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Incidents with lifeboat lowering devices

Incidents with lifeboat lowering devices
MARS Report 201126
Recently, several incidents involving trouble with the lifeboat lowering device have been reported by our fleet vessels.
Case 1: Breakdown of lifeboat brake unit
During a routine drill, the lifeboat could not be controlled by the brake unit. The brake unit was dismantled and the thrust bearing was found to have completely broken, with the thrust shaft worn out and bent. The cause of this brake failure could not be positively identified, but the manufacturer advised that this type of damage could occur if excessive (> 15 kgf) downward force is applied on the brake counterweight by the operator, usually in a panic response to the lifeboat lowering out of control, often caused by a poorly adjusted or maintained brake system.
During the last annual inspection, which took place 5 months earlier, a dynamic winch brake test could not be undertaken, because, at that time the vessel was alongside at berth, preventing the full requirements of the test being carried out.
Case 2: Parting of lifeboat self-lowering control wire
An attempt was made to swing out the lifeboat, but the remote control wire suddenly parted just after starting the swing out. The remote control wire had recently been renewed but wound the wrong way round the auxiliary drum by a person trained and certified by the manufacturer at the last inspection.
Recommendations
When tests cannot be completed during an annual inspection due to circumstances such as those described above, the outstanding tests must be completed at the earliest opportunity without fail;
In addition to authorised service personnel, crew have equal responsibility for ensuring lifeboats are in good working order and are maintained and operated properly. Therefore ship's crew should take the utmost care to check and ensure lifeboat equipment remains fit for proper operation at all times;
An arrowed line on the drum is a simple and effective measure for ensuring it is wound in the correct direction.
Manufacturers have reminded us of the following operational safety information:
General
Do not apply a downward force of more than 15 kgf to the counterweight of the brake lever, as this may damage the thrust bearings. If properly maintained and adjusted, the brake is designed to operate solely by the force applied by the counterweight.
Confirm the home position of the brake lever is in the horizontal position. The ideal position for the lever is in slight contact with the stopper pin. The allowable clearance between the stopper pin and brake lever is 10 mm.
Before operation
Check braking efficiency by slightly lifting the suspension block (sling block) from the davit by davit handle without releasing the davit arm stopper (cradle stopper).
Adjust the limit switch so that the davit arm (cradle) stops just 50 to 100 mm from the stowing position. Check that the brake holds the boat in the position. If the winch is wound with the davit arm (cradle) touching the upper stopper because the limit switch is incorrectly set, the davit will become overloaded.

During operation
When stowing the boat, it is important to equalise the length of the fore and aft boat falls. Stop hoisting just before the wire guide comes into contact with the suspension block (sling block), and check clearance between the fore and aft. If clearance balance is uneven, adjust the end turnbuckles to make the clearance uniform.
After operation
After setting the davit arm stopper (cradle stopper), raise the brake lever of the winch slowly and unwind the boat fall wire to allow the boat to lower slightly. Mount the suspension block (sling block) onto the horn of the davit in order to release the load from the boat fall wire.

Kamsarmax Bulk Carriers

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 Bulk carriers are ships in which cargoes are carried in bulk quantities rather than in barrels, containers, bags etc. and are usually homogeneous and loaded with the help of gravity. A bulk cargo is defined as a "loose" cargo that can be loaded easily and directly into a vessel's cargo holds. These cargoes are usually cargoes of grain, coal, cement, soybeans, iron ore, steel pellets and in some cases fertilizers.
The most predominant types of bulk cargo ships are the handymax and the panamax types. Panamax bulk carriers continue to grow in cargo capacity as the pressure of worldwide competition has forced yards
to build ships that can carry extra extra cargo. Therefore, a special vessel has been built, called "Kamsarmax". This is is the biggest size ship able to load at the world’s largest bauxite port, Port Kamsar in
Equatorial Guinea.
A Kamsarmax type bulk carrier is basically a 82,000 dwt Panamax with an increased LOA = 229 m (for Port Kamsar in Equatorial Guinea).

RANKING OF FLAG STATES

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Ranking of flag states and classification societies: „White list, Grey list, Black list and Performance list"

During many port state control inspections deficiencies of ships are discovered by the specially trained surveyors. Major deficiencies have to be rectified immediately. Occasionally port state control officers even have to detain a ship.
The results of all port state control inspections are collected and evaluated with regard to the performance of flag states and classification societies. Regularly published in form of lists, these „rankings“ reveal to the public whether ships flying a certain flag or classed by a certain classification society are notorious for frequent deficiencies or have a more satisfactory record.

Ranking of flag states

The ranking of flag states is based on the following three different lists:

• The „White list“ contains only flag states of ships which have given , no or little cause for concern.
• The „Grey list“ contains flag states with an average performance.
• The „Black list“ contains flag states of ships which have shown an excessive number of ship safety deficiencies.

Each year these lists are newly established. The ranking is calculated by relating the number of detentions to the number of inspections over the previous three years.

Ranking of classification societies

The ranking of classification societies is determined by the number of deficiencies which have caused detentions of ships and which could have been prevented with a correct survey by the responsible classification society. The ranking of classification societies is published with the annual "RO performance table" (RO = recognized organization) of the Paris MoU.

Implications of rankings

The rankings of a flag state and of a classification society have major implications for the inspection and the targeting of ships subjected to port state control. Ships flying the flag of a „blacklisted“ flag state and/or classed by a low ranking classification society are inspected more frequently and more thoroughly.

ANTI-FOULING PAINT

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 Anti-fouling paint or bottom paint is a specialized coating applied to the hull of a ship or boat to slow the growth of subaquatic organisms that attach to the hull and can affect a vessel's performance and durability. Hull coatings may have other functions in addition to their antifouling properties, such as acting as a barrier against corrosion on metal hulls, or improving the flow of water past the hull of a fishing vessel or high-performance racing yacht.

Tributyltin (TBT) is an umbrella term for a class of organotin compounds which contain the (C₄H₉)₃Sn group, with a prominent example being tributyltin oxide. For 40 years TBT was used as a biocide in anti-fouling paint, commonly known as bottom paint, which was applied to the hulls of ocean going vessles. Bottom paint improves ship performance and durability as it reduces the rate of biofouling, which is the growth of organisms on the ship's hull. Although such paints are effective, the TBT slowly leaches out into the marine environment where it is highly toxic to a wide range of organisms. TBT pollution is of serious concern as it has led to collapse of whole populations of organisms.
TBT compounds are organotin compounds, with 3 butyl groups covalently bonded to a tin(IV) centre. A general formula for these compounds is (n-C₄H₉)₃Sn-X. The X group is typically an electronegative "leaving group" such as chloride or carboxylate.. When introduced into a marine or aquatic environment, TBT adheres to bed sediments because of its high specific gravity and low solubility. However, the adsorption of TBT to sediments is reversible and depends on pH. Studies have shown that 95% of TBT can be released from the sediments back into the aquatic environment. This release makes it difficult to quantify the amount of TBT in an environment, since its concentration in the water is not representative of its availability.


Because TBT is the most effective anti-fouling agent discovered, it was frequently used in anti-fouling paint throughout the globe. It is also relatively inexpensive.
The antifouling properties of TBT compounds were discovered in the 1950s in the Netherlands by van der Kerk and coworkers. The function of the biocide in the anti-fouling paint is to prevent the settling of organisms on the hull and to poison the organisms that do. Although an effective biocide, tributyltin was wrongly deemed safe environmentally. By the mid 1960s it became the most popular anti-fouling paint worldwide. TBT was mixed into paints to extend the life of antifouling coatings, and ships were able to continue operations for a longer time frame. The paints ensured fuel efficiency and delayed costly ship repairs. It is also an ingredient in some disinfectants, for example in combination with quaternary ammonium compounds.








TBT compounds are banned and are included in the Rotterdam Convention and have been banned by the International Convention on the Control of Harmful Anti-fouling Systems on Ships of the International Maritime Organization.
Bans on TBT on boats less than 25 metres long first started in the 1980s. In 1990, the Marine Environment Protection Committee adopted Resolution MEPC 46(30), which recommended that the Government eliminate the use of TBT-containing antifouling paints on smaller vessels. This resolution was intended to be a temporary restriction until the International Maritime Organization could implement a complete ban of TBT anti-fouling agents for ships. Several countries followed with a ban of use, and in 1997 Japan banned the production of TBT-based anti-fouling paints.
The use of organotin compounds acting as biocide in anti-fouling paint was completely banned in 2008 by the International Convention on the Control of Harmful Anti-fouling Systems on Ships of the International Maritime Organization. It states that ships cannot bear organotin compounds on their hulls or external parts or surfaces unless there is a coating that forms a barrier so that organotin compounds cannot leach out. This measure helps reduce exposure by allowing recovery to occur. Despite the ban, TBT will most likely be present in the water column and sediment for up to twenty years because of its long half-life.

Violations of the ban on TBT

Even though banned by some international agencies, TBT anti-fouling paints are still being used in countries with poor regulation enforcement, such as countries in the Caribbean. TBT can remain in the ecosystem for up to 30 years.

Antifouling Convention prohibits the use of underwater antifouling paints containing TBT

On 17 September 2008 the International Convention on the Control of Harmful Antifouling Systems on Ships, 2001 has entered into force globally. This mandatory convention prohibits the use of antifouling paints containing TBT on ships.

All ships of 400 GT and above in international trade must have a TBT free antifouling coating on their hull or must have applied an approved sealer coat. Further details of the hull coating are listed in the supplement of the International AFS certificate or in the AFS declaration.

Ships under 400 GT need only an AFS declaration which can be issued by the ship owner himself based on information provided by the paint manufacturer.

Ban of underwater antifouling paints containing TBT applies in domestic trade, too

The use of underwater antifouling paints containing TBT on ships of 400 GT and above is also prohibited by European law. Other than the International Convention on the Control of Harmful Antifouling Systems on Ships the European regulation (EC) No 782/2003 is also applicable for ships engaged in national trade.

DANGEROUS CHEMICALS IN BULK (IBC)

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IBC code governs the transport of dangerous chemicals

The "International Code for the Construction and Equipment of Ships carrying Dangerous Chemicals in Bulk (IBC code) contains requirements for the carriage of dangerous chemicals and noxious liquid substances in bulk by sea. The IBC code is made mandatory by being referenced in chapter VII, part B of the International Convention for the Safety of Life at Sea (SOLAS convention).

The purpose of the IBC Code is to provide an international standard for the safe carriage, in bulk by sea, of dangerous chemicals and noxious liquid substances. The code prescribes the design, construction and equipment standards of ships, especially of chemical tankers.

List of chemicals provides information on risks during transportation

The IBC code contains a list of all the substances it covers. This list provides information on hazards of these substances and on minimum requirements for ships carrying them.

The objectives of the IBC code must neither be confused with those of MARPOL annex I (oil and oil products) nor with those of the IMDG code (dangerous goods in packaged form).

A chemical tanker is a type of tanker ship designed to transport chemicals in bulk. As defined in MARPOL Annex I, chemical tanker means a ship constructed or adapted for carrying in bulk any liquid product listed in chapter 17 of the International Bulk Chemical Code. As well as industrial chemicals and clean petroleum products, such ships also often carry other types of sensitive cargo which require a high standard of tank cleaning, such as palm oil, vegetable oils, tallow, caustic soda and methanol.
Oceangoing chemical tankers range from 5,000 tonnes deadweight (DWT) to 35,000 DWT in size, which is smaller than the average size of other tanker types due to the specialized nature of their cargo and the size restrictions of the port terminals where they call to load and discharge.
Chemical tankers normally have a series of separate cargo tanks which are either coated with specialized coatings such as phenolic epoxy or zinc paint, or made from stainless steel. The coating or cargo tank material determines what types of cargo a particular tank can carry: stainless steel tanks are required for aggressive acid cargoes such as sulfuric and phosphoric acid, while 'easier' cargoes — such as vegetable oil — can be carried in epoxy coated tanks. The coating or tank material also influences how quickly tanks can be cleaned. Typically, ships with stainless steel tanks can carry a wider range of cargoes and can clean more quickly between one cargo and another, which justifies the additional cost of their construction.

Clasification of Chemical Tankers

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In general, ships carrying chemicals in bulk are classed into three types:
1. A ‘Type 1’ ship is a chemical tanker intended to transport Chapter 17 of the IBC Code products with very severe environmental and safety hazards which require maximum preventive measures to preclude an escape of such cargo.
2. A‘Type 2’ ship is a chemical tanker intended to transport Chapter 17 of the IBC Code products with appreciably severe environmental and safety hazards which require significant preventive measures to preclude an escape of such cargo.
3. A ‘Type 3’ ship is a chemical tanker intended to transport Chapter 17 of the IBC Code products with sufficiently severe environmental and safety hazards which require a moderate degree of containment to increase survival capability in a damaged condition.
Most chemical tankers are IMO 2 and 3 rated, since the volume of IMO 1 cargoes is very limited.

Chemical tankers often have a system for tank heating in order to maintain the viscosity of certain cargoes, typically by passing pressurized steam through stainless steel 'heating coils' in the cargo tanks, transferring heat into the cargo which circulates in the tank by convection. All modern chemical tankers feature double hull construction and most have one pump for each tank with independent piping, which means that each tank can load a separate cargo without any mixing. Tank cleaning after discharging cargo is a very important aspect of chemical tanker operations, because tanks which are not properly cleaned of all cargo residue can adversely affect the purity of the next cargo loaded. Before tanks are cleaned, they must be properly ventilated and checked to be free of potentially explosive gases. Chemical tankers usually have transverse stiffeners on deck rather than inside the cargo tanks, in order to make the tank walls smooth and easier to clean by fitted tank cleaning machines.
Cargo tanks, either empty or filled, are normally protected against explosion by inert gas blankets. Often nitrogen is the inert gas used, supplied either from portable gas bottles or a Nitrogen generator.
Most new chemical tankers are built by shipbuilders in Japan, Korea or China, with other builders in Turkey, Italy, Germany and Poland. Japanese shipbuilders now account for the large majority of stainless steel chemical tankers built, as welding stainless steel to the accuracy required for cargo tank construction is a skill which is difficult to acquire.
Notable major chemical tanker operators including Stolt-Nielsen, Odfjell, Tokyo Marine and Eitzen Chemical. Charterers, the end users of the ships, include oil majors, industrial consumers and specialist chemical companies.

GARBAGE MANAGEMENT ON SHIPS AS PER IMO

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In 2011, IMO adopted amendments to MARPOL Annex V which require that:

.1 every ship of 100 gross tonnage and above, and every ship certified to

carry 15 or more persons, and fixed or floating platforms shall carry a

garbage management plan;

.2 every ship of 400 gross tonnage and above, and every ship certified to

carry 15 or more persons engaged in voyages to ports or offshore terminals

of another Party, and every fixed or floating platform shall be provided with

a Garbage Record Book; and

.3 every ship of 12 metres or more in length overall, and fixed or floating

platforms shall display placards which notify the crew and passengers of

the ship's disposal requirements of regulations 3, 4, 5 and 6 of the Annex

as applicable. 

 MATTERS WHICH SHOULD BE ADDRESSED IN THE GARBAGE

MANAGEMENT PLAN

4.1

Designated person in charge of carrying out the plan

4.1.1 In accordance with regulation 10.2 of the revised MARPOL Annex V, the plan shall

designate a person in charge of carrying out the plan. The person should ensure the

garbage management plan is followed.

4.1.2 This person should be assisted by ship's crew to ensure that the minimization,

collection, separation and processing of garbage is appropriate and efficient in all areas of

the ship.

4.2

Procedures for collecting garbage

4.2.1 Identify suitable receptacles for collection and separation

4.2.2 Identify the locations of receptacles and collection and separation stations.

4.2.3 Describe the process of how garbage is transported from the source of generation to

the collection and separation stations.

4.2.4 Describe how garbage is to be handled between primary collection and separation

stations and other handling methods relating to the following:

.1 needs of reception facilities, taking into account possible local recycling

arrangements;

.2 onboard processing and potential reuse of garbage aboard the ship;

.3 storage; and

.4 discharge into the sea in those limited situations where it is permitted.

4.2.5 Describe the training or education programmes to facilitate collection of garbage and

sorting of reusable or recyclable material

4.3 Procedures for processing garbage

4.3.1 Identify personnel responsible for the operation of the processing equipment.

4.3.2 Identify available processing devices and their capacities.

4.3.3 Identify the locations of processing devices and processing stations.

4.3.4 Identify the categories of garbage that are to be processed by each of the available

processing devices.

4.3.5 Describe how material that can be reused or recycled is to be handled between

primary processing stations and the storage or transfer stations.

4.3.6 Describe processing procedures used for the following:

.1 needs of reception facilities, taking into account available recycling

arrangements;

.2 storage; and

.3 discharge into the sea in those limited situations where it is permitted.

4.3.7 Describe the training or education programmes to facilitate the processing of

garbage and reuse or recycling of material.

4.3.8 Identify standard operating procedures for the operation and maintenance of the

equipment used to manage garbage. This may be done by reference to documents available

on board

4.4 Procedures for storing garbage or reusable or recyclable material

4.4.1 Identify the locations, the intended use, and the capacities of available storage

stations for each category of garbage or reusable or recyclable material.

4.4.2 Describe the condition of how the garbage will be stored (for example, "food –

frozen"; "cans – compacted and stacked"; "paper – compacted and should remain dry", etc.).

4.4.3 Describe how garbage, including reusable and recyclable material, is to be handled

between storage stations and discharge with regard to the following:

.1 discharge to reception facilities, taking into account available recycling

arrangements; and

.2 discharge into the sea in those limited situations where it is allowed.

4.4.4 Describe the training or education programmes to facilitate the storing of garbage

and options for reusing and recycling components of the waste stream.

REVALIDATION PROCEDURE FOR U.K COC

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Below list of original documents  need to be sent for the revalidation:

 

1. Evidence of 12 months sea service within the last 5 years or 3 months in the last 6 months.

For this we require your Discharge Book or sea service testimonials. A company letter will be required if revalidating through the “Acceptable Occupation” route. You may revalidate any time before the expiry date of your CoC.

 

2. Current Certificate of Competency.

3. Valid Medical Certificate.

4. 2 passport sized photographs.

5. MCA approved NARAS/ NAEST or ECDIS training completed after 01 January 2005 – Deck only (if applicable)

6. GMDSS Book - Deck Only

7. MCA approved High Voltage Certificate – Engine Only (if applicable)

8. Fee of £46.00 (UK)/£56.00 (EU)/£66.00 (Rest of the world) (see application form - this includes courier fee for return of documents).

 

To revalidate your tanker endorsement you will need to submit evidence (testimonials) of at least 3months sea service on tankers for each type of endorsement.  The testimonials must state what type of cargo was being carried. If they do not state the cargo your CoC will be issued with a limitation. There is no extra fee for this.

 

If you apply to revalidate after 01/01/2017 you may be required to undertake refresher training. Please see below website link.

 

https://www.gov.uk/government/publications/min-469-requirements-for-updating-training

 

It will take up to 14 days to revalidate your CoC. Please forward the application to the following address:

 

STC Branch

MCA

Spring Place

105 Commercial Road

Southampton

SO15 1EG

Uk

 

Please note that the revalidation application form and the marine guidance notes (MGN 494) can be found on UK  MCA website www.gov.uk/mca

WHAT IS SWITCHBOARD THERMOGRAPHY

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Thermography enables us to skilfully see what cannot be seen by the naked eye. We can interpret infrared imaging to determine any areas of concern and inevitably prevent havoc

What is Thermal Imaging?
Thermal Imaging is a process of viewing heat, generated from an electrical switchboard. The more power a device draws from a switchboard, or if there is a malfunctioning component in a switchboard, the more heat that is generated and will therefore be detected through a thermal image. Infrared cameras are used to capture the thermo graphic image.

Why is Thermal Imaging a mandatory component of your ship’s Preventative Maintenance?
When any one of the following areas of concern is present in a switchboard, it can generate excess heat and stress on the board, and left undetected can cause a full or partial power outage to the switchboard that can be very disruptive for your tenants:

• Loose terminals
• Undersized cables
• Faulty fuses or circuit breakers
• Incorrectly fitted components

How do I read a Thermal Imaging Report?
A switchboard’s temperature has to be matched against the ambient room’s temperature in order to be able to identify if and where there’s a potential hazard. If the switchboard’s under too much stress or it is too hot, then the internal elements may ignite, with the results being catastrophic. The darker the colour means the cooler the element or area is. The lighter the colour means the area is warmer and generally under more stress. As seen in the example shown above, ‘purple’ signals COOL and ‘yellow – white’ signals WARM – HOT, in respect to the ambient room temperature.

How often does a switchboard need a Thermal Imaging test?
Thermal imaging for all your building’s switchboards should be carried out every 12 months and more frequently if environmental conditions are influential. Or at least once in the drydock in 5 years.
Thermography is a non-destructive defect testing technique, which means there’s no interference to your ’s power supply during a preventative maintenance check. Switchboard thermo scanning is undertaken while the equipment is on-line and running at normal capacity. By monitoring temperatures and thermal patterns this allows for an early detection of possible faults, indicated by a rise in temperature.