AT LAST A LOW COST DATA ROAMING 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.

 ChilliSim

ChilliSim is a roaming SIM created for people on the move that need to communicate. Whether it is hours of instant messaging for a few cents or an old fashioned phone call or even a real text message, you will find all possible with ChilliSim.
 If the rate per MB is less than the rate per minute, it will be cheaper for you to make a voice call like Skype or Viber using Chilli data! As a one minute call uses 1MB or less

What is the ChilliSim card?

ChilliSim is a global roaming SIM.

Do I need a smartphone to use ChilliSim?

ChilliSim of course works in a smartphone but if all you want to do is make a call, it can work in older phone models.

How do I register my SIM?

You can register your SIM by replying to the SMS you will be sent when you successfully connect to a network. Alternatively, you can register your SIM here (link to my account).
If your SIM is not registered within 24 hours of first use, you will lose service.

How do I set up my internet?

Your APN name is: chili
Android: Find your settings menu > More settings > Mobile Networks > Access Point Names. Your name will be chili and the APN will also be chili. Once you have entered the details press save and select the chili option. To enable internet access please ensure you allow data roaming.
iPhone: Settings menu > Cellular > Cellular Data Network > APN. Your APN name is chili. To enable internet access please ensure you allow data roaming.
Switch off data roaming when you are not using your internet as you may be charged depending on what country you are in for keeping your data roaming on.

How do I make a call?

ChilliSim uses the direct call method in most countries however in some countries only call back is available. When call back is available your SIM will send you a message ‘call not allowed’ your SIM will then call you back and connect you to your calling destination. When you make a call please dial the full international dialling code to allow the SIM to connect you to your destination.
Mr Chilli Tip! Check your call rate using the Call Rate option in your SIM services menu before dialling.

Do you have a cheaper SMS service?

Chilli SIM offers two types of SMS services:
Standard SMS from UK & Spain $0.10 ($0.25 rest of world).
SMS Lite from $0.02 (SIM services)

What can I find in SIM Services?

Send SMS Send an SMS Lite
Call Rate Enter the number you wish to dial to get the cost of calling to that number in the country you are in.
Balance check Check your current balance
Recharge Top-up your SIM with a voucher you have purchased
Transfer Transfer credit to another ChilliSim.
Additional Services check your usage for the current month
Settings  Manual or Automatic profile in Country Selection. Country should have the asterisk next to the country you are currently in. If the country you are in is not listed then the asterisk should be on GLOBAL.

How do I send an SMS Lite?

Select Send SMS in your SIM Services. Enter the number you wish to send an SMS to, please dial the full international dialling code followed by the number, select OK. Type the text, select OK. This will prompt a message ‘SMS Submitted’.

How do I top-up?

To top-up, dial *133* enter the PIN No # (call/send)

How do I check my number?

Dial *135# (call/send)

How do I check my balance?

Dial *130# (call/send)

Does ChilliSim offer voicemail?

Yes we do, to listen to your voicemail dial *121# (call/send).

Can I check my data usage?

Dial *137# (call/send)

How can I contact Customer Services?

For all queries, please email support@chillisim.com or send an SMS to our support team for free to 1515 from your ChilliSim.

 FOR MORE DETAILS VISIT THE WEBSITE : http://www.chillisim.com/

PLIMSOLL LINE

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.

 The Plimsoll line is a reference mark located on a ship’s hull that indicates the maximum depth to which the vessel may be safely immersed when loaded with cargo. This depth varies with a ship’s dimensions, type of cargo, time of year, and the water densities encountered in port and at sea. Once these factors have been accounted for, a ship’s captain can determine the appropriate Plimsoll line needed for the voyage.Samuel Plimsoll (1824–1898) was a member of the British Parliament who was concerned with the loss of ships and crews due to vessel overloading. In 1876, he persuaded Parliament to pass the Unseaworthy Ships Bill, which mandated marking a ship’s sides with a line that would disappear below the waterline if the ship was overloaded. The line, also known as the Plimsoll mark, is found midship on both the port and starboard hulls of cargo vessels and is still used worldwide by the shipping industry

The waterline is the line where the hull of a ship meets the surface of the water, in concept or reality. Specifically, it is also the name of a special marking, also known as the International Load Line, Plimsoll line or water line (positioned amidships), that indicates the draft of the ship and the legal limit to which a ship may be loaded for specific water types and temperatures in order to safely maintain buoyancy, Particularly with regard to the hazard of waves that may arise. Temperature affects the level, because warm water provides less buoyancy, being less dense than cold water, as does salinity, because fresh water is less dense than seawater. For vessels with displacement hulls, the hull speed is determined by, among other things, the waterline length. In a sailing boat, the waterline length can change significantly as the boat heels, and can dynamically affect the speed of the boat.
The waterline can also refer to any line on a ship's hull that is parallel to the water's surface when the ship is afloat in a normal position. Hence, all waterlines are one class of "ships lines" used to denote the shape of a hull in Naval Architecture plans.
In aircraft design, the term "waterline" refers to the vertical location of items on the aircraft. This is (normally) the "Z" axis of an XYZ coordinate system, the other two axes being the Fuselage Station (X) and Buttock Line (Y).
The purpose of a load line is to ensure that a ship has sufficient freeboard (the height from the water line to the main deck) and thus sufficient reserve buoyancy. The freeboard of commercial vessels is measured between the lowest point of the uppermost continuous deck at side and the waterline and this must not be less than the freeboard marked on the Load Line Certificate issued to that ship. All commercial ships, other than in exceptional circumstances, have a load line symbol painted amidships on each side of the ship. This symbol must also be permanently marked, so that if the paint wears off it remains visible. The load line makes it easy for anyone to determine if a ship has been overloaded. The exact location of the load line is calculated and/or verified by a Classification Society and that society issues the relevant certificates. This marking was invented in the 1870s by Samuel Plimsoll.

The first official loading regulations are thought to date back to maritime legislation originating with the kingdom of Crete in 2,500 BC when vessels were required to pass loading and maintenance inspections. Roman sea regulations also contained similar regulations.
In the Middle Ages the Venetian Republic,the city of Genoa and the Hanseatic League required ships to show a load line. In the case of Venice this was a cross marked on the side of the ship, and of Genoa three horizontal lines.^{[citation needed]}
The first 19th century loading recommendations were introduced by Lloyd's Register of British and Foreign Shipping in 1835, following discussions among shipowners, shippers and underwriters. Lloyds recommended freeboards as a function of the depth of the hold (three inches per foot of depth). These recommendations, used extensively until 1880, became known as "Lloyd's Rule".
In the 1860s, after increased loss of ships due to overloading, a British MP, Samuel Plimsoll, took up the load line cause. A Royal Commission on unseaworthy ships was established in 1872, and in 1876 the United Kingdom Merchant Shipping Act made the load line mark compulsory, although the positioning of the mark was not fixed by law until 1894. In 1906, laws were passed requiring foreign ships visiting British ports to be marked with a load line. It was not until 1930 (The 1930 Load Line Convention) that there was international agreement for universal application of load line regulations.
In 1966 a Load Lines Convention was held in London which re-examined and amended the 1930 rules. The 1966 Convention has since seen amendments in 1971, 1975, 1979, 1983, 1995 and 2003.
The original "Plimsoll mark" was a circle with a horizontal line through it to show the maximum draft of a ship. Additional marks have been added over the years, allowing for different water densities and expected sea conditions.
Letters may also appear to the sides of the mark indicating the classification society that has surveyed the vessel's load line. The initials used include AB for the American Bureau of Shipping, LR for Lloyd's Register, GL for Germanischer Lloyd, BV for Bureau Veritas, IR for the Indian Register of Shipping, RI for the Registro Italiano Navale, NK for Nippon Kaiji Kyokai, and NV for Det Norske Veritas. These letters should be approximately 115 millimetres in height and 75 millimetres in width. The Load Line Length is referred to during and following load line calculations.
The letters on the load line marks have the following meanings:

• TF – Tropical Fresh Water
• F – Fresh Water
• T – Tropical Seawater
• S – Summer Temperate Seawater
• W – Winter Temperate Seawater
• WNA – Winter North Atlantic

Fresh water is considered to have a density of 1000 kg/m³ and sea water 1025 kg/m³. English (US) densities are 62.4 lb/cu ft for fresh water and 64 lb/cu ft for sea water. Fresh water marks make allowance for the fact that the ship will float deeper in fresh water than salt water. A ship loaded to her Fresh Water mark in fresh water will float at her Summer Mark once she has passed into sea water. Similarly if loaded to her Tropical Fresh water mark she will float at her Tropical Mark once she passes into sea water.
The Summer load line is the primary load line and it is from this mark that all other marks are derived. The position of the summer load line is calculated from the Load Line Rules and depends on many factors such as length of ship, type of ship, type and number of superstructures, amount of sheer, bow height and so on. The horizontal line through the circle of the Plimsoll mark is at the same level as the summer load line.
The Winter load line is one forty-eighth of the summer load draft below the summer load line.
The Tropical load line is one forty-eighth of the summer load draft above the summer load line.
The Fresh Water load line is an amount equal to centimetres above the summer load line where is the displacement in metric tonnes at the summer load draft and T is the metric tonnes per centimetre immersion at that draft.
In any case where cannot be ascertained the fresh water load line is at the same level as the tropical load line.
The position of the Tropical Fresh load line relative to the tropical load line is found in the same way as the fresh water load line is to the summer load line.
The Winter North Atlantic load line is used by vessels not exceeding 100 metres in length when in certain areas of the North Atlantic Ocean during the winter period. When assigned it is 50 millimetres below the winter mark.

Timber load line marks

Certain vessels are assigned Timber Freeboards, but before these can be assigned certain additional conditions have to be met. One of these conditions is that the vessel must have a forecastle of at least 0.07 the length of the vessel and of not less than standard height, which is 1.8 metres for a vessel 75 metres or less in length and 2.3 metres for a vessel 125 metres or more in length with intermediate heights for intermediate lengths. A poop or raised quarter deck is also required if the length is less than 100 metres. The letter L prefixes the load line marks to indicate a timber load line. Except for the Timber Winter North Atlantic freeboard the other freeboards are less than the standard freeboards. This allows these ships to carry additional timber as deck cargo, but with the facility to jettison this cargo.
The letters on the Timber Load line marks have the following meanings:

• LTF – Timber Tropical Fresh Water
• LF – Timber Fresh Water
• LT – Timber Tropical Seawater
• LS – Timber Summer Seawater
• LW – Timber Winter Seawater
• LWNA –Timber Winter North Atlantic

The Summer Timber load line is arrived at from the appropriate tables in the Load Line Rules.
The Winter Timber load line is one thirty-sixth of the Summer Timber load draft below the Summer Timber load line.
The Tropical Timber load line is one forty-eighth of the Summer Timber load draft above the Summer timber load line.
The Timber Fresh and the Tropical Timber Fresh load lines are calculated in a similar way to the Fresh Water and Tropical Fresh water load lines except that the displacement used in the formula is that of the vessel at her Summer Timber load draft. If this cannot be ascertained then these marks will be one forty-eighth of the Timber Summer draft above the Timber Summer and Timber Tropical marks respectively.
The Timber Winter North Atlantic load line is at the same level as the Winter North Atlantic load line
 

NEW MOBILE APP FOR ..SEA FARERS....."OFFING"

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.

The "Offing Mobile App" allows crew recruitment companies to post dynamic crew requirements for marine, offshore, Oil & Gas Industry.
The employee gets real time updates and can apply for the job with the click of a button.
His registered details are instantaneously shared with the recruitment company.
Training Institutes can post a list of courses which they conduct
An easy search & apply feature allows the trainee to apply for courses
The Company is owned and managed by a dynamic and professional team, with expertise in the Marine, Oil& Gas, Travel and Airline Industry
The company is headquartered in Mumbai, India
The other areas of services are:
1) Recruitment of Marine, Oil&Gas professionals for the shore based Industry
2) Planning and Management of Events for Marine, Oil& Gas Industry
For further information:
Email: admin@offing.biz
Call: +91 99209 25629
Website: www.offing.biz

WHAT IS THE JOB OF A MARINE TECHNICAL SUPERINTENDENT

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.

As Marine Superintendent you provide operational support and technical knowhow on marine related aspects during pipe laying operations within a renowned offshore fleet owner and operator. Additional responsibilities include:

- Analyze marine problems onboard operational offshore vessels and to advise offshore and base personnel.
- Assess and approve designs and equipment from marine point of view.
- Participate in HAZID/HAZOP exercises for operational units and new projects and monitor the actual implementation of all recommendations.
- Carry out marine/safety/DP audits;
- Provide the interface between the Offshore vessels, the Bases and Engineering Department.
- Act as company representative in Industry and governmental bodies.
- Monitor changes in maritime regulations, guidelines and industry standards and promote and stimulate their adoption both inside and outside the Company.
- Review and maintain the certification of the crew and apply for the seaman documents.
- Report to and advise the manager Operations Support on a regular basis.

Executes such responsibilities as are delegated by the General Manager to ensure that the assigned vessels deliver a first class service at the lowest cost of ownership. Such first class service is expected to be: reliable, cost effective, able to meet or exceed customer requirements and in accordance with or exceeding all applicable quality, safety and environmental standards.

Generic responsibilities and tasks
1) is responsible for an assigned group of vessels, therefore:
- adequately supports vessels by composing and maintaining procedures and instructions as such that the activities on board will be planned and carried out in a safe and effective manner;
- ensures that there is proper communication with the Operations Department about the day-to-day affairs relating to the execution of the voyages;
- monitors and manages that the crewing of ships occurs in an appropriate manner both qualitative, quantitative in close cooperation with the Crewing Officer.

2) is responsible for the condition and the operational costs of the vessels assigned to him and supervises and reports in this context, therefore:
- visits the vessels on a regular basis and and if appropriate sails with the vessel;writes technical reports of the vessels condition and requires maintenance investments;
- A Verbal debriefing will be performed after the visit on board with the management.
- ensures preventative and corrective maintenance to vessels in a cost effective manner;
- executes repairs and dockings in accordance with maintenance planning and the vessel policy;
- prepares and controls the agreed budget for management of vessels;
- reports major deviations to the General Manager;
- prepares damage claims including timely reporting to the insurance companies so that a satisfactory financial settlement can be reached;
- ensures adequate follow up of port state control and vetting inspections.

3) performs any other specific responsibilities and tasks assigned to him by the Management

REQUIREMENTS
Competencies
Planning and organising
Is able to establish priorities effectively and can indicate what action is required for others in order to attain a specific objective with an optimum utilisation of time and resources.

Co-ordinating and monitoring
Co-ordinates and monitors working processes in such a manner that organisational objectives are attained.

Correcting and guiding
Corrects the performance of employees and offers directions and guidance aimed at attaining specific objectives.

Motivating employees
Motivates, stimulates, enthuses and inspires employees.

Immunity to stress
Remains calm and objective under stressful circumstances and continues to perform adequately and effectively under stress.

Commercial attitude
Is familiar with commercial and financial matters, focuses on markets, new business opportunities and activities which yield an optimum result.

Sense of responsibility
Assumes the responsibility within the powers of his/her function.

Integrity
Acts on the basis of social and ethical standards relating to the function.

Analysis of numbers and figures
Is able to process and analyse commercial, financial and statistical information quickly and adequately and can present this information in a transparent manner, geared to the level of the target group, whenever necessary.

Communication skills
Provides and receives oral and written information in such a manner that mutual understanding is created.

Teamwork
Works in a team in a well-balanced manner and contributes towards a collective result, stimulates the team spirit.

Problem solving
Develops several solutions for problems and balances these solutions against each other, considering the alternatives and their feasibility.

Superintendent Training Programme from LR

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.

In today’s maritime industry there is an ever increasing breadth of subject areas about which Superintendents must not only be aware but must have an understanding, so that reasoned decisions can be made quickly. Lloyd’s Register’s Superintendent training programme provides a solid foundation for developing experience for Superintendents.

 

The modular format of the Superintendent training programme is a blend of e-learning and classroom modules, allowing freedom and flexibility of choice of when and where to undertake the learning. 

 

The e-learning, in the form of electronic magazines, can be completed anywhere and at any time and the prestigious classroom-based modules have the added benefit of face-to-face contact with experienced Lloyd’s Register trainers and other learners. 

 

The electronic magazines blend together audio visual material, coursework, reading and exercises in an easily absorbed style.  You will view videos and listen to audio from Lloyd’s Register’s top experts and experienced ex-superintendents, in a wide range of topics including making the transition from a ship-based role to a shore-based role, STCW, health and safety, emergency planning, and others. 

 

The subjects and scope of the programme are decided by the learner. With the e-magazines at its core, you then select between five and ten additional classroom modules, dependent on your individual learning needs. 

  

Superintendent Training core elements: (e-magazines) 

 

• Basic ship management 
• Crewing and resourcing 
• Commercial and chartering parties 
• Emergency planning and contingencies 
• People skills and communication

(the e-learning modules are not compatible with Apple devices, i.e ipad, Mac etc.) 

 

 Superintendent Training classroom modules: (minimum of five)

 

• Classification and Statutory Surveys 
• Machinery Damage and Repair 
• Hull Inspection, Damage and Repair 
• Risk Management and Incident Investigation 
• Materials, Welding and NDE 
• Practical Approach to Port State Control 
• Essential Dry Docking 
• ISM Internal Auditor 
• ISM and the Lead Auditor
• ISM and the Designated Person Ashore (DPA)
• ISPS SSO/CSO 
• ILO Maritime Labour Convention (2006) 2 day and 3 day course 
• Liquefied Natural Gas Ships
• Liquefied Petroleum Gas Ships
• LNG as Fuel
• Introduction to Bulk Carriers
• Understanding the Human Element
• A Practical Approach to Ship Surveys

 

Superintendent training optional modules: 

 

• Shaft Alignment 
• Online Corrosion Protection 
• Electrical and Control 
• Ship New Construction  

Completion of the Superintendent Training Core element e-magazines plus: 

 

Five of the classroom modules will lead to a Superintendent Programme 'Bronze' certificate 

 

Eight of the classroom modules will lead to a Superintendent Programme 'Silver' certificate 

 

Ten of the classroom modules will lead to a Superintendent Programme 'Gold' certificate 

 

Ten of the classroom modules plus one or more of the optional  modules will lead to a Superintendent Programme 'Platinum' certificate.

 

FOR MORE DETAILS VISIT www.lr.org