"CAPTAIN PHILLIPS" - A MOVIE ALL SEAFARERS AND THEIR FAMILIES SHOULD WATCH

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 Richard Phillips was the captain of the MV Maersk Alabama in 2009. Phillips was held hostage in the cargo ship's hijacking that year and was rescued. Phillips is a 1979 graduate of the Massachusetts Maritime Academy and became captain of the MV Maersk Alabama in 2009
 Soon after the rescue, President Obama said, "I share the country's admiration for the bravery of Captain Phillips and his selfless concern for his crew. His courage is a model for all Americans." On Saturday, 9 May, Capt. and Mrs. Phillips visited with President Obama in the Oval Office. A picture was released, but no details of the discussion.
Following the hijacking, Phillips published a book titled A Captain's Duty: Somali Pirates, Navy SEALS, and Dangerous Days at Sea. Columbia Pictures optioned the book and acquired the film rights to Phillips in spring 2009. In March 2011, it was announced that Tom Hanks would star in a Sony Pictures film based on the hijacking and Phillips' book, scripted by Billy Ray, and produced by the team behind The Social Network The film, entitled Captain Phillips, is scheduled for release October 11, 2013

The true story of Captain Richard Phillips and the 2009 hijacking by Somali pirates of the US-flagged MV Maersk Alabama, the first American cargo ship to be hijacked in two hundred years. 

We’ll find out in this tense new thriller from Bourne Supremacy director Paul Greengrass, which follows the true story of Richard Phillips — a cargo ship captain taken hostage when his vessel, the Maersk Alabama, was hijacked by Somali pirates in 2009.
Hanks stars as the real-life hero, while a quartet of unknowns play the pirates — one of whom gets a bit of sympathetic spotlight in the latest trailer for the film. And though Catherine Keener also appears as Hanks’s wife, the Oscar winner’s true costar seems to be his Bahston accent; hopefully, he’s had some time to work on it since Catch Me If You Can

Director:

Paul Greengrass

Writers:

Billy Ray (screenplay), Richard Phillips (based upon the book "A Captain's Duty: Somali Pirates, Navy SEALS, and Dangerous Days at Sea" by), 1 more credit »

Stars:

Tom Hanks, Catherine Keener, Barkhad Abdi | See full cast and crew

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EARTHROAM NEW SIM CARD FOR SEAFARERS

MARINESHELF publishes articles contributed by seafarers and other marine related sites solely for the benefit of seafarers .All copyright materials are owned by its respective authors or publishers.

Earthroam Sailor sim card has been launched in India for the benefit of seafarers who travel across the globe ,visiting various countries while sailing.

A seafarer working on merchant navy ships stays away from their family & friends for more than 6 months in one year . Communication becomes a big concern for a seafarer who roam around the world continuously visiting various countries in his single contract. Taking his local national SIM on roaming is not feasible as international roaming is horrendously high. Looking onto all aspects EARTH ROAM introduced EARTHROAM SAILOR a global SIM card & DATA card which works in 200 countries around the world. Long anchorages, short port stay, stringent security regulations sometimes makes it difficult for them to buy local sim card also. Family & friends of seafarers always look upon them for contact as they don’t have any contact number of them. Many at times it happens that seafarer goes for a shore leave and get delayed but their colleagues or master of the vessel has no means to contact them. Solution to all these problems is very simple EARTHROAM GLOBAL SOLUTION. This SIM card is specially designed for seafarer and almost 50% cheaper than any other Global SIM card in the world.

Many seafarers from the leading companies like Anglo Eastern Ship Management, Fleet Management , Teekay, Univan, V ships, Chellaram, Bernard & Schulte Executive Ship Management, Shell Tankers, Selandia, Chevron , MSC, Maersk , Bergesen Worldwide ,Wilhemsen, Dohle Danautics, Synergy shipping  and many more are using it and has appreciated the services of EARTHROAM.

If you compare Earthroam global sim card with other international sim cards in market you will find that Earthroam is on an average is  50% cheaper than others and in many countries it is almost 5 to 6 times cheaper. We have our centers in all major cities of India. 

    BENEFITS OF EARTHROAM GLOBAL SIM CARD FOR SEAFARERS

• •       No need to be dependent on agents/Ship Chandlers/Seamen club for buying local sim cards every time at higher cost.
• •     Extensive worldwide coverage in 200 countries with very cheap call & SMS rates from countries like Europe, Australia, US, South America, Africa, Persian Gulf ,New Zealand, Ukraine ,Russia, Japan, China ,S.Korea and many more countries. Many countries our rates are cheaper than the local sim card call rates.
• •     Single global phone number for every seafarer (e.g Officers going ashore in port easy to contact. Wife/Parents able to trace the officer/Crew after Joining the vessel or Signing off).
• •       Communication becomes easy to home & office from VLCCs, Cape size ,ULCCs  not going alongside or at long anchorages.
• •       While transiting various countries during sign on/off in communication with office & home at all times. Global number of the crew can be passed to the agent.
• •       Free incoming in most European countries and only 10 cents on most of the popular countries.
• •       Free SMS receiving in all countries.
• •       Control panel given to all users with their login id & Passwords to check their call logs, accounts and for top up online.
• •       Call forwarding to your local number once back home so that you do not miss your important calls on your global number.
• •       Very cheap internet usage plan on the same global number from most of the countries worldwide.
• •       24x7 customer care in English , not like local sim cards where customer  are is in their national language.
• •       Global SIM card with the cheapest call tariffs in the world.50% cheaper than any other world SIM card.
• •       Save 95% than taking your home country SIM card on international roaming.
• •       Single (+44) mobile number to take care of global roaming in multiple countries.USA number already programmed for cheap calls from USA.
• •       Access to UK number (+44) is cost effective for callers from India compared to calling mobile numbers       of other countries.

Cost of Sim with $10 talk time is: Rs.1310

Cost of Top Up: 25$ will be paid in INR

*Service tax of 12.36% will be charged extra.

For ordering simply reply to us or call us on our numbers.

Best Regards

Abhishek Dwivedi

Mob-8586966697

Earthroam Pvt Ltd.

Address:B-279 , Phase-II , Chattarpur Enclave,
New Delhi - 110074, India
Website: www.earthroam.in
For Queries: enquiry@earthroam.in

Tel: 011-65479111,011-65498222

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Helpline No.:   +91-8130669555,  +91-8130559666 

SAD PLIGHT OF CADETS....PLZ HELP THESE NEW GENERATION SEAFARERS

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ITS REALLY SAD TO SEE THAT A LOT OF THE NEW CADETS WHO PASS OUT FROM INSTITUTES WHICH DO NOT PROVIDE PLACEMENT ARE IN A BAD STATE TODAY WITHOUT ANY OPENINGS  AS CADETS, AND ALSO IN A STATE OF DEPRESSION ...IN 2006 WHEN THERE WAS A SLIGHT BOOM IN SHIPPING AND MOST OF THE COMPANIES FOUND SHORTAGE IN SEAFARERS ...THE GOVERNMENT APPROVED A LOT OF MARITIME INSTITUTES BUT SOONER THE MARKET CRASHED AND THERE WERE SURPLUS OF CADETS WITHOUT JOB...EVEN SOME ARE WORKING FOR CALL CENTERS THESE DAYS. THE NO OF INSTITUTES HAVE ALMOST GROWN 20 TIMES BUT THERE ARE ONLY INSTITUTES WHICH ARE RUN BY MANAGEMENT COMPANIES WHO OFFER JOBS TO CADETS PASSING OUT FROM THEIR  INSTITUTES OTHERS FIND IT DIFFICULT TO GET AN OPENING AND EVEN HAVE TO PAY LAKHS OF RUPEES TO AGENTSTO GET A JOB OR SOMETIMES ARE CHEATED BY THESE AGENTS .ITS A HUMBLE REQUEST FROM ' MARINESHELF' TO REDUCE THE INTAKE OF CADETS ONLY AS PER REQUIREMENTS AND DON'T CREATE  SURPLUS JOBLESS CADETS ALSO GOVERNMENT SHOULD TAKE NOTE OF THIS SITUATION AND STOP GRANTING PERMISSION FOR NEW INSTITUTES ; MEANWHILE PEOPLE IN THE MARITIME SECTOR ALSO SHOULD PLAY THEIR PART TO GIVE THESE CADETS A CHANCE WHENEVER THEY GET AN OPPORTUNITY...ITS ALSO A REQUEST TO THESE  CADETS TO KEEP THEIR COOL AND DONT GET DEPRESSED AND HOPE THE MARKET CONDITION IMPROVES....HERE ARE A FEW CADETS WHO ARE STILL SEARCHING FOR AN OPENING......RECRUITING OFFICERS PLEASE HELP THEM

Dear Sir,
I am Shivendra Mishra and have completed B.tech(marine engineering) from Pune, in 2011.I have all the documents ready with an Indian CDC and OTFC. I am searching a job for the post of TME/Junior Engineer/5th Engineer from 1 and a half year.I have personally dropped CV to many companies.But,they were asking for a reference.Finally,I went to agents,but they were asking for a huge amount of 2 lacs. I belong to middle class family,my dad is retired from Army.I don't have money to pay this much amount. Kindly help me out.I apologize for coming to you directly.I will be ever grateful to you.
Thanking you.
8564000789/8793324878

Dear Sir,
Good Morning
Most humble and respectfully. Sir i have been passed DNS(Nautical Science) from T.S.Chanakya in 2012. And have been looking for Shipping companies for cadetship to complete my 18 months of sea training since passing out day.

Sir, i have applied in almost all companies of Mumbai,but still not get any response from any one. Many companies told me that without refrence,we can't do. And i met several agents also but they demanding huge amount from me about 3 to 4 lack.

Sir,i am from Sasaram, Bihar. And my father is farmer. In my family,don't having any link in shipping industry. And my family income is Rs.70000 per annum. Sir,my family never afford agents greed also. And my loan is climbing mountain day by day,which my father took to pay Chanakya's fee.

So,sir please guide me for my future,that what i should do now. Me and my family most oblige for your guidence. So please help me with your guidence. Good day

Your Sincerly
Cadet Abhishek Chouhan
+917208730972 abhishekmnm@yahoo.com

Ullage Gas Flammability Diagram

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Lower Flammable Limit;

the concentration of flammable vapour, in air, below which combustion will not occur [at normal atmospheric conditions]. The mixture is too lean. Taken to be 1% for crude oil.

Upper Flammable Limit;

the concentration of flammable vapour, in air, above which combustion will not occur [at normal atmospheric conditions]. The mixture is too rich. Taken to be 10% for crude oil [Oxygen level = 19%].

Flammable Range;

The range where the concentration of flammable vapour and oxygen levels will support combustion. Outside of this ‘envelope’ combustion will not occur. LFL increases with reduction of O₂, UFL reduces until, below 11% O₂, combustion cannot occur.

Vapour Pressure;

pressure exerted by a vapour that is in equilibrium with its liquid. A liquid standing in a sealed beaker is actually a dynamic system: some molecules of the liquid are evaporating to form vapour and some molecules of vapour are condensing to form liquid. At equilibrium the rates of the two processes are equal and the system appears to be stationary. Once the vapour pressure equals the ambient pressure the liquid boils. Crude oil is has many light factions which produce vapours, the higher the temperature then the more vapour present in the ullage space. Even though the ullage space is inert [less than 8% O₂], the concentration of vapour can be high. If the ullage space is broached the conditions will attempt to revert to normal conditions, passing through the explosive range in the process.

Flash-point;

the lowest temperature at which an ignitable mix with air  can be formed. At this temperature the vapour may cease to burn when the source of ignition is removed. A slightly higher temperature, the fire point, is defined at which the vapour continues to burn after being ignited. As it is the vapours that initially ignite then fuels with high vapour pressures ignite easier.

INERT GAS GENERATOR

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A package unit normally used for topping‑up purposes only, although main units are available.

The furnace is lined with refractory and water cooled to protect it from the high combustion temperatures.

The gas scrubber is usually incorporated into the unit as shown.

Two fuel pumps, or adequate spares, must be available.

The air supply fan is capable of supplying the required pressure – no further blowers are required.

The unit would be fitted after the blowers, before the regulating valves shown in the main system.

Additional alarms required are low fuel pressure, power and control failure.

INERT GAS SYSTEM

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Inert gas systems are used to inert empty cargo tanks (including slop tanks) by reducing the oxygen content to a level at which combustion cannot be supported.

The atmosphere in any cargo tank must not exceed 8% oxygen by volume and be at a positive pressure at all times.

The system should be able to purge tanks of hydrocarbon gas prior to gas freeing.

The inert gas system must be capable of supplying gas at a concentration of not more than 5% oxygen by volume at 125% of the maximum cargo discharge rate.

Many tankers have inert gas systems fitted for ballast tanks. This prevents the possibility of a build up of explosive gasses in the event of the ballast tank becoming connected (via crack) to the cargo tank atmosphere. A reduction in corrosion due to reduced levels of oxygen is also claimed.

The composition of the inert gas should be:

                                                O₂                                -           4 – 5 %

                                                CO₂                             -           14 – 15 %

                                                NO_x and trace gases    -           1 %

                                                N₂                                -           Remainder.

Flue Gas Isolating Valve.

            Valve has cleaning for seats – either steam or air – to ensure good sealing properties. The valve must have an indicator to show its position. Interlocks should be fitted to prevent soot blowing operations when open.

Scrubber.

            Main purpose is to cool the flue gas. Sulphur products of combustion and soot particles are also removed. There must be a water seal between the scrubber and the flue gas isolating valve. There must be two means of supplying cooling water. The scrubber usually has a corrosion resistant lining of neoprene rubber. Alarms are fitted for low water pressure, high water level and high gas outlet temperature – all of which will automatically shut down the plant. On leaving the scrubber the gas passes through a demister to prevent carry over of water.

Fans or Blowers.

            At least two blowers are required, together capable of supplying 125% of the maximum cargo discharge capacity. The maximum pressure in the system should not exceed the maximum test pressure of the cargo tanks. It is normal for each blower to be capable of the required delivery rate, often a third, smaller, blower is fitted for topping up purposes. The blowers have a fresh water wash to remove corrosive products and cleaning. Blower failure causes automatic closing of gas regulating valve.

Gas Regulating valve.

            Must be automatically operated and capable of controlling the flow of inert gas to the cargo tanks. This valve must be fitted in the machinery space, before the deck seal.

Oxygen Analyser.

            The oxygen content of the gas is continually analysed and recorded. If the O₂ content should rise to 8% then an alarm sounds and the isolating valve to the deck main closes to prevent supply of gas to the cargo tanks. Cargo operations should stop. The analyser should be regularly calibrated.

Deck Seal.

            At least two non-return devices must be fitted to prevent hydrocarbon vapours reaching the machinery space, one of which must be a water seal. The water seal must have two separate water supply pumps, be protected against freezing and siphoning. Low water level in the seal will cause alarms to sound.

Pressure ~ Vacuum Breaker.

            Protects cargo tanks against over / under pressure caused by thermal variations when the isolation valves are shut.

Audible & visual alarms for: ‑

(i)                 Low water level in scrubber

(ii)               High water level in scrubber

(iii)             High gas temperature

(iv)             Fan failure

(v)               Power failure to control systems for instruments & regulating valve

(vi)             Low level in deck water seal

(vii)           Oxygen content (at fan discharge) in excess of  8%

(viii)         Gas pressure lower than 100 mm water gauge

(ix)             High gas pressure

LOW EXPANSION FOAM

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 Low Expansion Foam

These systems can ONLY be an addition to the main fixed fire fighting system (CO₂, water spray or high expansion foam).

A mixture of water with foam (12:1 maximum) is led to spreaders, monitors or hydrants and it is at these points that air is entrained and the foam produced. There must be sufficient points of delivery to give a foam blanket of 150mm over the risk area.

All equipment must be located outside of the protected machinery space.

There are two main types: ‑

1) Pressurised System

Premixed foam & water is stored in a tank which is pressurised when required by CO₂

This system needs no source of power or pumps and is immediately available.

2) Ratio or Metered System

Foam compound in a tank is mixed with pumped water as required. This has the advantage of a smaller volume fixed tank that does not need to withstand extra pressure, but the system now requires pump(s) and a power supply.

AUTOMATIC SPRINKLER SYSTEM

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Passenger ships must have an automatic sprinkler and alarm system in all control stations, accommodation and service spaces, including corridors and stairways. Spaces having little or no risk need not be fitted with an automatic sprinkler system. [CO₂ room, toilets etc.].

A number of sprinkler heads are supplied with water under pressure, the system being initially charged with fresh water to avoid corrosion. The system should provide a minimum water flow of 5 l/m²/min and the heads should provide complete cover. The pressure tank should provide one-minute supply without the pump and have a volume of at least twice this amount. The pump should be dedicated to the sprinkler system only.

A visual and audible alarm should be given automatically indicating which section is affected; each section must have means of testing the alarm. A pump running alarm is normally fitted.

The system is provided with a shore connection and is connected to the fire main by a lockable S.D.N.R. valve, normally closed. System pressures 5.5 to 8.5 bar.

 A manual system replaces the section valves with remote / manual operated valves and the pipes between this valve and the sprinklers are empty. Operation is by opening the required valve. There must be a separate fire detection system, which can be arranged on a ‘double knock’ operation so that two fire detector heads in alarm in any section will automatically open the required valve

FIRE MAIN

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Pipes are normally galvanised steel. A deck main screw-lift, isolating valve is to be fitted, accessible from outside the machinery space, in case of damaged pipes in the engine room. The deck main must be drained at the lowest point to prevent damage or becoming unusable due to freezing. There must be at least 2, independently powered, pumps to supply water to the firemain, with remote start facility. Each of these pumps should be capable of supplying two jets of water, 12 m long x 12mm diameter to any part of the ship, one from a single length of hose. [Lloyds].

Solas [II-2, 4.2] gives a pressure that must be maintained at the hydrants;

                                    Passenger ship             4.0 bar

                                    Cargo ship                   2.7 bar

Any part of the vessel must be able to be reached by two jets, one from a single length of hose.

Passenger vessels above 4000T must have three fire pumps, and automatic starting should a hydrant be opened.

Tankers require isolating valves on deck at least every 40m.

Sanitary, ballast, bilge or general service pumps may be accepted as fire pumps provided they are not usually used for pumping oil.

The Emergency Fire Pump

One of the dedicated pumps will be the emergency pump, and all parts of the unit such as sea suctions, power supplies and pipes must be separate from the compartment containing the main fire pump. The location must be accessible from the open deck and be in a well ventilated space.

The pump must be able to operate at the lightest draught that will be encountered in service, and a means of air extraction for priming purposes must be provided if the pump is more than two metres above the lightest draught (if the pump is not self‑priming).

Where an IC engine is used as the prime mover for the pump, hand starting is preferred, but if impracticable the alternative arrangement must provide for 12 starts in a thirty-minute period. The immediate use fuel supply should be sufficient for three hours with a reserve for 15 hours. The fuel used must be suitable for low temperature operation (M 1165),

The pump system must be tested weekly and a record made of the test. Deck personnel are to be familiar with both the starting and the operation of the pump.

The International Connection

A standard sized flange, which allows connection to the ship's firemain from external sources. The flange, bolts and joints must be kept ready for use and easily identifiable.

Must include suitable bolts, washers and gasket.

4x16mm Bolts 50mm long.

Gasket for 10 bar operating pressure.

The connection must be readily attachable on each side of the vessel.

HIGH EXPANSION FOAM

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Expansion Ratio maximum of 1000 to 1

        

This is the maximum expansion ratio allowable under SOLAS. It compares with ratios of 12:1 for traditional low expansion foams and 20:1 for AFFF.

High Expansion foams are produced from synthetic detergents such as Ammonium Lauryl Esther Sulphate. Air is blown through a net fabric which is wetted by water which has picked up foam compound by entrainment.

Foam production may be adversely affected by smoke in the air steam. Some manufacturers say their products are not affected.

The foam is persistent, insulates well and absorbs radiant heat. Some of the foam expands to steam at the fire, with an expansion ratio of 1700 to 1, which gives an oxygen content of below 8% by volume and so smothers the fire. The latent heat required is removed from the fire, producing a cooling effect.

The foam generating equipment must be readily accessible and separate from the protected space.

The rate of application must ensure the foam level in the engine room rises at least 1 metre per minute.

The quantity of foam forming liquid must be able to supply five times the volume of the protected space.

          Foam generating equipment and controls must be outside the protected space, readily accessible and simple to operate. Ducting material must be at least 5mm thick. Ducts must be fitted with automatically operated dampers installed in the openings of the boundary bulkheads
  In the ‘HotFoam’ system the foam generator has no fan/blower. The air is drawn in with a jet of the foam/water solution in a similar manner to a standard mixer nozzle.

The foam produced uses the air and combustion gases within the protected space – hence the name HotFoam. [Unitor].

Cargo Hold Fire Detection and CO2 Extinguishing system

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In normal operation the extractor fan draws air sample from the cargo space through the bridge cabinet. The fan vents to atmosphere if the hold contains dangerous cargo.

The cabinet contains clear tubes within which are plastic balls. If the lines to the hold are clear the ball ‘floats’, a blocked pipe causes the ball to obscure the detector.

In the event of fire then the smoke will cause obscuration and the alarm sounds. An ionisation detector chamber can also be fitted for detecting products of combustion.

In order to release CO₂ the three-way valves, which are arranged to prevent connection of CO₂ to the bridge, are turned and the required number of bottles of CO₂ are released. The hold pressure must be closely monitored.

BULK CO2 SYSTEM

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Carbon dioxide is stored in a single container at 17°C. Two completely independent fridge systems are fitted for cooling, one in use, the other stand by. A power supply from the emergency switchboard must be available for the plant. In the event of total loss of power the tank is sufficiently well insulated to maintain a temperature for a minimum of 24 hours before "boil off” occurs.

Two sets of relief valves are fitted to the pressure vessel. Set A lifts at 24.5 bar, to atmosphere. Set B lifts at 27 bar to the CO₂ room, in case of fire in this space. Each set has an isolating cock to enable one valve only of the set to be opened up for survey/repair. A third relief valve C set at 33 bar, protects the system pipe lines.

There are two means of indicating tank level:

i)                    Remote electrical display of contents (usually of the capacitance type).

ii)                  A stand by indicator, consisting of a vertical, external un‑insulated pipe. This can be filled with CO₂ to the vessel level, by opening one valve. Level is determined by frosting on the outside of the pipe.

Alarms are fitted for 5% loss of contents and for over filling of the vessel above 98%.

The quantity of CO₂ released is controlled either by opening the valves for a pre‑determined time or by automatic control based on tank contents. The remote operated valves in the system can all be opened manually, using a spanner provided at each valve.

The storage vessel is fabricated from low temperature nickel steel, suitable for low temperature operation. The system is emptied and internally inspected every ten years. Pipe system is of solid drawn galvanised steel pipe.

MULTIPLE BOTTLE FIXED CO2 FIRE FIGHTING SYSTEM

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Medium for fixed gas fire fighting systems can be CO₂, steam, products of combustion of fuel. Halogen installations are now prohibited and all existing installations must have been decommissioned.

CO₂ is the most popular choice and can be used for the protection of both machinery and cargo spaces. The application technique differs for machinery spaces and cargo spaces.

The CO₂ storage system is sized to give a suitable percentage by volume in the largest protected space. Any air receivers that are capable of venting into the protected space have their volume, at standard atmospheric conditions, added to the gross volume of the protected space.

An automatically operated audible warning must be given for at least 20s before the release of CO₂.

There must be suitable provision to prevent accidental release – isolating valves and alarms.

Pipe work passing through accommodation spaces must be fully welded and is not allowed to pass through refrigerated spaces.

Release controls must be readily accessible and grouped together in as few locations as possible. Positions must not be cut off by fire in protected space. Clear instructions must be posted at each release position.

Two separate controls are required, one for opening the isolating valve, one for activating the CO₂ release.

Quantity of CO₂ required.

a)                  Cargo spaces require 30% of the gross volume of the largest protected space.

b)                  Machinery spaces require;

i)                    40% of the gross volume of the space, excluding casings.

ii)                  35% of the gross volume of the space including the casings.

The total quantity of gas required is the largest of a), b)i or b)ii.

Gas is released at a Slow Rate into the cargo spaces, with the entry at the top. The initial charge and the back up charge are determined for each individual ship and specifically written instructions are issued. Over pressurising must be avoided.

For the machinery space the gas is released at a Fast rate, 85% of the total charge within 2 mins.

This rate of discharge ensures that the CO₂ is distributed throughout the entire engine room.

Multi-bottle CO₂ system

Means must be provided for determining the total content of CO₂, either by weight (most accurate but time consuming) or by level detection (ultra-sonic, radio-active isotope).

Alarms fitted for leakage detection – connected to engine room alarm panel, and door open – release pending – dedicated CO₂ audible and visual alarm within protected space.

All lines should be blown through periodically and verified at delivery nozzles.

Bottles are tested to 228 bar, bursting discs rupture at approx. 177 bar (a temperature of about 63°C).

SURVEYS

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Periodical Surveys

To maintain the assigned class the vessel has to be examined by the Society’s

surveyors at regular periods.

The major hull items to be examined at these surveys only are indicated

below.

All steel ships are required to be surveyed at inter-

ANNUAL

SURVEYS

vals of approximately one year. These annual surveys are where practicable

held concurrently with statutory annual or other load line surveys. At the

survey the surveyor is to examine the condition of all closing appliances

covered by the conditions of assignment of minimum freeboard, the free-

board marks, and auxiliary steering gear particularly rod and chain gear.

Watertight doors and other penetrations of watertight bulkheads are also

examined and the structural fire protection verified. The general condition

of the vessel is assessed, and anchors and cables are inspected where

possible at these annual surveys. Dry bulk cargo ships are subject to an

inspection of a forward and after cargo hold.

Instead of the second or third annual survey

INTERMEDIATE

SURVEYS

after building or special survey an intermediate survey is undertaken. In

addition to the requirements for annual survey particular attention is paid

to cargo holds in vessels over 15 years of age and the operating systems of

tankers, chemical carriers and liquefied gas carriers.

Ships are to be examined in dry dock at intervals

DOCKING

SURVEYS

not exceeding 2½ years. At the drydocking survey particular attention is

paid to the shell plating, stern frame and rudder, external and through hull

fittings, and all parts of the hull particularly liable to corrosion and chafing,

and any unfairness of bottom.

-

The Society may accept in-water surveys in lieu of

IN

WATER

SURVEYS

any one of the two dockings required in a five-year period. The in-water

survey is to provide the information normally obtained for the docking

survey. Generally consideration is only given to an in-water survey where a

suitable high resistance paint has been applied to the underwater hull.

All steel ships classed with Lloyd’s Register are

SPECIAL

SURVEYS

subject to special surveys. These surveys become due at five yearly intervals,

the first five years from the date of build or date of special survey for classi-

fication and thereafter five years from the date of the previous special survey.

Special surveys may be carried out over an extended period commencing

not before the fourth anniversary after building or previous special survey,

but must be completed by the fifth anniversary.

The hull requirements at a special survey, the details of the compart-

ments to be opened up, and the material to be inspected at any special

survey are listed in detail in the Rules and Regulations (Part 1, Chapter 3).

Special survey hull requirements are divided into four ship age groups as

follows:

1. Special survey of ships—five years old

2. Special survey of ships—ten years old

3. Special survey of ships—fifteen years old

4. Special survey of ships—twenty years old and at every special survey

thereafter.

In each case the amount of inspection required increases and more

material is removed so that the condition of the bare steel may be assessed.

It should be noted that where the surveyor is allowed to ascertain by drill-

ing or other approved means the thickness of material, non-destructive

methods such as ultrasonics are available in contemporary practice for this

purpose. Additional special survey requirements are prescribed for oil

tankers, dr y bulk carr iers, chemical carriers and liquefied gas carriers.

When classification is required for a ship not built under the supervision

of the Society’s surveyors, plans showing the main scantlings and arrange-

ments of the actual ship are submitted to the Society for approval. Also

supplied are particulars of the manufacture and testing of the materials of

construction, together with full details of the equipment. Where plans, etc.,

are not available, the Society’s surveyors are to be allowed to lift the relev-

ant information from the ship. At the special survey for classification all the

hull requirements for special surveys (1), (2), and (3) are to be carried out.

Ships over twenty years old are also to comply with the hull requirements of

special survey (4), and oil tankers must comply with the additional require-

ments stipulated in the Rules and Regulations. During this survey the

surveyor assesses the standard of the workmanship, and verifies  the scant-

lings and arrangements submitted for approval. It should be noted that

the special survey for classification will receive special consideration from

Lloyd’s Register in the case of a vessel transferred from another recognized

Classification Society. Periodical surveys where the vessel is classed are sub-

sequently held as in the case of ships built under survey, being dated from

the date of special survey for classification

Damage Repairs

When a vessel requires repairs to damaged equipment or to the hull it is

necessary for the work to be carried out to the satisfaction of Lloyd’s Register

surveyors. In order that the ship maintains its class, approval of the repairs

undertaken must be obtained from the surveyors either at the time of the

repair or at the earliest opportunity