marine pollution to be kept in mind and a good lookout to be carried out. All </span><span style="font-weight: normal;">these should be recorded and documented. Master should always remain in </span><span style="font-weight: normal;">contact with the office for necessary guidelines and assistance.</span></li>
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<li><span style="color: orange;">Underwater inspection</span>:- <span style="font-weight: normal;">Divers should be arranged from U.K mainland by a company for underwater inspection. Underwater inspection should be carried out according to the documented procedures and taking all safety measures like main engine isolation.</span></li>
<li><span style="color: orange;">Following actions to be taken in severe forepeak damage:-</span></li>
</ol>
<span style="font-weight: normal;">a) See the extent of the damage. A portion of the damaged part underwater and above </span><span style="font-weight: normal;">waterline should be assessed from the diver’s report. Vessel shell expansion plan </span><span style="font-weight: normal;">should be studied to check which all plates or frames have got damaged.</span><br /><span style="font-weight: normal;">b) All these damaged reports with a damaged plate number should be sent to class. </span><span style="font-weight: normal;">The advice from the class should be taken for temporary and permanent repair.</span><br /><span style="font-weight: normal;">c) If temporary underwater repair is possible it should be carried out, otherwise, </span><span style="font-weight: normal;">some of the cargo will have to be offloaded to the barge and it should be arranged </span><span style="font-weight: normal;">by the company.</span><br /><span style="font-weight: normal;">d) After this make the vessel aft trimmed as possible. Proceed towards the nearest </span><span style="font-weight: normal;">port where repair is possible.</span><br /><span style="font-weight: normal;">e) Vessel repair should be carried out in the presence of class surveyor. After repair, </span><span style="font-weight: normal;">it must be inspected and forepeak should be pressure tested.</span><br /><span style="font-weight: normal;">f) While doing the above process, the P&I correspondent should help the vessel so </span><span style="font-weight: normal;">that extra and unnecessary claims are not slapped on the vessel. </span><span style="font-weight: normal;">Since the vessel has to proceed towards India, according to M.S.( construction of </span><span style="font-weight: normal;">ship and survey) rule 1991, if the vessel has met with an accident and she has </span><span style="font-weight: normal;">lost her seaworthiness then she cannot go to sea. So, in this case, the Indian </span><span style="font-weight: normal;">administration would not allow the vessel to come to India with the damaged </span><span style="font-weight: normal;">condition.</span><br /><span style="font-weight: normal;"><br /></span></h2>
<h2 style="text-align: left;">
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<span style="font-weight: normal;">The vessel must carry out minimum repair at the nearest repair yard</span><br /><span style="font-weight: normal;">and then proceed to India from U.K. coast. On arrival India, the ship should be </span><span style="font-weight: normal;">inspected by D.G. approved surveyor. However, it is mandatory for any Indian </span><span style="font-weight: normal;">shipowner to report to D.G. about any casualty happening onboard their ship. </span><span style="font-weight: normal;">Similarly, it is mandatory for the D.G. to carry out the investigation in the </span><span style="font-weight: normal;">casualty happening on their flagged ship.</span></h2>
</div>
Marine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.com0tag:blogger.com,1999:blog-2886555625001754577.post-13582512803205650472020-03-12T12:40:00.003+05:302020-03-12T12:40:27.621+05:30How to Apply for Seafarer Identity Document(SID)? <div dir="ltr" style="text-align: left;" trbidi="on">
<div dir="ltr" style="text-align: left;" trbidi="on">
<h2 style="text-align: left;">
<ol style="text-align: left;">
<li><span style="font-weight: 400;">Visit <a href="http://dgshippingbsid.in/">dgshippingbsid.in</a> and keep passport, CDC handy. <span style="color: purple;">(Use Mozilla Firefox browser)</span></span></li>
<li><span style="font-weight: normal;">Login to the SID portal with your INDOS number and the password. <div class="separator" style="clear: both; text-align: center;">
<a href="https://1.bp.blogspot.com/-6kbdzKJt89w/XmndYtIq7PI/AAAAAAAAIL0/W6WDJOzH6A04kEcnNO6YgLtcVIiDb03-ACLcBGAsYHQ/s1600/ada.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="599" data-original-width="864" height="221" src="https://1.bp.blogspot.com/-6kbdzKJt89w/XmndYtIq7PI/AAAAAAAAIL0/W6WDJOzH6A04kEcnNO6YgLtcVIiDb03-ACLcBGAsYHQ/s320/ada.JPG" width="320" /></a></div>
</span></li>
<li><span style="font-weight: normal;">Click on the link "Apply for SID". <div class="separator" style="clear: both; text-align: center;">
<a href="https://1.bp.blogspot.com/-4W7Vq5d5gQI/Xmndnwq3xqI/AAAAAAAAIL4/IJjkKoOSyyYvbU9KXWvYLlqjr1rnlnWHwCLcBGAsYHQ/s1600/afef.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="542" data-original-width="860" height="201" src="https://1.bp.blogspot.com/-4W7Vq5d5gQI/Xmndnwq3xqI/AAAAAAAAIL4/IJjkKoOSyyYvbU9KXWvYLlqjr1rnlnWHwCLcBGAsYHQ/s320/afef.JPG" width="320" /></a></div>
</span></li>
<li><span style="font-weight: normal;">Check the personal details in the form and click to continue. <div class="separator" style="clear: both; text-align: center;">
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</span></li>
<li><span style="font-weight: normal;">Fill the address details and click continue <div class="separator" style="clear: both; text-align: center;">
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</span></li>
<li><span style="font-weight: normal;">Fill other details and click continue <div class="separator" style="clear: both; text-align: center;">
</div>
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</span></li>
<li><span style="font-weight: normal;">Make payment through e-payment portal. <div class="separator" style="clear: both; text-align: center;">
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</span></li>
<li><span style="font-weight: normal;">Submit the application. <div class="separator" style="clear: both; text-align: center;">
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</span></li>
<li><span style="font-weight: normal;">Click on "Schedule Appointment" on the screen to schedule an appointment. <div class="separator" style="clear: both; text-align: center;">
</div>
</span></li>
<li><span style="font-weight: normal;">Select the collection centre along with the date and time from the slots available. <div class="separator" style="clear: both; text-align: center;">
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</span></li>
<li><span style="font-weight: normal;">Your application would be transmitted online to the verification officer, who will check the application. <div class="separator" style="clear: both; text-align: center;">
<a href="https://1.bp.blogspot.com/-5z6QELAURUo/XmnfxcQXT-I/AAAAAAAAIM8/yLxaxpImVoAcq3GuocQHAgZVMoYH5J5OwCLcBGAsYHQ/s1600/mkpvnjsnjvnjovs.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="617" data-original-width="834" height="236" src="https://1.bp.blogspot.com/-5z6QELAURUo/XmnfxcQXT-I/AAAAAAAAIM8/yLxaxpImVoAcq3GuocQHAgZVMoYH5J5OwCLcBGAsYHQ/s320/mkpvnjsnjvnjovs.JPG" width="320" /></a></div>
</span></li>
<li><span style="font-weight: normal;">Within 10 days of submission of the application, you will receive a notification on the verification result of the application through an e-mail. <div class="separator" style="clear: both; text-align: center;">
<a href="https://1.bp.blogspot.com/-Urz94_7W3QY/Xmnf645K4MI/AAAAAAAAINE/AGGS_yXrJOEVcnefAOy-xe2MIqU0in87gCLcBGAsYHQ/s1600/njlsvnjlsdnjl.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="434" data-original-width="576" height="240" src="https://1.bp.blogspot.com/-Urz94_7W3QY/Xmnf645K4MI/AAAAAAAAINE/AGGS_yXrJOEVcnefAOy-xe2MIqU0in87gCLcBGAsYHQ/s320/njlsvnjlsdnjl.JPG" width="320" /></a></div>
</span></li>
<li><span style="font-weight: normal;">You are informed that the fee once paid is non-refundable. Your appointment would be treated as confirmed, only on payment of the fee.</span></li>
<li><span style="font-weight: normal;">If you wish to reschedule your confirmed appointment (after payment of fee), same can be done do so for maximum two more occasions (excluding the first appointment). If you reschedule your appointment for more than two occasions, then you will have to pay the fee again. In other words fee once paid is valid only for three appointments. <div class="separator" style="clear: both; text-align: center;">
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<a href="https://1.bp.blogspot.com/-_PTKdJI4K3Y/Xmnf6TZRFSI/AAAAAAAAINA/0BVXqoBq4_w162-tO20el1pR358KpD90wCLcBGAsYHQ/s1600/lnsvmkksdvdmksdd.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="597" data-original-width="857" height="222" src="https://1.bp.blogspot.com/-_PTKdJI4K3Y/Xmnf6TZRFSI/AAAAAAAAINA/0BVXqoBq4_w162-tO20el1pR358KpD90wCLcBGAsYHQ/s320/lnsvmkksdvdmksdd.JPG" width="320" /></a><br />
</span></li>
<li><span style="font-weight: normal;">Please report to the collection centre at the appointed date and time.</span></li>
<li><span style="font-weight: normal;">Please bring the printout of the Print report/Acknowledgment report,original passport,original CDC and the copy receipt of payent for verification. Data capturing personanel,after examining your dcuments would return the same and caputre your biometric data i.e photograph.</span></li>
<li><span style="font-weight: normal;">Seafarers Identity Document would be issued and printed.</span></li>
<li><span style="font-weight: normal;">The same shall be dispatched by speed post AD within two working days.</span></li>
</ol>
</h2>
</div>
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Marine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.com0tag:blogger.com,1999:blog-2886555625001754577.post-27295794121184045072020-03-08T09:54:00.002+05:302020-03-08T09:54:21.172+05:30The vessel where you are posted as Chief Engineer is undergoing drydocking and a serious fire occurs on the deck because of welding work?<div dir="ltr" style="text-align: left;" trbidi="on">
<div class="separator" style="clear: both; text-align: center;">
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<h2 style="text-align: left;">
<span style="font-weight: normal;">1. According to the ISM code the company should make documented procedures to identify describe and respond to potential emergency shipboard situations. The company should establish programme for drills and exercises to prepare for emergency actions. The safety Management System (SMS) should provide for measures ensuring that the company’s organization can respond at any time to hazards accidents and emergency situations involving its ships.</span></h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;">2. As the fire fighting is to carried out on the deck of a ship in dry dock there are several hurdles to fire fighting. Major jobs are being carried out, thus most primary muster stations may not be suitable for muster log. Also, some repairs may be in progress on the vessels general emergency alarm system and thus alarm may not be available there is a possibility that some ships crew have availed of shore leave. Also, several shore gangs are working at different locations ships fire fighting appliances may have gone ashore for pr. Testing/recharging. Hence above points to be taken into account whilst devising a suitable plan.</span></h2>
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<h2 style="text-align: left;">
<span style="font-weight: normal;">3. It is also stated in SMS manuals documentation that the master make it clear to the ship repairer that its his responsibility for taking suitable precautions against fire, testing and certification of spaces prior to any hot work. There has to be in place a clear written agreement to the effect and an acknowledgement of the acceptance of their responsibility to be provided to the ship owner/master.</span></h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;">4. To ensure proper safety against fire and fire fighting to be effective the vessel management must also familiarize/acquaint with the Dock employers fire safety plan, equipment and abilities which must include the following information. Identification of significant fire hazards Procedures for recognizing and reporting unsafe conditions (fire patrols, designated and non designated areas for hot work checklist etc).</span></h2>
<h2 style="text-align: left;">
<span style="color: lime;">Alarm procedures</span><br /><ol style="text-align: left;">
<li><span style="font-weight: normal;">Procedures for notifying employees of a fire emergency</span></li>
<li><span style="font-weight: normal;">Procedure for notifying fire response department of a fire emergency</span></li>
<li><span style="font-weight: normal;">Procedure for evacuation.</span></li>
<li><span style="font-weight: normal;">Procedure to account for employees after evacuation</span></li>
<li><span style="font-weight: normal;">Fire response policy- Information Whether </span></li>
</ol>
</h2>
<h2 style="text-align: left;">
<ul style="text-align: left;">
<li><span style="font-weight: normal;">Initial fire response</span></li>
<li><span style="font-weight: normal;">Outside fire response</span></li>
<li><span style="font-weight: normal;">A combination of both above required during a particular type of fire.</span></li>
</ul>
</h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;">Rescue and Emergency response.</span><br /><span style="font-weight: normal;"><br /></span></h2>
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<span style="font-weight: normal;">5. And also following points to be considered while developing a contingency plan to fight fire on board.</span><br /><ul style="text-align: left;">
<li><span style="font-weight: normal;">Suitable muster station for all teams to be declared made aware at the beginning of day along with planning and allocation of other jobs.</span></li>
<li><span style="font-weight: normal;">Status of general emergency alarm to be checked and declared/made aware/ familiarize to ship staff and shore employees.</span></li>
<li><span style="font-weight: normal;">Equipment for communication with dock (telephone) to be conspicuously marked and numbers for emergency services and fire department to be highlighted.</span></li>
<li><span style="font-weight: normal;">Officers at management level to be familiar with dock evacuation procedure, shore fighting abilities, fire fighting plan equipment and dock emergency alarm.</span></li>
<li><span style="font-weight: normal;">Logs of attendance 1 each for vessel and yard employees to be maintained specifying names of employees with jobs, location and in out times to avoid chaos during head count.</span></li>
</ul>
<span style="font-weight: normal;">6. Considering the above underlying concepts a suitable fire fighting plan would be as follows:</span><br /><ul style="text-align: left;">
<li><span style="font-weight: normal;">Personnel witnessing the fire to shout fire, fire and raise general alarm and inform and relay to command team of nature and location of fire and whatever information available.</span></li>
<li><span style="font-weight: normal;">If possible also inform/alert clock fire department personnel muster at suitable muster station command team/Technical team to inform Dock fire department. (if not already informed)</span></li>
<li><span style="font-weight: normal;">Take head count, check logs (Attendance) stop all work.</span></li>
<li><span style="font-weight: normal;">In case of fire on Deck Emergency team I (headed by C/officer) to lead fire fighting and in case of E/R fire Emergency Team II to lead fire fighting Emergency Team II to lead fire fighting while other emergency team will back up.</span></li>
<li><span style="font-weight: normal;">Emergency Team I to lead fire fighting to check fire line pressure, contain extinguish fire.</span></li>
<li><span style="font-weight: normal;">To evacuate casualties if any.</span></li>
<li><span style="font-weight: normal;">To liase with Dock fire fighting department if already present and to assist them in fire fighting with logistics and shipboard plans etc. asses damage and possibility of secondary fire.</span></li>
<li><span style="font-weight: normal;">Back up team: To provide boundary cooling where required.</span></li>
<li><span style="font-weight: normal;">Provide equipment back up.</span></li>
<li><span style="font-weight: normal;">Restrict flame by removing flammable item.</span></li>
<li><span style="font-weight: normal;">Evacuate casualties and shore personnel.</span></li>
<li><span style="font-weight: normal;">Support team: To evacuate personnel and to provide first aid to injured.</span></li>
<li><span style="font-weight: normal;">Assist as directed.</span></li>
<li><span style="font-weight: normal;">Technical team: To cut of necessary electrical supplies to cut of shore pneumatic lines. Stop vents oils valves drain oil lines etc.</span></li>
</ul>
</h2>
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Marine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.com0tag:blogger.com,1999:blog-2886555625001754577.post-77923350280698716312020-03-07T19:36:00.001+05:302020-03-07T19:36:10.200+05:30United Nations Convention on the Law of The Sea<div dir="ltr" style="text-align: left;" trbidi="on">
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<h2 style="text-align: left;">
<span style="font-weight: normal;">UNCLOS stands for United Nations conventions on the laws of the sea. It was the outcome of the third UN conference in 1982 and came into force internationally on 16th November 1994.<br />The UNCLOS replaces the older and weaker 'freedom of the seas' concept. The UNCLOS provides a universal legal framework for the National management of marine resources and their conservation. The treaty document consists of 446 articles grouped under 17 part headings and 9 Annexes.<br />One of the functions of UNCLOS is to allocate responsibility to states for setting some standards and enforcing the same standards in various maritime zones to reduce/control the sources of pollution.</span></h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;"><br />The necessity of UNCLOS was in order<br /><ol style="text-align: left;">
<li><span style="font-weight: normal;">To promote peaceful uses of the seas and ocean</span></li>
<li><span style="font-weight: normal;">To facilitate international communication</span></li>
<li><span style="font-weight: normal;">To enable equitable and efficient utilization of oceans resources</span></li>
<li><span style="font-weight: normal;">To protect and preserve The marine environment</span></li>
<li><span style="font-weight: normal;">To protect promote maritime safety</span></li>
</ol>
</span></h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;"><br />Important highlight/salient features of UNCLOS are as follows<br /><ol style="text-align: left;">
<li><span style="font-weight: normal;">It defines international law of the sea</span></li>
<li><span style="font-weight: normal;">Sets widths of the territorial sea at 12Nm with a contiguous zone at 20Nm</span></li>
<li><span style="font-weight: normal;">Sets Transit passages through international straits and territorial sea</span></li>
<li><span style="font-weight: normal;">Sets exclusive economic zone extending 200 Nm</span></li>
<li><span style="font-weight: normal;">It defines continental self and jurisdiction over the resources of the shelf beyond 200Nm where appropriate</span></li>
<li><span style="font-weight: normal;">It defines the legal status of the high seas and establishes regulations </span>for the control of the marine pollution</li>
<li><span style="font-weight: normal;">It allows the dispute to be settled in the international court of justice</span></li>
</ol>
</span></h2>
<h2 style="text-align: left;">
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<br /><u>UNCLOS provisions concerning ship’s flag and nationality<br />Part VII High seas</u><br /><span style="color: magenta;">Article 90:- Right of navigation</span><br /><span style="font-weight: normal;">Every state coastal or landlocked has the right to have its ship flying its flag on high seas</span></h2>
<h2 style="text-align: left;">
<span style="color: purple;">Article 91:- Nationality of ships</span><br /><span style="font-weight: normal;">Every State should lay down conditions/requirements for granting its nationality, registration and the right to fly its flag. Ship’s have the nationality of the state whose flag they are entitled to fly</span><br /><span style="font-weight: normal;">The state must issue to ship’s flying its flag, documents to that effect There should be a genuine link between the state and the ship</span></h2>
<h2 style="text-align: left;">
<span style="color: blue;">Article 92:- Status of ships</span><br /><span style="font-weight: normal;">Ships must sail under the flag of one state and are subject to the jurisdiction of the flag state on high seas</span><br /><span style="font-weight: normal;">The permission for the change of flag is given only in the case of transfer of ownership or change of registry</span><br /><span style="font-weight: normal;">It also deems that a ship which uses two or more flags according to convenience will be treated as a ship with no nationality</span></h2>
<h2 style="text-align: left;">
<span style="color: orange;">Article 93:- Ships flying the flag of the United Nations, its specialized agencies and the International Atomic Energy Agency</span><br /><span style="font-weight: normal;">It gives provisions for ships to fly the flag on UN or its agencies and IAEA(International Atomic Energy Agency)</span></h2>
<h2 style="text-align: left;">
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<br /><span style="color: lime;">Article 94:- Duties of the flag State</span><br /><span style="font-weight: normal;">1. Each flag state to effectively exercise its jurisdiction and control in administrative, technical and social matters over ship’s flying its flag.</span><br /><span style="font-weight: normal;">2. Maintain a register of the ships.</span><br /><span style="font-weight: normal;">3. Assume jurisdiction under its internal law over each ship flying its flag and its master, officers, and crew with respect to administrative, technical and social </span><span style="font-weight: normal;">matters concerning the ship.</span><br /><span style="font-weight: normal;">4. Take such measures for ships flying its flag as are necessary to ensure the safety of the sea with regards to:</span><br /><span style="font-weight: normal;">a) Construction, equipment, and seaworthiness of the ship</span><br /><span style="font-weight: normal;">b) Manning of ships, labor conditions, training of crew (STCW & ILO convention)</span><br /><span style="font-weight: normal;">c) Use of signals, the maintenance of communications and preventions of collisions such measures include i. each ship is surveyed before and after registration by a qualified surveyor of ships and has onboard such charts, nautical publications, navigational equipment and instruments for safe navigation of the ship</span><br /><span style="font-weight: normal;">ii. each ship is in charge of master and officers who possess appropriate qualifications in seamanship, navigation, communications, and marine engineering and the crew is appropriate in qualification and numbers for the type, size, machinery, and equipment of the ship.</span><br /><span style="font-weight: normal;">iii. The master, officers, the crew are fully conversant with and required to observe the applicable international conventions like MARPOL, SOLAS, COLREG, GMDSS, etc.</span><br /><span style="font-weight: normal;">5. In taking the above measures, each state is required to conform to generally accepted international regulations, procedures and practices and to take any steps that may be necessary to secure their observance.</span><br /><span style="font-weight: normal;">6. A state which has clear grounds to believe that proper jurisdiction and control w.r.t a ship is not exercised may report the facts to the flag state, upon receiving such a report flag state may investigate that matter and if necessary</span><br /><span style="font-weight: normal;">to take remedial action.</span><br /><span style="font-weight: normal;">7. Every state must cause an inquiry by a qualified person/s into every marine casualty/incident of navigation and caused the loss of life/damage to other nationals or to a marine environment. The flag state and other states must cooperate in the conduct of inquiry.</span></h2>
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Marine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.com0tag:blogger.com,1999:blog-2886555625001754577.post-41230229968247978832020-03-03T19:17:00.002+05:302020-03-03T19:17:18.423+05:30Different Types of Marine Insurance<div dir="ltr" style="text-align: left;" trbidi="on">
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<h2 style="text-align: left;">
<span style="font-weight: normal;">There are various types of marine insurance policies available and they could broadly be classified into 5 types.<br /><ol style="text-align: left;">
<li><span style="font-weight: normal;">Time policy - Insures property for a period of time.</span></li>
<li><span style="font-weight: normal;">Voyage policy - It insures property from one place to another it may include a date limit.</span></li>
<li><span style="font-weight: normal;">Mixed policy - It covers both a voyage and a period of time of voyage and in port after arrival.</span></li>
<li><span style="font-weight: normal;">Construction policy - It insures vessels while in course of construction not for a period of time.</span></li>
<li><span style="font-weight: normal;">Floating policy - cargo policy that insures a number of shipments. In Canada & US, this policy is continuous and covers all shipments to a limit of liability for any 1 loss.</span></li>
</ol>
</span></h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;">The marine insurance policies that a ship owner can take are<br />1) Hull & machinery policy<br />2) Protection & indemnity cover.</span></h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;">The insurance policies for a cargo owner include<br />1) Marine cargo insurance<br />2) Goods in transit insurance.</span></h2>
<h2 style="text-align: left;">
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<u>Hull and machinery policies :</u><br /><span style="font-weight: normal;">These are usually time policies with a maximum period of 12 months. Normally the items covered will be clearly stated in the clauses of each policy. Any extra port to be covered will raise the insurance premium.</span><br /><span style="font-weight: normal;">Perils include</span><br /><ol style="text-align: left;">
<li><span style="font-weight: normal;">Peril of seas</span></li>
<li><span style="font-weight: normal;">Fire / explosion</span></li>
<li><span style="font-weight: normal;">Theft from outside</span></li>
<li><span style="font-weight: normal;">Jettison</span></li>
<li><span style="font-weight: normal;">Piracy</span></li>
<li><span style="font-weight: normal;">Earthquake volcanic eruption, lightening</span></li>
<li><span style="font-weight: normal;">Accidents during loading or discharging</span></li>
<li><span style="font-weight: normal;">Machinery damage</span></li>
<li><span style="font-weight: normal;">Latent defects in machinery or hull</span></li>
<li><span style="font-weight: normal;">Negligence of master, officer or crew</span></li>
<li><span style="font-weight: normal;">3/4 collusion liability</span></li>
</ol>
</h2>
<h2 style="text-align: left;">
<u>Items not covered under insurance include:</u><br /><ol style="text-align: left;">
<li><span style="font-weight: normal;">loss/damage eg insurer deliberately set fire to ship caused by willful misconduct wilful negligence by the owner.</span></li>
<li><span style="font-weight: normal;">loss of charter hire due to delays</span></li>
<li><span style="font-weight: normal;">loss due to wear and tear</span></li>
<li><span style="font-weight: normal;">war risk cover.</span></li>
<li><span style="font-weight: normal;">Cost for scraping & painting vessel underwater part due to fouling</span></li>
<li><span style="font-weight: normal;">Valuation clause i.e. in case the vessel is a constructive total loss, salvage values are not considered.</span></li>
<li><span style="font-weight: normal;">loss/damage from a nuclear weapons or by radioactive material.</span></li>
</ol>
<span style="font-weight: normal;"><br /></span></h2>
<h2 style="text-align: left;">
<u>P & I cover:</u><br /><span style="font-weight: normal;">P&I club is a mutual club of ship owners for covering the various liabilities. P&I cover available for Cargo claims, Crew claims, Liability against the collision with fixed or floating objects and installations, Claims for various fines of innocent breaches, Third-party death, and injury claims, 1/4 Collision liability which is not covered by the hull and machinery policy, Oil pollution liability, Special compensation, stoways , unrecovered GA, Salvage expenses under LOF, wreck removal, ships contribution of GA Etc.</span></h2>
<h2 style="text-align: left;">
<u>Limits and restrictions on P&I cover:</u><br /><span style="font-weight: normal;">Deviation, Delivery of cargo at port not specified in the contract of carriage, Failure to arrive or late arrival at port, Delivery of cargo without bill of lading, outdated bill of lading, clean bill of lading in respect of damaged cargo, arrest or detention.</span></h2>
<h2 style="text-align: left;">
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<u>Cargo insurance policies :</u><br /><span style="font-weight: normal;">Most policies incorporate the institute of cargo clause A, B or C. Institute of cargo clause C: This covers only against major casualties. i.e, Fire, Explosion, Stranded, grounding, sinking, capsizing, collision or contact, discharge at port of distress, GA sacrifice and jettison.</span><br /><span style="font-weight: normal;">Institute of cargo clause B: This covers all the above plus the damages due to earthquake, volcanic eruption, lightening, washing overboard, entry of sea.</span><br /><span style="font-weight: normal;">Institute of cargo clause A: Offers cover against all possible risks.</span></h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;">Items excluded in marine cargo insurance are<br /><ol style="text-align: left;">
<li><span style="font-weight: normal;">Claims resulting from insufficient or unsuitable packing or protection of subject matter insured.</span></li>
<li><span style="font-weight: normal;">Claims for loss or damage arising from the financial default of Owners Company, manager or charterer.</span></li>
<li><span style="font-weight: normal;">Claims against the use of nuclear weapons.</span></li>
<li><span style="font-weight: normal;">Claims arising from the damage by terrorist or politically motivated groups.</span></li>
<li><span style="font-weight: normal;">Claims arising from the unfitness of the ship.</span></li>
</ol>
War risk and strike risk cover are available for cargo insurance for an additional premium.<br />Open cover policies and floating policies are available for cargo for long term insurance.</span></h2>
</div>
Marine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.com3tag:blogger.com,1999:blog-2886555625001754577.post-90705071744436624892020-02-25T11:06:00.000+05:302020-02-25T11:06:08.479+05:30Treaty Vs Convention Vs Protocol<div dir="ltr" style="text-align: left;" trbidi="on">
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<a href="https://1.bp.blogspot.com/-ZFajpvcECEI/XlIPLkluKhI/AAAAAAAAIGY/m8qK7qpUiKgvxrpRbcs41LwL7QsH0SoRwCLcBGAsYHQ/s1600/treaty-protocol-and-convention.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="100" data-original-width="280" height="142" src="https://1.bp.blogspot.com/-ZFajpvcECEI/XlIPLkluKhI/AAAAAAAAIGY/m8qK7qpUiKgvxrpRbcs41LwL7QsH0SoRwCLcBGAsYHQ/s400/treaty-protocol-and-convention.jpg" width="400" /></a></div>
<h2 style="text-align: left;">
<u>Treaty:</u><br /><ol style="text-align: left;">
<li><span style="font-weight: normal;">A treaty is a written international agreement between two states (a bilateral </span><span style="font-weight: normal;">treaty) or between a number of states (a multilateral treaty), which is binding </span><span style="font-weight: normal;">in international law.</span></li>
<li><span style="font-weight: normal;">In relation to shipping matters, the chief international treaty-making bodies </span><span style="font-weight: normal;">are an internationally accepted organization such as the United Nations or </span><span style="font-weight: normal;">one of its agencies, such as IMO, ILO, WHO or ITU.</span></li>
<li><span style="font-weight: normal;">A treaty normally enters into force in accordance with criteria incorporated </span><span style="font-weight: normal;">into the treaty itself, e.g. 1 year after a stipulated number of states have </span><span style="font-weight: normal;">acceded to it (by signature of a government representative).</span></li>
<li><span style="font-weight: normal;">A treaty signed by a state government generally has no effect in the national </span><span style="font-weight: normal;">law of the state until there has been an act of ratification or accession and the </span><span style="font-weight: normal;">treaty has been incorporated by statute into the national law of the state.</span></li>
</ol>
</h2>
<h2 style="text-align: left;">
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<br /><u>Conventions:</u><br /><ol style="text-align: left;">
<li><span style="font-weight: normal;">Means coming together for a common objective</span></li>
<li><span style="font-weight: normal;">A convention is a set of agreed, stipulated, or generally accepted standards, </span><span style="font-weight: normal;">norms, social norms, or criteria, often taking the form of a custom</span></li>
<li><span style="font-weight: normal;">Earlier convention was regularly employed for bilateral agreements. Now </span><span style="font-weight: normal;">convention is multilateral treaty documents and are the chief instruments of </span><span style="font-weight: normal;">IMO being binding legal instrument regulating some aspects of maritime </span><span style="font-weight: normal;">affairs of major concern of IMO.</span></li>
<li><span style="font-weight: normal;">Conventions are identified by the name and year of adoption by the </span><span style="font-weight: normal;">assembly. Eg: Marpol 73.</span></li>
<li><span style="font-weight: normal;">They have technical/ provisions attached to annexes. Eg: Annexes in Marpol.</span></li>
<li><span style="font-weight: normal;">They have technical provisions in an associated code. Eg: LSA code.</span></li>
</ol>
</h2>
<h2 style="text-align: left;">
<br /><u>Protocol:</u><br /><span style="font-weight: normal;">They are important treaty instruments made where major amendments are </span><span style="font-weight: normal;">required to be made to a convention which, although already adopted has not yet </span><span style="font-weight: normal;">entered in to force. Eg: Marpol 73/78. i.e, Marpol convention adopted in 1973</span><br /><span style="font-weight: normal;">and protocol made in 1978 before it came into force.</span></h2>
</div>
Marine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.com0tag:blogger.com,1999:blog-2886555625001754577.post-20626151816393032592020-02-24T10:47:00.000+05:302020-02-24T10:47:01.750+05:30Bill Of Lading<div dir="ltr" style="text-align: left;" trbidi="on">
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<h2 style="text-align: left;">
<span style="font-weight: normal;">1. The bill lading is the declaration of the master of the vessel by which he acknowledges that he received the goods on board of his ship and assures that he will carry the goods to the place of destination for delivery, in the same condition as he received them against handing of the original bill of lading.</span></h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;">2. The definition of a bill of lading given in the ―HAMBURG RULES is the following.<br />BILL OF LADING means a document which evidence a contract of carriage by sea and the taking over of loading of the goods by the carrier, and by which the carrier undertakes to deliver the goods against surrender of the document.</span></h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;">3. A provision in the document that the goods are to be delivered to the order of a named person, or to order or o bearer, constitutes such an undertaking.</span></h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;">4. The bill of lading serves as a<br />a) A receipt of the goods by the ship-owner acknowledging that the goods of the stated species, quantity and conditions are shipped to a stated destination in a certain ship or at least received in custody of the ship owner for the purpose of shipment.<br />b) A memorandum of the CONTRACT OF CARRIAGE by which the master agrees to transport the goods to their destinations all terms of the contract which was in fact concluded prior to signing of the bill of loading are repeated on the back of this document<br />c) A document of title, signifying that the holder has the legal right to possession of the goods it describes.</span></h2>
<h2 style="text-align: left;">
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<span style="font-weight: normal;"><br />Types of Bill of Lading<br /><ul style="text-align: left;">
<li><span style="font-weight: normal;">Long Term B/L</span></li>
<li><span style="font-weight: normal;">Short Term B/L</span></li>
<li><span style="font-weight: normal;">Direct B/L</span></li>
<li><span style="font-weight: normal;">Combined transport B/L</span></li>
<li><span style="font-weight: normal;">Through B/L</span></li>
<li><span style="font-weight: normal;">Received for Shipment B/L</span></li>
<li><span style="font-weight: normal;">Straight B/L</span></li>
</ul>
</span></h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;">Hague Visby rule apply to every type of bill of lading.<br />A typical bill of lading may contain the following:-<br /><ol style="text-align: left;">
<li><span style="font-weight: normal;">reference number</span></li>
<li><span style="font-weight: normal;">name and address of shipper and consignee</span></li>
<li><span style="font-weight: normal;">ports of loading and discharging</span></li>
<li><span style="font-weight: normal;">name of carrying vessel</span></li>
<li><span style="font-weight: normal;">number and kind of packages</span></li>
<li><span style="font-weight: normal;">gross weight</span></li>
<li><span style="font-weight: normal;">description of goods</span></li>
<li><span style="font-weight: normal;">the place where freight is payable</span></li>
<li><span style="font-weight: normal;">numbers of original bill of lading</span></li>
<li><span style="font-weight: normal;">place and date of issue</span></li>
<li><span style="font-weight: normal;">signature of carrier/master</span></li>
<li><span style="font-weight: normal;">carrier's standard terms and conditions</span></li>
</ol>
</span></h2>
</div>
Marine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.com0tag:blogger.com,1999:blog-2886555625001754577.post-49267432486728267992020-02-23T18:30:00.000+05:302020-02-23T18:30:14.234+05:30General Average VS Particular Average<div dir="ltr" style="text-align: left;" trbidi="on">
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<h2 style="text-align: left;">
<u>General Average:</u><br /><span style="font-weight: normal;">1. General average is an ancient form of spreading the risk of sea transport and existed long before marine insurance. General average means general loss‘, as opposed to a particular loss under marine insurance.</span><br /><span style="font-weight: normal;">2. It is defined in the rules of YORK-ANTWERP rule as ― There is a general average act when and only when any extraordinary sacrifice or expenditure is intentionally and reasonably made or incurred for the common safety for their purpose of preserving from peril, the property involved in a common maritime adventure.</span><br /><span style="font-weight: normal;">3. The general average loss are shared by all parties to the common maritime adventure, each parties contributing proportions depend on his share of total value saved. The parties involved in the common maritime adventure are</span><br /><ul style="text-align: left;">
<li><span style="font-weight: normal;">Shipowner</span></li>
<li><span style="font-weight: normal;">Each consignee</span></li>
<li><span style="font-weight: normal;">The recipient of the freight (Shipowner/ Charterer)</span></li>
<li><span style="font-weight: normal;">When any equipment is installed on the vessel by a third party, he also a party</span></li>
</ul>
<span style="font-weight: normal;">4. The five major components of a general average loss is therefore</span><br /><ul style="text-align: left;">
<li><span style="font-weight: normal;">An extraordinary sacrifice or expenditure</span></li>
<li><span style="font-weight: normal;">Which action taken was intentional or voluntary and not inevitable.</span></li>
<li><span style="font-weight: normal;">And reasonably made</span></li>
<li><span style="font-weight: normal;">Against a peril</span></li>
<li><span style="font-weight: normal;">In order to benefit the common venture</span></li>
</ul>
<span style="font-weight: normal;">e.g., Damage is done when overworking a ship's engine while afloat to prevent grounding in ordinary‘, whereas damage done to engines, when already aground, in attempting to re-float the vessel is a GA‘, since this is an extraordinary Act.</span><br /><br /><br /><br /><u>Particular Average:</u><br /><ol style="text-align: left;">
<li><span style="font-weight: normal;">It is a partial loss, proximately caused by a peril insured against and which is not </span><span style="font-weight: normal;">a general average loss. Thus, structural damage proximately caused by </span><span style="font-weight: normal;">collision, grounding, heavy weather, etc. (perils of the seas) would normally be </span><span style="font-weight: normal;">caused as a PA loss.</span></li>
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<li><span style="font-weight: normal;">Particular average, instead of being contributed by the general body of those </span><span style="font-weight: normal;">who are interested in the adventure, falls entirely upon the particular owner of </span><span style="font-weight: normal;">the property, which has suffered from the damage. Such an owner has a claim against </span><span style="font-weight: normal;">the insurer in proportion to :</span></li>
<li><span style="font-weight: normal;">Degree by which the damage sustained may have diminished the value that the </span><span style="font-weight: normal;">property has to him, and</span></li>
<li><span style="font-weight: normal;">To the sum that the insurer has agreed to insure.</span></li>
</ol>
</h2>
</div>
Marine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.com0tag:blogger.com,1999:blog-2886555625001754577.post-86430604742332502262020-02-23T12:33:00.000+05:302020-02-23T12:33:10.190+05:30Lloyd's Open Form<div dir="ltr" style="text-align: left;" trbidi="on">
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</div>
<h2>
<span style="font-weight: normal;">1. LOF provides a regime for determining the amount of remuneration to be awarded to salvors for their services in saving property at sea and minimizing or preventing damage to the environment. Originating from the late 1800s, it is probably the most widely used international salvage agreement of its kind in the world today.</span></h2>
<h2>
<span style="font-weight: normal;">2. It is a standard legal document for a proposed salvage operation.</span></h2>
<h2>
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<span style="font-weight: normal;">3. It should be used when a marine environment is at risk and the master has insufficient time to request the owner to arrange salvage services on a pre-agreed rate of sum.</span></h2>
<h2>
<span style="font-weight: normal;">4. It is a single sheet(2 pages) document in a simple format(LOF 2000 form).</span></h2>
<h2>
<span style="font-weight: normal;">5. LOF 2000 form contains numbered boxes as below</span><blockquote class="tr_bq">
<ul style="text-align: left;">
<li><span style="font-weight: normal;">Name of the salvage contractors</span></li>
<li><span style="font-weight: normal;">property to be salved (vessel name)</span></li>
<li><span style="font-weight: normal;">agreed place of safety</span></li>
<li><span style="font-weight: normal;">agreed currency</span></li>
<li><span style="font-weight: normal;">date of agreement place of agreement</span></li>
<li><span style="font-weight: normal;">Is SCOPIC clause is incorporated-- yes/no</span></li>
<li><span style="font-weight: normal;">name and signature of contractor</span></li>
<li><span style="font-weight: normal;">name and signature of master / on behalf of property</span></li>
</ul>
</blockquote>
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<span style="font-weight: normal;">6. Lloyd‘s Open Form of Salvage Agreement or ―LOF, as it is more commonly known, has been revised ten times since it was first introduced in 1892.</span></h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;">7. The latest revision of the form is regarded as one of the more radical revisions which have so far occurred. It comprises a single sheet of paper incorporating a box lay-out in which essential information such as the name of the ship and the identity of the salvage contractors is to be inserted.</span></h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;">8. Below the box lay-out and on to the reverse side of the document, there are 12 lettered clauses and 2 information notices. Therefore the LOF 2000 is a more manageable document and easier to read and understand.</span></h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;">9. The LOF is basically ―No Cure No Pay‖ agreement. Article 13 deals with the criteria for the claims. The claims depend upon</span><ul style="text-align: left;">
<li><span style="font-weight: normal;">Saved value</span></li>
<li><span style="font-weight: normal;">Skill and Effort applied</span></li>
<li><span style="font-weight: normal;">Measure of success</span></li>
<li><span style="font-weight: normal;">Nature and degree of danger</span></li>
<li><span style="font-weight: normal;">Time / Expense</span></li>
<li><span style="font-weight: normal;">Risk / Liabilities</span></li>
<li><span style="font-weight: normal;">Promptness of service</span></li>
<li><span style="font-weight: normal;">State of readiness</span></li>
<li><span style="font-weight: normal;">If any other vessels in operation Etc.</span></li>
</ul>
<span style="font-weight: normal;">10. Article 14 talks about the special compensations to be paid to the salver even if they are not successful in their operation, as a measure of saving the environment. As per the article 14 the minimum special compensation will be ―out of pocket expenses plus 30% of that.</span></h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;">11. In any case article 13 can be duplicated, i.e, Award as per article 14 is more than article 13, and then the total award will be article 13 plus the difference between two. Claims as per article 13 are a part of GA and article 14 will be paid by P&I.</span></h2>
<h2 style="text-align: left;">
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<span style="font-weight: normal;">12. LOF -2000 has a supplementary clause called SCOPIC. SCOPIC is done as per tariff. It is a choice to the salver, but owner can deny. As per the SCOPIC when the salver gives a notice, owner has to give a bank guarantee to the salver to perform. The owner will appoint a Ship casualty representative (SCR) at the location for logging down all the day to day works and machinery operations done under SCOPIC.</span></h2>
</div>
Marine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.com0tag:blogger.com,1999:blog-2886555625001754577.post-63698725226809059432020-02-22T12:14:00.000+05:302020-02-22T12:14:11.082+05:30Describe the procedure to be followed for timely release of a vessel detained for serious structural deficiencies under PSC?<div dir="ltr" style="text-align: left;" trbidi="on">
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<h2 style="text-align: left;">
<u>Procedures for Rectification of Deficiencies and Release:</u><br /><ol style="font-weight: normal; text-align: left;">
<li><span style="font-weight: normal;">It is the responsibility of the owner / Manager to inform the flag state and </span>class about deficiency and detention.</li>
<li><span style="font-weight: normal;">Port state will normally notify the flag state of any detention.</span></li>
<li><span style="font-weight: normal;">Flag state or a classification society acting on its behalf may attend the ship </span>to help resolve the problem, in this case, PSCO might agree to the remedial action proposed by the surveyor and allow him to oversee the repairs.</li>
<li><span style="font-weight: normal;">The master and/or the shipowner would need to authorize the repair work </span>to be carried out in the presence of the surveyor.</li>
<li><span style="font-weight: normal;">There will be associated costs to cover port state inspection cost will of </span>course also be charged to the ship detention orders are lifted once all payment has been received in full.</li>
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<li><span style="font-weight: normal;">When deficiencies which caused a detention cannot be remedied in the port </span>of inspection, the ship concerned may be authorized to proceed to the nearest appropriate repair yard available, as chosen by the master and the Port State Authority, provided that the conditions determined by the competent authority of the flag State and agreed by the Authority of the Port State are complied with. Such conditions will ensure that the ship can proceed without risk to the safety and health of the passengers or crew, or risk to other ships, or without being an unreasonable threat of harm to the marine environment. The flag State or the recognised organisation acting on its behalf should issue single voyage certificates or preferably endorse existing certificates (to proceed to a repair yard, normally in ballast). The terms of release should be acceptable for the port State.</li>
<li><span style="font-weight: normal;">On the condition that all possible efforts have been made to rectify the </span>deficiency, the ship may be allowed to proceed to port where any such deficiency can be rectified.</li>
</ol>
</h2>
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Marine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.com0tag:blogger.com,1999:blog-2886555625001754577.post-82939876787784816752020-02-21T18:00:00.000+05:302020-02-21T18:00:09.965+05:30Explain detainable deficiency with reference to a PSC inspection?<div dir="ltr" style="text-align: left;" trbidi="on">
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<h2 style="text-align: left;">
<u>Detainable deficiency:</u><br /><span style="font-weight: normal;">A deficiency that presents an immediate threat to the ship, its personnel or the </span><span style="font-weight: normal;">environment, which renders the ship unsafe to proceed to sea.</span></h2>
<h2 style="text-align: left;">
<span style="font-weight: normal;">A ship can expect to be detained when in the professional judgment of a PSCO </span><span style="font-weight: normal;">i.e he considered unsafe to allow a ship to proceed to sea before the deficiencies </span><span style="font-weight: normal;">identified have been rectified.</span><br /><span style="font-weight: normal;"><br /></span></h2>
<h2 style="text-align: left;">
<u>EXAMPLES OF DETAINABLE DEFICIENCIES:</u><br />Under SOLAS<br /><ul style="text-align: left;">
<li><span style="font-weight: normal;">Failure of main propulsion, electrical, pumping, and steering</span></li>
<li><span style="font-weight: normal;">Excessive oil leakage in E/R, lagging insulation contaminated by oil</span></li>
<li><span style="font-weight: normal;">Absence non-compliance or poor condition of LSA equipment, fire dampers, ventilation dampers, quick closing valves, etc</span></li>
<li><span style="font-weight: normal;">Absence, non-compliance of poor condition of navigational lights, shapes and sounds signals</span></li>
<li><span style="font-weight: normal;">Absence of corrected charts and publications</span></li>
<li><span style="font-weight: normal;">Absence or failure of mandatory navigational systems and equipment</span></li>
<li><span style="font-weight: normal;">Absence or failure of radio communications systems</span></li>
<li><span style="font-weight: normal;">Number, composition or certification of the crew not corresponding to safe manning certificates</span></li>
</ul>
</h2>
<h2 style="text-align: left;">
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Under load lines<br /><ul style="text-align: left;">
<li><span style="font-weight: normal;">Insufficient stability or ability to calculate stability conditions</span></li>
<li><span style="font-weight: normal;">Significant areas of damage/corrosion/pitting of deck and hull affecting </span><span style="font-weight: normal;">seaworthiness</span></li>
<li><span style="font-weight: normal;">Absence of poor condition of hull closing devices such as hatch covers </span><span style="font-weight: normal;">and watertight doors</span></li>
</ul>
Under MARPOL<br /><ul style="text-align: left;">
<li><span style="font-weight: normal;">Absence or poor condition or failure of OWS, ODMCS, and alarms</span></li>
<li><span style="font-weight: normal;">Remaining capacity of slop tanks/sludge tanks insufficient of the intended </span><span style="font-weight: normal;">voyage</span></li>
<li><span style="font-weight: normal;">No oil record book</span></li>
</ul>
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Under STCW<br /><ul style="text-align: left;">
<li><span style="font-weight: normal;">Lack of or insufficient crew member certificates/endorsements</span></li>
<li><span style="font-weight: normal;">Inadequate navigational / engineering watch arrangements/personnel</span></li>
<li><span style="font-weight: normal;">Competency of crew members not adequate for the duties assigned for the safety and security of the ship and prevention of pollution</span></li>
<li><span style="font-weight: normal;">Insufficient rested watchkeepers for the first and relieving watch duties at </span><span style="font-weight: normal;">the commencement of the voyage</span></li>
</ul>
Under ILO convention<br /><ul style="text-align: left;">
<li><span style="font-weight: normal;">Insufficient food and portable water for the next voyage</span></li>
<li><span style="font-weight: normal;">Excessively unsanitary conditions on board</span></li>
<li><span style="font-weight: normal;">No heating in accommodations if ship operated in low temperatures</span></li>
<li><span style="font-weight: normal;">Excessive garbage blocked passageways</span></li>
</ul>
</h2>
<h2 style="text-align: left;">
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<br /><span style="font-weight: normal;">Once the detention order has been placed on a ship, it is likely to remain part of </span><span style="font-weight: normal;">the historical port state records for that ship and be displayed on the web for at least </span><span style="font-weight: normal;">3 years. A detentions order might include an instruction that the ship has to </span><span style="font-weight: normal;">remain in a particular place or move to an anchorage or other berths. The order </span><span style="font-weight: normal;">should specify the circumstances that would allow the detention to be released </span><span style="font-weight: normal;">The fact that a ship had been detained should be clearly stated on "Report form".</span></h2>
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Marine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.com0tag:blogger.com,1999:blog-2886555625001754577.post-68492517524174296072020-02-21T07:00:00.000+05:302020-02-21T07:00:03.980+05:30How will you prepare your ship for a renewal survey of IAPPC (International Air Pollution Prevention Certificate)? Explain with specific emphasis on the records and documents to be maintained? <div dir="ltr" style="text-align: left;" trbidi="on">
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<span style="font-weight: normal;">MARPOL 73/78 Annex VI Regulations for the prevention of Air Pollution from ships applies to all ships greater than or equal to 400 gross tonnages and to have an IAPP ( For renewal survey of IAPP certificate the following things as per Annex VI should be considered. Prior to issuance of certificate the flag state or will need to confirm compliance with the applicable regulations contained within the annex. The certificate continuity validity will require annual, intermediate and renewal surveys to be satisfactorily carried out.</span></h2>
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<br /><span style="font-weight: normal;">For renewal of IAPP certificate preparation will lie in the fact that</span><br /><span style="font-weight: normal;">the vessel is complying with the regulations of annex VI. So, preparation regarding different regulations under Annex VI will be:-</span><br /><ol style="text-align: left;">
<li>Regulation 12:- Ozone Depleting Substances (ODS)</li>
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<span style="font-weight: normal;">This regulation does not apply to permanently sealed equipment where there is </span><span style="font-weight: normal;">no refrigerant charging connection. Subject to this regulation any deliberate </span><span style="font-weight: normal;">emission of ODS shall be prohibited.</span><br /><span style="font-weight: normal;">Also, after 19 may 2005 any installation which contains ODS other that HCFC </span><span style="font-weight: normal;">is prohibited. Installation containing HCFC is permitted till 1st January 2020.</span><br /><span style="font-weight: normal;">Records and documents to be maintained:-</span><br /><span style="font-weight: normal;">a) A list of equipment containing ODS should be maintained.</span><br /><span style="font-weight: normal;">b) If the ship has any rechargeable system containing ODS, then an ODS record </span><span style="font-weight: normal;">book should be maintained. This record book shall be approved by the </span><span style="font-weight: normal;">administration.</span><br /><span style="font-weight: normal;">c) Entries in ODS record book shall be recorded in terms of mass(kg) of </span><span style="font-weight: normal;">substance in respect of</span><br /><span style="font-weight: normal;">i) Recharge of equipment</span><br /><span style="font-weight: normal;">ii) Repair or maintenance</span><br /><span style="font-weight: normal;">iii) Discharge of ODS to the atmosphere either deliberate or non-deliberate</span><br /><span style="font-weight: normal;">iv) Discharge of ODS to land-based facilities</span><br /><span style="font-weight: normal;">v) Supply of ODS to ship</span></h2>
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2. Regulation 13: – Nitrogen Oxides (NOx)<span style="font-weight: normal;"><br /></span><span style="font-weight: normal;">a. Check all engines are certified and have the necessary documents.</span><br /><span style="font-weight: normal;">b. Sight the EIAPP certificate and Check that an approved Technical file is </span><span style="font-weight: normal;">maintained and include onboard verification procedure for all applicable </span><span style="font-weight: normal;">diesel engines on board.</span><br /><span style="font-weight: normal;">c. Verify the Record book of engine parameters for all diesel engines is </span><span style="font-weight: normal;">updated. Check that the following is updated in the file:</span><br /><span style="font-weight: normal;">- changes to NOx emission-related adjustable engine settings</span><br /><span style="font-weight: normal;">- changes to NOx emission-related engine components.</span><br /><span style="font-weight: normal;">d. Confirm that NOX influencing components for diesel engines are </span><span style="font-weight: normal;">provided with the manufacturer's identification code.</span><br /><span style="font-weight: normal;">e. Confirm NOx emission-related engine settings for diesel engines in the order.</span></h2>
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3. Regulation 14:- Sulphur Oxides SOx</h2>
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<span style="font-weight: normal;">a. Verify that the sulfur content of fuels is not above 3.5%, m/m and for </span><span style="font-weight: normal;">fuels to be used inside SECAs is not above 1%.m/m</span><br /><span style="font-weight: normal;">b. Confirm satisfactory installation and documentation for fuel switching </span><span style="font-weight: normal;">arrangements between low and normal sulfur content fuel.</span><br /><span style="font-weight: normal;">c. Verify the log-book for the operation of fuel oil systems with low-sulphur </span><span style="font-weight: normal;">fuel oils (SECA), which is updated and in compliance.</span><br /><span style="font-weight: normal;">d. Verify operation of Exhaust gas cleaning system, if fitted.</span></h2>
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4. Regulation 15:- VOC<span style="font-weight: normal;"><br /></span><span style="font-weight: normal;">a. Applicable for tankers only when entering ports where this is</span><br /><span style="font-weight: normal;">required. Verify VOC return system certification and Vapour emission </span><span style="font-weight: normal;">control system manual on board.</span><br /><span style="font-weight: normal;">b. Confirm the condition of the vapour collection system. Check Vapour collecting </span><span style="font-weight: normal;">piping including drains and valves, marking and flanges at manifold. </span><span style="font-weight: normal;">Test level gauging system, overflow control systems including visual and </span><span style="font-weight: normal;">audible alarms, and high and low-pressure alarms.</span></h2>
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5. Regulation 16:- Shipboard Incineration<span style="font-weight: normal;"><br /></span><span style="font-weight: normal;">a. Get an overview of Incinerators requiring type approval Incinerator </span><span style="font-weight: normal;">installed after 2000-01-01to be approved according to resolution MEPC.</span><br /><span style="font-weight: normal;">b. Check the Certificate and operation manual on board.</span><br /><span style="font-weight: normal;">c. Verify satisfactory operation Check proper functioning of Alarm and </span><span style="font-weight: normal;">Trips</span><br /><span style="font-weight: normal;">d. Verify instruction for operation posted, warning and instruction plates, </span><span style="font-weight: normal;">and that manufacturers name, incinerator model number/type, and capacity </span><span style="font-weight: normal;">in heat units per hour is permanently marked on the incinerator.</span><br /><span style="font-weight: normal;">e. Check drip trays under burners, pumps and strainers should be free of oil </span><span style="font-weight: normal;">deposits.</span><br /><span style="font-weight: normal;">f. Checklist of materials not to be incinerated is posted near the</span><br /><span style="font-weight: normal;">incinerator.</span></h2>
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6. Regulation 18: – Fuel Oil Quality<span style="font-weight: normal;"><br /></span><span style="font-weight: normal;">a. Verify bunker delivery notes onboard and with correct content.</span><br /><span style="font-weight: normal;">b. Verify that each bunker delivery note is accompanied by a representative </span><span style="font-weight: normal;">sample.</span><br /><span style="font-weight: normal;">c. Samples to be kept on board until the fuel oil is substantially consumed, </span><span style="font-weight: normal;">and for minimum of 12 months. Every BDN is to be accompanied by a </span><span style="font-weight: normal;">representative MARPOL sample of min.400 ml. The label of the sample </span><span style="font-weight: normal;">should be traceable to the BDN.</span><br /><span style="font-weight: normal;">d. Sampling shall be drawn continuously throughout the bunker period as </span><span style="font-weight: normal;">per MEPC.96(47).</span><br /><span style="font-weight: normal;">e. Confirm satisfactory storage of fuel oil samples in a safe storage location, </span><span style="font-weight: normal;">outside the ship’s accommodation, where personnel would not be exposed </span><span style="font-weight: normal;">to vapors which may be released from the sample.</span><br /><span style="font-weight: normal;">f. The BDN must be stored onboard for three years after the delivery. It is </span><span style="font-weight: normal;">advised that an inventory is made to help to find sample bottles and </span><span style="font-weight: normal;">BDNs.</span><br /><span style="font-weight: normal;">g. Verify that BDN's are provided for all bunker operations, recorded in E/R </span><span style="font-weight: normal;">logbook and or Oil Record book, and that content of sulphur is below the </span><span style="font-weight: normal;">required limits of 0.5% (worldwide) and 0.1% (ECA).</span></h2>
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Marine Engineeringhttp://www.blogger.com/profile/12710580699368597134noreply@blogger.com1