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ஞாயிறு, 15 டிசம்பர், 2013
STENY FERNANDO sent you an invitation
திங்கள், 18 நவம்பர், 2013
Anchors
ANCHORS
Admiralty Pattern Anchor :-
Sometimes referred to as a ‘fisherman’s’anchor,this design is still popular within the fishing industry .It has been in use for many years,but because it has difficult stowage characteristics,e.g.cannot be stowed flat with the stock in position,it has been followed by more manageable designs.Once let go,the stock,lying at right-angles to the direction of the arms/flukes,causes a fluke to dig into the sea bed.This leaves the remaining fluke exposed,and the cable may often foul it when the vessel swings.When the anchor is not in use,the forelock in the stock can be unshipped,permitting the stock to be stowed parallel to the shank. The holding power of this anchor is generally considered to be very good indeed.The design is such that the stock is longer and heavier than the arms.This lends itself to the theory that the stock will be dragged flat along the sea bed,causing one of the flukes to bury itself.The angle of the stock would also be expected to turn the flukes in the direction of the sea bed as the anchor strikes the bottom.It is interesting to note that the longer the shank on these anchors the better it holds. The weight of the stock must be equal to 25 per cent of the weight of the anchor itself.Some stocks are designed straight if the weight of the anchor is over 12cwt (610kg),but a bent stock,would be encountered on anchors below this weight. The holding power of this common anchor will be,roughly speaking, three to four times its weight,depending on the nature of the sea bottom. It is unlikely to be seen on board merchant vessels,except possiblyas a kedge anchor.The weight in any event would rarely exceed two tonnes.
The Stockless Anchor :-
This is by far the most popular anchor in general use today,its principal parts .The head of the anchor is secured to the shank by a hinged bolt which allows the arms to form an angle of up to 45°with the shank.Further rotation of the arms are prevented by the head meeting the shank,at the built-in stops.The head of the anchor is comprised of the flukes,the arms,and the crown,which are manufactured from cast steel, whereas the shank is made of cast steel or forged iron.The hinge bolt and the shackle are made of forged iron.The stockless anchor’s greatest advantage is its close stowing properties and is easily housed in the hawse pipe when not in use.It is easily handled for all anchor operations,and made anchor beds (used with the close stowing anchor) obsolete. The overall size of these anchors will vary between individual ship’s needs but the head must be at least three-fifths of the total weight of the anchor. Holding power again varies depending on the nature of the bottom but,as a rule of thumb,it may be considered to be up to three times its own weight. The mariner should be aware that the rotation action of the moving arm may cause the anchor to become choked when on the sea bed so that the arms/flukes are not angled to the full amount and therefore losing the holding power effect.
Admiralty Cast Anchor :-
Used extensively as a bower anchor for warships,this anchor,because of good holding properties,has become very popular with the merchant service .With the increase in size of ships – the large tankers of today,for example – shipowners required an anchor with greater holding power.The AC Type 14,as it was called,was developed in the United Kingdom and has the required properties.Tests showed that it had more than twice the holding power of a conventional stockless anchor of the same weight.With such an obvious advantage,Lloyds Classification Society granted a 25 per cent reduction in regulation weight.The holding properties of this anchor are directly related to the pre-fabricated construction of the fluke area,the angle of which operates up to 35°to the shank.The angle of the flukes is made possible by a similar operation as with the stockless anchor,in which a hinge pin passes through the shank in the crown of the anchor.
CQR :-
the CQR sometimes referred to as a ‘Ploughshare’anchor or,in the United States,just as a plough anchor.It is generally used as a mooring anchor,especially for the smaller type of vessel.Holding power is again dependent on the type of ground that the anchor is bedding into but has been found to be very good.It also has extremely good resistance to drag.Like the Admiralty Pattern,it is difficult to stow.The design has been modified since its invention to incorporate a stock,and is often used as a mooring anchor .The CQR was a British invention by scientist Sir Geoffrey Taylor,who was a man with little boating experience.The design showed that the application of basic principles can sometimes improve on practical experience.Small-boat owners tend to have the choice of two anchors on the market,namely the Danforth and the CQR.Both anchors have reasonable holding power but the Danforth may have a tendency to glide whereas the CQR will not. For easier handling and stowing the Danforth would be more popular, but if it is decided to use an anchor for the job it was meant for,preference is generally given to the CQR
வெள்ளி, 18 அக்டோபர், 2013
MARITIME IDENTIFICATION DIGITS
Maritime identification digits are used by
radio communication facilities to identify
their home country or base area in Digital
Selective Calling (DSC), Automatic
Transmitter Identification System (ATIS), and Automatic Identification System (AIS) messages as part of their Maritime Mobile Service Identities . The International Telecommunication Union facilitates the assignment of MIDs to countries. This is a
comprehensive list of MIDs that each
country around the world uses. Note that not all countries have MIDs; such countries are
typically landlocked, with no access to
international waters. Sorting MID
assignments in numerical order reveals a
regional structure, with the first digit 2
assigned to Europe , 3 to North America and
the Caribbean Sea, 4 to Asia (not the
southeast), 5 to the Pacific and Eastern
Indian Oceans and Southeast Asia, 6 to
Africa, the Atlantic and Western Indian
Oceans, and 7 to South America .
Country
Codes
Adelie Land (French Southern Territories )
501
Afghanistan
401
Alaska (State of)
303
Albania (Republic of)
201
Algeria (People's Democratic Republic of)
605
American Samoa
559
Andorra (Principality of)
202
Angola (Republic of)
603
Anguilla
301
Antigua and Barbuda
304, 305
Argentine Republic
701
Armenia (Republic of)
216
Aruba
307
Ascension Island
608
Australia
503
Austria
203
Azerbaijani Republic
423
Azores (Portuguese isles of)
204
Bahamas (Commonwealth of the)
308, 309, 311
Bahrain (Kingdom of)
408
Bangladesh (People's Republic of)
405
Barbados
314
Belarus (Republic of)
206
Belgium
205
Belize
312
Benin (Republic of)
610
Bermuda
310
Bhutan (Kingdom of)
410
Bolivia (Republic of)
720
Bosnia and Herzegovina
478
Botswana (Republic of)
611
Brazil (Federative Republic of)
710
British Virgin Islands
378
Brunei Darussalam
508
Bulgaria (Republic of)
207
Burkina Faso
633
Burundi (Republic of)
609
Cambodia (Kingdom of)
514, 515
Cameroon (Republic of)
613
Canada
316
Cape Verde (Republic of)
617
Cayman Islands
319
Central African Republic
612
Chad (Republic of)
670
Chile
725
China (People's Republic of)
412, 413, 414
Christmas Island (Indian Ocean)
516
Cocos (Keeling) Islands
523
Colombia (Republic of)
730
Comoros (Union of the)
616
Congo (Republic of the)
615
Cook Islands
518
Costa Rica
321
Côte d'Ivoire (Republic of)
619
Croatia (Republic of)
238
Crozet Archipelago
618
Cuba
323
Cyprus (Republic of)
209, 210, 212
Czech Republic
270
Democratic People's Republic of Korea
445
Democratic Republic of the Congo
676
Denmark
219, 220
Djibouti (Republic of)
621
Dominica (Commonwealth of)
325
Dominican Republic
327
Ecuador
735
Egypt (Arab Republic of)
622
El Salvador (Republic of)
359
Equatorial Guinea (Republic of)
631
Eritrea
625
Estonia (Republic of)
276
Ethiopia (Federal Democratic Republic of)
624
Falkland Islands (Malvinas)
740
Faroe Islands
231
Fiji (Republic of)
520
Finland
230
France
226, 227, 228
French Polynesia
546
Gabonese Republic
626
Gambia (Republic of the)
629
Georgia
213
Germany (Federal Republic of)
211, 218
Ghana
627
Gibraltar
236
Greece
237, 239, 240, 241
Greenland
331
Grenada
330
Guadeloupe (French Department of)
329
Guatemala (Republic of)
332
Guiana (French Department of)
745
Guinea (Republic of)
632
Guinea-Bissau (Republic of)
630
Guyana
750
Haiti (Republic of)
336
Honduras (Republic of)
334
Hong Kong (Special Administrative Region
of China)
477
Hungary (Republic of)
243
Iceland
251
India (Republic of)
419
Indonesia (Republic of)
525
Iran (Islamic Republic of)
422
Iraq (Republic of)
425
Ireland
250
Israel (State of)
428
Italy
247
Jamaica
339
Japan
431, 432
Jordan (Hashemite Kingdom of)
438
Kazakhstan (Republic of)
436
Kenya (Republic of)
634
Kerguelen Islands
635
Kiribati (Republic of)
529
Korea (Republic of)
440, 441
Kuwait (State of)
447
Kyrgyzstan
451
Laos
531
Lao People's Democratic Republic
531
Latvia (Republic of)
275
Lebanon
450
Lesotho (Kingdom of)
644
Liberia (Republic of)
636, 637
Liechtenstein (Principality of)
252
Lithuania (Republic of)
277
Luxembourg
253
Macao
453
Macedonia (Republic of)
274
Madagascar (Republic of)
647
Madeira (Portuguese isles of)
255
Malawi
655
Malaysia
533
Maldives (Republic of)
455
Mali (Republic of)
649
Malta
215, 229, 248, 249, 256
Marshall Islands (Republic of the)
538
Martinique (French Department of)
347
Mauritania (Islamic Republic of)
654
Mauritius (Republic of)
645
Mexico
345
Micronesia (Federated States of)
510
Moldova (Republic of)
214
Monaco (Principality of)
254
Mongolia
457
Montenegro (Republic of)
262
Montserrat
348
Morocco (Kingdom of)
242
Mozambique (Republic of)
650
Myanmar (Union of)
506
Namibia (Republic of)
659
Nauru (Republic of)
544
Nepal
459
Netherlands (Kingdom of the)
244, 245, 246
Netherlands Antilles
306
New Caledonia
540
New Zealand
512
Nicaragua
350
Niger (Republic of the)
656
Nigeria (Federal Republic of)
657
Niue
542
Northern Mariana Islands (Commonwealth
of the)
536
Norway
257, 258, 259
Oman (Sultanate of)
461
Pakistan (Islamic Republic of)
463
Palau (Republic of)
511
Palestinian Authority (based on Resolution
99 of PP-98)
443
Panama (Republic of)
351, 352, 353, 354, 355, 356, 357, 370, 371,
372, 373
Papua New Guinea
553
Paraguay (Republic of)
755
Peru
760
Philippines (Republic of the)
548
Pitcairn Island
555
Poland (Republic of)
261
Portugal
263
Puerto Rico
358
Qatar (State of)
466
Réunion (French Department of)
660
Romania
264
Russian Federation
273
Rwandese Republic
661
Saint Helena
665
Saint Kitts and Nevis
341
Saint Lucia
343
Saint Paul and Amsterdam Islands
607
Saint Pierre and Miquelon (Territorial
Collectivity of)
361
Saint Vincent and the Grenadines
375, 376, 377
Samoa (Independent State of)
561
San Marino (Republic of)
268
São Tomé and Príncipe (Democratic
Republic of)
668
Saudi Arabia (Kingdom of)
403
Senegal (Republic of)
663
Serbia
279
Seychelles (Republic of)
664
Sierra Leone
667
Singapore (Republic of)
563, 564, 565, 566
Slovakia
267
Slovenia (Republic of)
278
Socialist People's Libyan Arab Jamahiriya
642
Solomon Islands
557
Somali Democratic Republic
666
South Africa (Republic of)
601
Spain
224, 225
Sri Lanka (Democratic Socialist Republic
of)
417
Sudan (Republic of the)
662
Suriname (Republic of)
765
Swaziland (Kingdom of)
669
Sweden
265, 266
Switzerland (Confederation of)
269
Syrian Arab Republic
468
Taiwan (Republic of China)
416
Tanzania (United Republic of)
674, 677
Thailand
567
Togolese Republic
671
Tonga (Kingdom of)
570
Trinidad and Tobago
362
Tunisia
672
Turkey
271
Turkmenistan
434
Turks and Caicos Islands
364
Tuvalu
572
Uganda (Republic of)
675
Ukraine
272
United Arab Emirates
470
United Kingdom of Great Britain and
Northern Ireland
232, 233, 234, 235
United States Virgin Islands
379
United States of America
338, 366, 367, 368, 369
Uruguay (Eastern Republic of)
770
Uzbekistan
437
Vanuatu (Republic of)
576, 577
Vatican City State
208
Venezuela (Bolivarian Republic of)
775
Vietnam (Socialist Republic of)
574
Wallis and Futuna Islands
578
Yemen (Republic of)
473, 475
Zambia (Republic of)
678
Zimbabwe (Republic of)
679
ஞாயிறு, 13 அக்டோபர், 2013
SHIP MEASUREMENTS
Ship measurements consist of a multitude of terms and definitions specifically related to ships.
Definitions
Beam:
The width of the ship
Complement :
The full number of people required to operate a ship. Includes officers
and crewmembers; does not include
passengers. For warships , the number of
people assigned to a ship in peacetime may be considerably less than her full
complement.
Cube :
The cargo carrying capacity of a ship,
measured in cubic feet. There are two
common types:
Bale Cube (or Bale Capacity )-
The space available for cargo measured in cubic feet to the inside of the cargo battens, on the frames, and to the underside of the beams.
It is a measurement of capacity for cargo
in bales, on pallets, etc., where the cargo
does not conform to the shape of the ship.
Grain Cube (or Grain Capacity )-
The maximum space available for cargo
measured in cubic feet, the measurement
being taken to the inside of the shell
plating of the ship or to the outside of the
frames and to the top of the beam or
underside of the deck plating. It is a
measurement of capacity for cargo like
grain, where the cargo flows to conform to the shape of the ship.
Displacement -
A measurement of the weight
of the vessel, usually used for warships.
(Merchant ships are usually measured based
on the volume of cargo space; see tonnage ).
Displacement is expressed either in long
tons of 2,240 pounds or metric tonnes of
1,000 kg. Since the two units are very close
in size (2,240 pounds = 1,016 kg and 1,000
kg = 2,205 pounds), it is common not to
distinguish between them. To preserve
secrecy, nations sometimes misstate a
warship's displacement.
Displacement, Light
The weight of the ship excluding cargo, fuel, ballast, stores,passengers, and crew, but with water in the
boilers to steaming level.
Displacement, Loaded
The weight of the
ship including cargo, passengers, fuel,
water, stores, dunnage and such other
items necessary for use on a voyage,
which brings the vessel down to her load
draft.
Deadweight Tons (DWT)
The difference between displacement, light and displacement, loaded . A measure of the ship's total carrying capacity.
Cargo Deadweight Tons
The weight remaining after deducting fuel, water,stores, dunnage and such other items necessary for use on a voyage from the
deadweight of the vessel.
Draft, Loaded
The depth of water necessary
to float a vessel fully loaded.
Length - The distance between the
forwardmost and aftermost parts of the ship.
Length Overall (L.O.A.) -
The maximum
length of the ship
Length at Waterline (L.W.L.) -
The ship's
length measured at the waterline
Shaft Horsepower (SHP) -
The amount of
mechanical power delivered by the engine to a propeller shaft. One horsepower is equivalent to 746 watts in the SI system of units.
Ton -
The unit of measure often used in
specifying the size of a ship. There are three completely unrelated definitions for the word. One of them refers to weight, while the others refer to volume.
Measurement Ton or Ship Ton Calculated
as 40 cubic feet of cargo space.
(Abbreviated M/T).
See Bale Cubic -
example, a vessel having capacity of
10,000 M/T has a bale cubic of 400,000
cubic ft.
Register Ton -
A measurement of cargo
carrying capacity in cubic feet. One
register ton is equivalent to 100 cubic feet of cargo space.
Weight Ton -
Calculated as a long ton
(2,240 pounds) (abbreviated W/T)
Tonnage - A measurement of the cargo-
carrying capacity of merchant vessels. It
depends on not on weight, but on the volume available for carrying cargo. The basic units of measure are the Register Ton , equivalent to 100 cubic feet, and the Measurement Ton , equivalent to 40 cubic feet. The calculation
of tonnage is complicated by many technical factors.
Gross Tons -
The entire internal cubic
capacity of the ship expressed in tons of
100 cubic feet to the ton, except certain
spaces with are exempted such as: peak
and other tanks for water ballast, open
forecastle bridge and poop, access of
hatchways, certain light and air spaces,
domes of skylights, condenser, anchor
gear, steering gear, wheel house, galley
and cabin for passengers.
Net Tons -
Obtained from the gross
tonnage by deducting crew and navigating
spaces and allowances for propulsion
machinery.
வியாழன், 10 அக்டோபர், 2013
SHIP DETAILS
ABAFT :
Toward the stern of a ship;
back; behind; back of; further aft than.
ABEAM :
At right angles to the keel.
ABOARD :
On or in a ship.
ABREAST :
Side by side; over against;
opposite to.
ACCOMMODATION LADDER :
Stairs slung at the gangway, leading down the vessel's side to a point near the water, for ship access from small boats.
AFT :
Near the stern; toward the stern.
AFTER BODY :
That portion of a ship's
body aft of the midship section.
AFTER FRAMES :
Frames aft of
amidships, or frames near the stern of
the ship.
AFTER PEAK :
The aftermost tank or
compartment forward of the stern post.
AFTER PERPENDICULAR :
A line
perpendicular to the base line
intersecting the after edge of the stern
post at the designed water line. On
submarines or ships having a similar
stern, it is a vertical line passing
through the point where the designed
water line intersects the stern of the
ship.
AIR CASING :
A ring-shaped plate
coaming surrounding the stack and
fitted at the deck just below the
umbrella, to protect the deck from heat
and to help ventilate the fireroom.
AIRCRAFT CARRIER :
A vessel designed
to carry aircraft and fitted with a flying
deck from which aircraft are launched
and on which they land. A floating
flying field which usually operates as a
unit of a fleet.
AIR PORT :
An opening in the side or
deck house of a vessel, usually round
in shape and fitted with a hinged frame
in which a thick glass is secured. The
purpose of the air port is to provide
light and ventilation to and vision from
the interior of the ship. In some
instances the air port is also provided
with an additional solid metal hinged
cover for purposes of protection of the
interior should the glass be damaged or
to prevent light from showing from
within.
ALOFT :
In the top or upper rigging; on
the yards; above the decks.
AMIDSHIPS :
In the vicinity of the
middle portion of a vessel as
distinguished from her ends. The term
is used to convey the idea of general
locality but not that of definite extent.
ANCHOR :
A heavy iron or steel
implement attached to a vessel by
means of a rope or chain cable for
holding it at rest in the water. When an
anchor is lowered to the bottom, the
drag on the cable causes one or more
of the prongs, called flukes, to sink into
or engage the ground which provides
holding power.
* Ring (Shackle) - Device used to
attach the anchor chain to the shank of
the anchor. The ring is secured to the
top of the shank with a riveted pin.
* Shank - The long center part of the
anchor running between the ring and
the crown.
* Crown - The lower section of the
anchor to which the shank is secured.
The shank is fitted to the crown with
(on some anchors) a pivot or ball-and-
socket joint that allows a movement
from 30o to 45o either way.
* Stock - a crossmember, spar, or rod,
that rolls the anchor into an attitude
that enables the flukes to dig into the
sea bed. Most newer anchors are
stockless.
* Arms - The parts that extend from
each side of the crown.
* Throat - The inner part of an arm
where it joins the shank.
* Fluke or Palm - The broad shield part
of the anchor that extends upward from
the arms.
* Blade - That part of the arm extending
outward below the fluke.
* Bill or Pea - Tip of the palm or fluke.
* Cup - on a Mushroom Anchor, the
round ground-holding portion
corresponding to the fluke of other
designs
ANCHOR'S ACOCKBILL:
when the
anchor is suspended perpendicularly
from the cathead, ready to be let go.
ANCHOR'S APEAK -
when the anchor
cable is drawn in so tight as to bring
the ship directly over it.
ANCHOR'S ATRIP -
when the anchor is
lifted out of the ground. Same as
"Anchor's Aweigh".
ANCHOR'S AWASH -
when the anchor
is hove up to the surface of the water.
ANCHOR'S AWEIGH -
said of an
anchor, during the weighing (raising) of
the anchor, when just clear of the
bottom
ANCHOR BALL -
a round black shape
hoisted in the forepart of a vessel to
show that it is at anchor
ANCHOR BELL -
a warning bell
mounted on the foredeck and rung
while at anchor in foggy conditions
ANCHOR BEND -
a very secure knot
used to tie rode to anchor
ANCHOR DETAIL -
a group of men who
handle ground tackle when the ship is
anchoring or getting underway
ANCHOR, BOWER :
The large anchors
carried in the bow of a vessel. Three
are usually carried, two (the main
bowers) in the hawse pipes, or on bill
boards, and a third (spare) lashed on
deck or elsewhere about the vessel for
use in the event either of the main
bowers is lost. The weight varies with
the size and service of the ship.
ANCHOR BRAKE:
The anchor brake, as
the name implies, is a friction brake
designed to stop, or hold, the shaft
thereby preventing the anchor from
dropping.
ANCHOR BUOY:
A small buoy
occasionally used to mark the position
of the anchor when on the bottom;
usually painted green (starboard) or red
(port), and secured to the crown of the
anchor by a buoy rope.
ANCHOR CHAIN -
chain attached to the
anchor. The chain acts partially as a
weight to keep the anchor lying next to
the ground so that it can hold better.
ANCHOR CHOCKS -
deck fittings for
storing the anchor
ANCHOR ICE -
ice of any kind that is
aground in the sea
ANCHOR, KEDGE :
A small anchor used
for warping or kedging. It is usually
planted from a small boat, the vessel
being hauled up toward it. The weight
varies, being usually from 900 to 1,200
pounds.
ANCHOR LIGHT -
a white light
displayed by a boat or ship at anchor.
Two such lights are displayed by a ship
over 150 feet (46 m) in length, Also
called a riding light.
ANCHOR POCKET -
a recess in the bow
for storing an anchor; also called a
billboard
ANCHOR, SEA :
This is not a true
anchor, as it does not sink to the
bottom. It is a conical-shaped canvas
bag required by the Steamboat
Inspection Service to be carried in each
lifeboat. When placed overboard it
serves a double purpose in keeping the
boat head-on into the sea and in
spreading a vegetable or animal oil
from a container placed inside the bag.
It is sometimes called an oil spreader.
ANCHOR, STREAM :
An anchor
weighing from about one-fourth to one-
third the weight of the main bowers and
used when mooring in a narrow channel
or harbor to prevent the vessel's stern
from swinging with the current or the
tide.
ANCHOR WATCH -
making sure the
anchor is holding and that the boat is
not drifting. Important during rough
weather and at night. Most marine GPS
units have an Anchor Watch alarm
capability.
ANEMOMETER -
an instrument for
measuring the speed of the wind
ANEROID BAROMETER -
an instrument
that determines atmospheric pressure
by the effect of such pressure on a thin-
metal cylinder from which the air has
been partly exhausted
ANGLE OF ATTACK -
the angle between
the chord of a sail and the relative wind
or between the chord of a hydrofoil
such as a keel or rudder and a vector
line representing the true path through
the water, taking the amount of sideslip
or leeway into account. The term
applies to a sail only when the relative
wind is forward of the beam.
ANGLE :
Same as angle bar.
ANGLE BAR :
A bar of angle-shaped
section used as a stiffener and for
attachment of one plate or shape to
another.
ANGLE BULB :
A structural shape
having a bulb on one flange of the
angle, used as a frame, beam, or
stiffener.
ANGLE COLLAR :
A collar or band made
of one or more pieces of angle bar and
fitted tightly around a pipe, trunk, frame,
longitudinal, or stiffener intersecting or
projecting through a bulkhead or deck
for the purposes of making a watertight
or oil tight joint. See Stapling.
ANGLE OF SAIL -
the angle between the
vessel's compass course and the true
wind
ANTI-FOULING -
a type of paint that is
resistant to barnacles, moss, seaweed,
marine grass and various other plant
and animal life that would want to
adhere to a vessel's hull and slow or
damage the hull. There are four basic
types: ablative, sloughing, modified
epoxy, and vinyl, all of which usually
contain copper biocide.
ANTITRADES -
the prevailing westerly
winds of the middle latitudes. The
winds to the north of the trade winds
which blow in the opposite direction
Since the early square rigged ships
could not sail to weather, they had to
cross to the New World on the trades or
tradewinds, and return by a more
Northerly route in the antitrades
ANNEAL :
To heat a metal and to cool it
in such a fashion as to toughen and
soften it. Brass or copper is annealed
by heating to a cherry red and dipping
suddenly into water while hot. Iron or
steel is slowly cooled from the heated
condition to anneal.
Anti-trip Chine - a flared out aft section
of the side and bottom of a boat. The
purpose is to prevent the hard chine of
the boat catching a wake or small wave
on a sharp turn.
Apeak or Apeek - 1. more or less
vertical. (You may hold your oars
apeak, raise your gaff apeak or be
apeak your anchor. 2. (of a dropped
anchor) as nearly vertical as possible
without being free of the bottom. 3. (of
an anchored vessel) having the anchor
cable as nearly vertical as possible
without freeing the anchor. Sometimes
it is necessary to do this in order to let
wave action break the anchor loose.
Aport - on or toward the port side of a
ship; as in: “Come ten degrees aport.”
Apparent Horizon - the plane where the
earth or water and sky seem to meet
Apparent Time - the time of day
indicated by the hour angle of the sun;
i.e. apparent noon locally would be the
moment when the sun is at its zenith. A
properly mounted sundial indicates
apparent time. The concept is employed
when making navigation calculations. A
sun sight at noon and a simple
calculation can produce a very accurate
line of longitude
Apparent Wind - the direction and
velocity of the wind relative to the
speed and direction of the boat which is
derived from the True Wind and Wind of
Motion
APPENDAGES :
Relatively small
portions of a vessel extending beyond
its main outline as shown by transverse
and water plane sections, including
such items as shafting, struts,
bossings, docking and bilge keels,
propellers, rudder, and any other
feature, extraneous to the hull and
generally immersed.
Apron - a timber fitted abaft the stem to
re-enforce the stem and give a
sufficient surface on which to land the
hood ends of the planks
ARBOR :
The principal axis member, or
spindle, of a machine by which a
motion of revolution is transmitted.
ARCHING :
Sometimes used in lieu of
"hogging".
Arc of Visibility - the portion of the
horizon over which a lighted aid to
navigation is visible from seaward
Arctic Ocean - the northern polar ocean
north of Alaska, Canada, Russia,
Greenland, etc.
AREA OF SECTIONS :
The area of any
cross section of the immersed portion
of a vessel, the cross section being
taken at right angles to the fore and aft
centerline of the vessel.
Argosy - an extremely large ship or
fleet of ships, especially merchant
ships. (archaic)
Arm - 1. a branching waterway from a
harbor or bay 2. The crosspiece of an
anchor from the crown to flukes
Armada - a fleet of warships
Arming - tallow or other sticky
substance placed in the recess at the
lower end of a sounding lead for
obtaining a sample of the bottom
Ash Can - World War II slang for a depth
charge
Ashore - On shore or beach; as in,
"Send someone ashore to find fresh
water."
Aspect Ratio - the relationship between
the height of a sail and its breadth. i.e.
A sail with a height of 30' and a breadth
of 20' has an aspect ratio of 3:2. A tall
and narrow sail is said to have a high
aspect ratio.
Astarboard - in or toward the direction
of the right side of the ship when facing
forward, as in: "Pass the marker, then
turn hard astarboard."
ASTERN :
Signifying position, in the rear
of or abaft the stern; as regards motion,
the opposite of going ahead;
backwards.
Astrolabe - a primitive portable
insturment used to measure celestial
angles. The predecessor to the sextant.
Astronavigation - Celestial navigation.
Determining your positon by sightings
of celestial bodies.
Astronomical Almanac - a catalogue of
tables showing the location of various
celestial bodies at specific moments in
time throughout the year; consulted by
the navigator in preparation for taking
sights of celestial bodies. Such tables
were known as "The Ephemeris" since
the 18th C. until 1981 when it was
jointly published by the US and Britian.
Atmospherics - interference in reception
of radio communications caused by
natural phenomena such as lightning or
sunspots; as in: “Atmospherics are so
bad I can’t understand his
transmission.”
Atoll - a roughly circular island created
by and of coral, most common in the
South Pacific, surrounding a lagoon
Athwart or Athwartships - at right
angles to the fore and aft or centerline
of a ship. Across, from side to side,
transverse, across the line of a vessel's
course.
Aurora - a luminous phenomena
caused by electrical discharge in the
upper atmosphere
Aurora Australis - an aurora in the
southern hemisphere
Aurora Borealis - an aurora in the
northern hemisphere
Auto Pilot - an electrical automated
steering mechanism used to steer a
preset course based on the apparent
wind. These are expensive and very
susceptible to breakdown, but most
handy when there is not enough wind to
operate a windvane. Compare to
Windvane on this page
Auxiliary - 1. an engine used when
there is no wind or for assistance in
approaching a dock, etc. 2. a tender
carried on deck
Avast! - given as a command to stop,
cease, and desist the action currently
being carried out (archaic term used in
movies)
Awash - setting so low in the water that
the water is constantly washing across
the top surface
Aweigh - the position of the anchor just
as it clears the bottom when raising it
Awl - a pointed wooden or steel tool
used to poke holes in leather and for
unlaying the ply of a rope for splicing
Compare to Marlinespike and Fid
Azimuth - the horizontal direction of a
celestial point from a terrestrial point
Azimuth Circle - a circular sighting
device that fits around the ship's
compass for taking bearings of
terrestrial or celestial bodies
ATHWART :
ATHWARTSHIP :
Reaching across a
vessel, from side to side.
AUXILIARIES :
Various winches,
pumps, motors, engines, etc., required
on a ship, as distinguished from main
propulsive machinery (boilers and
engines on a steam installation).
AWNING :
A roof like canopy of canvas
suspended above a vessel's decks,
bridges, etc., for protection against sun
and weather.
செவ்வாய், 8 அக்டோபர், 2013
FIRST DAY ONBOARD SHIP
THE TEN STEP SERIES. (C)
(Introducing a series of ‘10 Steps to be
followed’ ©. So far, You will not be finding
any such information in a text book)
(Readers can also find the following
in this Blog:
1. Questionnaire Series for
Awareness, Written and Oral
Examination and Other Articles.
2. Seafarer’s Jobs/Address of Shipping
Companies Please Check the
Comments under “MARITIME JOBS
VACANCY REPORTING BY
COMPANIES/BLOGGER/READERS in
the same Blog.)” also find Vacancies
under a separate Heading.)
Step 1.
Know the watch schedule and Duties to be
performed.
Step 2.
Know the Position of your life jacket,
Immersion suit, Your cabin items, escape
route to Boat/Muster Station, Hospital/
Stretcher/First Aid etc. Keep a copy of
Responsibilities pasted inside the door.
Step 3.
Onboard familiarization as per company
check list, Receipt of ISPS Identity Card,
Knowledge of Life Saving Appliances and
Firefighting Appliances, Starting of
Emergency Fire pump, Starting of Life Boat,
Position of International Shore coupling,
Action to be performed during drill etc.
Step 4.
Knowledge of the Company Drug and
Alcohol Policy, Safety Policy, Garbage
management Plan, Action during Oil
Pollution etc.
Step 5.
Know the ISPS Level, Your responsibilities
and action during various ISPS Drills,
Position of ISPS Portable Equipments.
Step 6.
Read Masters/Chief Officer Standing
Orders/Night Orders, Entry in Deck log/Port
Log, Special instruction pertaining to the
port, Expiry time of Shore Leave, Date and
Time of vessel departure etc.
Step 7.
Be aware of Nature of Your crew; know how
to give allowance for Religion, cast, creed,
languages and Culture while dealing with
them. Follow ‘meals timing’.
Step 8.
Do the actions to be done/prioritize the
pending for the week/for the day.
Step 9.
Take a round with the ‘List of Equipments’
and check the expiry date, and also check
the certificate. Know the power supply for
various equipments and switches including
deck light.
Step 10.
Find time to send Inmarsat E- mail id/
Phone ID, ship particulars etc to your home
while you are in local network, so that in
case of any urgency they can contact you,
and also find the cabin of your reliever.
Hope this information are useful to all my
readers.(These ares the points of view of
Author only)
வியாழன், 3 அக்டோபர், 2013
PORT WORKER"S MSG
PLEASE DON'T HANDLE CARGO - IT'S OUR JOB
Port workers and seafarers have always tried to support each other. But some ship owners now want seafarers to stow or secure cargo normally handled by us.
DON'T DO IT!
It's our job It's dangerous unless you are properly trained It means longer working hours and more fatigue It's another way your boss makes money out of you
Port workers respect your skills as dedicated seafarers and fellow workers and we ask you to respect ours. Remember, if you're asked to touch cargo say no!
TOGETHER WE ARE STRONG - HELP US TO HELP YOU
செவ்வாய், 1 அக்டோபர், 2013
SHIP STABILITY DEFINITIONS
ENGINE ROOM
1. MAIN ENGINE
2. AUXILLARY ENGINE
3. EMERGENCY GENSET
4. FRESH WATER GENSET
5. BOILERS
6. EXHAUST GAS BOILERS
7. COMPRESSORS
8. REFRIGERATION PLANT
9. AIR CONDITIONING PLANT
10. SEWAGE TREATMENT PLANT (STP)
11. OILY WATER SEPARATOR (OWS)
12. INCINERATOR
13. ENGINE ROOM OVER HEAD CRANE
14. PUMPS
15. STEERING GEAR
16. DOMESTIC FRESH WATER SYSTEM
17. DOMESTIC SANITARY WATER SYSTEM
18. PURFIES
19. WINDLESS
20. MOORING WINCHES
21. CARGO WINCHES
22. DECK CRANES
23. GANGWAY WINCHES
24. LIFE BOAT WINCHES
25. PROVISION WINCHES
DIESEL ENGINE
DIESEL ENGINE AND PETROLE ENGINE ARE TWO TYPES OF INTERNAL COMPRESSION ENGINE. IN AN INTERNAL COMPRESSION ENGINE THE COMPRESSION OF THE FUEL TAKES PLACE INSIDE THE ENGINE. THIS IS UNLIKE THE STEAM ENGINE WHERE THE FUEL IS BURNED IN A BOILER WHICH PRODUCE THE STEAM AND STEAM IS SUPPLIED TO RUN THE ENGINE. SO IN THIS CASE THE FUEL IS EXTERNALLY COMBUSTED.
IN THIS DIESEL ENGINE HOW EVER THE FUEL IS IGNITED BY INJECTING IT INTO HOT HIGH PRESSURE AIR IN A COMBUSTION CHAIN BAR WHERE AS IN PETROL ENGINE THE FUEL IS MOST OFTEN IGNITED BY AN ELECTRIC SPARK.
A DIESEL ENGINE OPERATES WITH THE FIXED SEQUENCE OF EVENTS.THIS EVENT MAY BE ACHIVED IN ONE CYCLE (IN TWO STROKES OF PISTON) OR IN TWO CYCLE (IN STROKES OF PISTON) A STROKE IS THE TRAVEL OF THE PISTON BETWEEN TWO EXTREME POINTS.
CYCLE OF OPERATION
IN A FOUR STROKE DIESEL ENGINE IT TAKES FOUR STROKES OF THE PISTON TO COMPLETE ONE WORKING CYCLE OF OPERATION. THE FOUR STROKE IN ONE CYLINDER.
INDUCTION STROKE
DURING AN INDUTION STROKE PISTON MOVES DOWN FROM IT’S TOP OF THE STROKE POSITION WHICH IS KNOWN AS TOP DEAD CENTRE (TDC) TO THE BOTTOM OF THE STROKE WHICH POSITION IS CALLED BOTTOM DEAD CENTRE (BDC). DRAWING IN FRESH AIR THROUGH OPEN INLET VALVE. AT BDC THE INLET VALVE CLOSES.
COMPRESSION STROKE
DURING THE NEXT STROKE WHICH IS CALLED COMPRESSION STROKE. THE PISTON MOVES UP FROM BBC TO TDC, COMPRSSING THE AIR IN THE CYLINDER AND CONSEQUENTLY RAISING IT’S TEMPERATURE.
POWER STROKE
FUEL IS INJECTED AS THE PISTON REACHES THE TDC AND COMPRESSION TAKES PLACE PRODUCING VERY HIGH PRESSURE IN THE GASES. THE PISTON IS NOW FORCED DOWN BY THIS GASES TO BDC. THIS STROKE WHERE THE PISTON IS MOVED DOWN FROM TDC TO BDC BY THE HIGH PRESSURE OF COMPRESSION GASES IS CALLED POWER STROKE OF THE PISTON.
EXHAUST STROKE
THE EXHAUST VALVE OPENS AS THE PISTON REACHES BDC. EXHAUSTING OF BURNED GASES NOW TAKES PLACE AS THE PISTON TRAVELS SECOND TIME FROM BDC TO TDC. THIS STROKE IS CALLED THE EXHAUST STROKE AND IT IS THE LAST STROKE FOR THE COMPLETION OF ONE FULL CYCLE.
CYCLE OF OPERATION IN A TWO STROKE DIESEL ENGINE
IN A TWO STROKE DIESEL ENGINE IT JUST TAKES TWO STROKE OF THE PISTION TO COMPLETE ONE WORKING CYCLE OF OPERATION.THE VARIOUS OPERATION THAT HAPPENEND DURING THESE TWO STROKES IN ONE CYLINDER ARE AS FOLLOWS.
COMPRESSION AND FIRING
PISTON MOVING UP, THE EXHAUST AND SCAVENGE PORTS ARE COVERD BY THE PISTON AND THE FUEL VALUE IS SHUT. AIR PREVIOUSLY IS TAKEN INTO THE CYLINDER IS COMPRESSED TO ABOVE 40 BAR AND 550®C AT THE END OF THE COMPRESSION. THIS IS CALLED COMPRESSION STROKE. NEXT SKETCH SHOWS FUEL BEING INJECT THAT INTO THE CYLINDER. THIS FUEL MIXES WITH AIR BURNS AND GIVES OUT HEAT THIS IS CALLED COMPRESSION HIGH PRESSURE GASAS PRODUCED THUS PUSH THE PISTON DOWNWARD TOWORDS THE END OF THE STORKE THIS IS CALLED POWER STROKE.
EXHAUSTING AND SCAVENING
AS THE PISTON IS MOVING DOWNWARDS & HAS JUST BEGAN TO UNCOVER THE EXHAUST PORT. THE GASES (HEAVING THE LITTLE PRESSUER TO DO ANY FURTHER WORK ON PISTON) ARE BLOWN OUT OWN PRESSUER. THE PISTON CONTINUES MOVE DOWNWARDS TO UNCOVER HAVING PORTS FRESH AIR PRESSURED THE AIR IS BLOWN INTO 1st TO SEAVAGE OUT THE LEFT OVER EXHAUST GASES WHICH ARE STILL HANGING AROUND THE EITHER SPACE & SECONDLY TO PROVIDE CHARGED FRESH AIR FOR NEXT COMPRESSOR.
FOR A DIESEL ENGINE TO START & RUN CONTINOUSLY FOR LONG PERIODS, SAFELY & EFFECTIVELY IT’S SHALL HAVE FOLLOWING SYSTEMS:
1. AIR STARTING SYSTEM
2. FUEL OIL SYSTEM
3. LUBRICATING OIL SYSTEM
4. COOLING SYSTEM
5. SCAVENGING & SUPER CHARGING SYSTEM
6. CONTROL SYSTEM
MAIN ENGINE
AS THE NAME SUGGESTS THIS IS THE BIGGEST ENGINE ON A SHIP FOUND INSIDE AN ENGINE ROOM. IT IS CONNECTED BY A SHAFTING ARRANGEMENT TO THE PROPELLAR BY REVERSING THE ENGINE WE CAN OBTAIN AN ANTICLOCKWISE ROTATION OF THE PROPERLLY AND THE SHIP CAN BE MOVED “AFTER” WHEN REQUIRED NORMALLY THE PROPELLER IS TURNED CLOCKWISE AND THE SHIP MOVES “AHEAD” BY VARING THE VPM OF THE PROPELLER WE CAN ACHEIVE DIFFERENT SPEEDS TO MANEUVER THE SHIP IN THE HARBOUR AND OUT OF THE HARBOUR.
SOMETIMES SOME SHIPS ARE FITTED WITH TWO ENGINES WITH PROPELLERS SUCH A SHIP WILL BE CALLED “TWIN SCRE” VESSEL.
MOPST OF THE MAIN ENGINES TURN HEAVY FEUL OIL AND ONE OF THE TWO STROKES ENGINE.
AUXILLARY ENGINES
THERE MAY BE 3 to 4 AUXILLARY ENGINES ON A MERCHANT SHIP. THUS ENGINES TURN THE GENSETS WHICH ARE COUPLED TO THE GANKSHAFT OF THE ENGINE. THE GENSETS OR ALTERNATORS GENSETS ELECTRICITY & SENDIT TO THE MAIN SWITCH BOARD. SITUATED INSIDE THE ENGINE CONTROL ROOM FROM THE MAIN SWITCH BOARD THE CURRENT IS DISTRIBUTED TO THE ENTIRE SHIP WHICH INCLUDS WHEEL HOUSE, ACCOMANDATION FORECASTLE, ENGINE ROOM & DECK.
EMERGENCY GENERATOR (4-GENSET) (45-SECS)
WHEN ALL THE GENSETS FAIL TO RUN ON A SHIP ON THE EMERGENGY GENSET WILL AUTOMATICALLY START WITHIN 45sec & SUPPLY POWER TO EMERGENCY EQUIPMENTS SUCH A NAVIGATIONAL LIGHTS, FIRE DEDUCTION EQUIPMENTS & EMERGENCY STEERING GEAR BESIDES IMPORTMENT ALARMS. THIS IS NORMALLY LOCATED IN A SEPARATE COMPARTMENT OF THE ENGINE ROOM. EMERGENCY LIGHTING ALSO GETS THE POWER SUPPLY FROM EMERGENCY GENSET OUTSIDE OF THE ENGINE ROOM.
FRESH WATER GENSET
THE FRESH WATER DOES PRODUCED MAY ALSO BE DISTILLED WATER WHICH CAN BE USED FOR THE BOILERS AND BATTERIES. RAW FRESH WATER CAN ALSO BE PRODUCED WHICH CAN BE USED FOR HUMAN CONSUMPTION & COOKING etc. THE WASTE HEAT (HOT COOLING WATER COMING OUT FROM MAIN ENGINE) FROM MAIN ENGINE COOLING SYSTEM IS USED FOR PRE-HEATING INCOMING FEED WATER (SEA WATER) INSIDE THE FRESH WATER GENSET THUS RECOVERING SOME HEAT ENERGY. IF THIS FRESH WATER GENSET DOESN’T WORK ESPESIOULY IN LONG VOYAGES WE MAY HAVE TO MORE FRESH WATER & LESSER CARGO TO THAT EXTENT.
BOILERS
SHIPS WITH STEAM ENGINE PROPULSION USE BOILERS WHICH ARE CALLED MAIN BOILERS. BUT DIESEL SHIPS PROPELLED BY DIESEL ENGINE USE AUXILLARY BOILERS. AS WE UNDERSTAND MAIN BOILER WILL HAVE MORE STEAM GENARATING CAPACITY AND AUXILLARY BOILERS SUPPLIES STEAM ONLY FOR AUXILLARY PURPOSES SUCH AS FUEL OIL HEATING ON THE SHIP HOT WATER SUPPLY, HOT AIR SUPPLY etc... ON TANKERS WE USED STEAM TURBINES CARGO PUMPS DRIVEN BY STEAM TURBINES.
ON DIESEL SHIPS WE NORMALLY HAVE AN AUXILLARY BOILER AND EXHAUST GAS BOILER WILL NEED FIRING WITH FUEL OIL, THE EXHAUST GAS BOILERS DOES NOT NEED FIRING. IT IS A WASTE HEAT RECOVERY SYSTEM.
ON SOME SHIPS WE WILL HAVE COMPOSITE BOILERS WHICH COMBINE THE SERVICES OF BOTH AUXILARY & EXHAUST GAS BOILERS.
COMPRESSORS (CONTROL SYSTEM)
NORMALLY WE WILL HAVE TWO MAIN AIR COMPRESSORS FITTED INSIDE THE ENGINE ROOM TO PROVIDE HIGH PRESSURE AIR (30 Bars) FOR VARIOUS PURPOSES. THESE COMPRESSORS SUCK ENGINE ROOM AIR (SLIGHTLY ABOVE ONE BAR) & COMPRESS IT AND WILL SEND IT TO AIR BOTTLES. AIR WILL BE STORED IN THESE TWO AIR BOTTLES. WHEN ONE IS USE THE OTHER ONE WILL BE STAND BY 25-30 BAR AIR TO TURN THE ENGINE.
COMPRESSED AIR IS USED FOR THE FOLLOWING PURPOSE
MAIN ENGINE STARTING
AUXILLARY ENGINES STARTING
ALL CONTROL SYSTEM
CLEANING PURPOSE
SPRAY PAINTING
CHIPPING
WHISTLE
MANY INSTRUMENTS & TOOLS ON TANKERS
REFRIGIRATION PLANT
ALL SHIPS CARRY SUFFICIENT FOOD AND PROVISIONS FOR THEIR CREW FOR MONTH ATLEAST THIS INCLUDES FRESH MUTTON, CHICKEN, FISH, DAIRY PRODUCTS, EGGS & VEGS THERE ITEMS ARE MAINTAINED IN VERY GOOD CONDITION TO BE ABLE TO CONSUME EVEN AFTER A MONTH. WHICH IS POSSIBLE ONLY BY HAVING A REFRIGIRATION PLANT (AN OFFICIAL ONE) & COLD ROOMS.
AIR CONDITION PLANT
ALL MERCHANT SHIPS AS A RULES ARE CENTRALLY AIR CODITIONED NOW A DAYS. IN WARMER CLIMATES WE GET COLD AIR AND IN COOLER CLIMATES WE GET WARM AIR. THE MACHINARY THAT SUPPLIES THE COLD & HOT AIR IS KNOWN AS THE AIR CONDITIONING PLANT.
SEWAGE TREATMENT PLANT (STP)
AS PER THE MARPOL 73/78 ANNEX-IV RULES ALL MERCHANT SHIPS ARE FITTED WITH A SEWAGE TREATMENT PLANT. SEWAGE FROM THE SHIP IS TREATED BEFORE IT IS PUMPED OVER BOARD.
OILY WATER SEPARATED (OWS)
ALL MERCHANT SHIPS ENGINE ROOMS FITTED WITH OILY WATER SEPARATED SINCE 2ND OF OCT 1983 THESE SEPARATORS ARE SUPPOSE TO BE OF 15PPM TYPE ONLY BILGE WATER WHICH ACCUMULATES IN THE BOTTOM OF THE ENGINE ROOM HAS TO BE CLEARED PERIODICALLY AND THROWN OUT OF THE SHIP. SUCH ONLY WATER CAN’T BE DIRECTLY THROWN OUT. IT’S PASSED THROUGH OILY WATER SEPARATED WHERE WE SEPARATED OIL AND WATER. WATER IS THROWN OVER BOARD & OIL IS RETAINED IN THE ENGINE ROOM.
INCINERATOR (BURNING)
THIS MACHIONARY IS NORMALLY FITTED IN THE UPPER REGION OF AN ENGINE ROOM. SUCH ARTICLES LIKE WASTE PAPER, USED RAGS, USED WASTE and WATER OIL etc… CAN BE BURNT & FULLY INCINERATED. IN THIS MACHIN HOW EVER PLASTICS CAN’T BE BURNT AT ALL PLATICS HAVE TO BE COLLECTED & DISPOSED OFF ONLY WHEN SHIP CALLS A PORT WHILE OPERATING THE INCENERATION STRICT RULUS HAVE TO BE OBSERVERD SUCH AS EVEN THE INSPECTION BY AUTHORITIES.
ENGINE ROOM OVER HEAD CRANE
A CRANE IS A MACHINERY WHICH LIFTS & LOWERS A GIVEN LOAD. THE ENGINE ROOM CRANE IS VERY EXTENSIVELY USED FOR HANDLING VARIOUS SPARE PARTS INSIDE THE ENGINE ROOM. NORMALLY IT WILL BE ABLE TO LIFT LOADS UPTO THREE METRIC TONNES. THIS CRANE WILL HAVE FOLLOWING MOYIONS
LIFTING & LOWERING A LOAD.
MOORING A LOAD TO THE FORWARD OR GET SIDES OF THE ENGINE ROOM (TRAVELLING)
MOVING THE LOAD PORT TO STARBOARD SIDE & VICE-VERSA (TRAVERSING)
WHEN OVER WE LIFT LOADS BY THIS CRANE OUR SHOULD ENSURE THAT THE SAFE WORKING LOAD IS NOT EXCEEDED.
PUMPS
THERE ARE No.of PUMPS USED ON-BOARD A SHIP FOR VARIOUS APPLICATIONS. WE USE RECIPROCATION PUMPS, CENTRIFUGAL PUMPS & GEAR PUMPS ON BOARD TAKERS, CARGO PUMPS ARE USED FOR DISCHARGING CARGO ALMOST EVERY PUMP FOR AN APPLICATION WILL HAVE A STAND BY PUMP FOR USING WHEN THE FIRST PUMP BREAKS DOWN.
STEARING GEAR
THIS MACHINE IS FITTED IN THE AFT SECTION OF THE SHIP. IT’S CONTROLLED FROM THE WHEEL HOUSE THIS MACHINE IS CONNECTED TO THE RUBBER & IT IS TURNED PORT OR STARBOARD TO CHANGE THE COURSE OF A SHIP. RUDDAR TO A SHIP IS LIKE A TAIL FOR FISH WITHOUT RUDDAR TO THE COURSE OF THE SHIP CAN’T BE CHANGED.
DOMESTIC FRESH WATER SYSTEM
THIS SYSTEM SUPPLIES FRESH WATER TO ALL PARTS OF THE SHIP BY MEANS OF PIPELINES. THIS SYSTEM WILL HAVE TWO PUMPS NORMALLY ONE WILL BE A STANDBY.
DOMESTIC SANITARY WATER SYSTEM
THIS SYSTEM SUPPLIES SANITARY WATER TO ALL PARTS OF THE SHIP BY MEANS OF PIPELINES. NORMALLY SANITARY WATER IS SEA WATER & RARLY IT COULD BE EVEN FRESH WATER. THIS SYSTEM WILL HAVE TWO PUMPS WHERE ONE WILL BE STANDBY.
PURIFIERS
THESE MACHINES ARE WHICH PURIFY THE FOLLOWING
FUEL OIL
DIESEL OIL
THE MACHINES THAT PURIFY ARE KNOWN AS FUEL OIL PURIFIERS, DIESEL OIL PURIFIERS & TUBE OIL PURIFIERS. THE PRINCIPLE OF CONTRIFUGAL FORCES IS USED IN THE PROCESS OF PURIFICATION.
WINDLASS
IT’S MACHINE FITTED IN THE FORWARD SIDE OF A SHIP CALLED FORECASTLE. THE WINDLESS HANDLES THE ANCHORS. IT CAN ALSO HANDLE FORWARED MOORING LINES. THE MACHINE HAS GYPSIS & WARNING DRUMS THAT HANDLE THE CHAINS AND ROPES RESPECTIVELY.
CARGO WINCHES
THESE MACHINES ARE NORMALLY FOUND ON CARGO SHIPS & BULK CARRIERS CARGO WINCHES HANDLES THE LOADING & DISCHARGING OF CARGOS ALONG SIDE A BERTH OR ANY OTHER INSTSLATION FROM WHERE CARGO HAS TO HANDLED SAFE WORKING LOAD (SWL) OF A CARGO WHICH SHOULD NEVER BE EXCEEDED.
DECK CRANS
THESE MACHINES ARE FOUND IN ALMOST ALL KIND OF A SHIPS. IN CARGO SHIPS & BULK CARRIERS & CONTAINERS THEY HANDLE THE CARGOS.
IN TANKERS WE WILL HAVE ONLY ONE DECK CRANE ON THE DECK WHICH WILL HANDLE THE CARGO HOSES. SAFE WORKING LOAD OF THESE MACHINES NEVER BE EXCEEDED.
GANGWAY WINCHES
THESE ARE TWO GANGWAY WINCHES FITTED ONE EACH ON PORT AND STARBOARD SIDE ON THE MAIN DECK HANDLING RESPECTIVE GANGWAYS IF ANY OF THESE TWO WINCHES BREAKS DOWN WE SHOULD KNOW HOW TO OPERATE THEM MANUALLY.
LIFE BOAT WINCHES
MOST OF THE MERCHANT SHIPS HAVE TWO LIFE BOAT FITTED & THEY ARE OPERATED BY MEANS OF WINCHES CALLED LIFE BOAT WINCHES.
PROVISION WINCHES
AS WE CAN UNDERSTAND FROM THE NAME PROVISION WINCHES FITTED ONE EACH ON PORT & Stbd SIDE OF THE SHIP IN THE AFT SECTION HANDLE PROVISIONS THAT ARE SUPPLIED TO A VESSEL IN PORT OR IN ANCHORAGE.
HALF MOORING WINCHES
TWO RAM TYPE STEERING GEAR
THE FIRST STEERING SYSTEM WERE WOODEN OARS ATTACHED IN VARIOUS WAYS TO THE OFTEN AREAS OF BOATS PROPELLED BY RECOING OARS, SAIL ON A COMPINATION OF BOTH. AS THE SYSTEM IMPROVED, THE BLADE OF THE STEERING OAR BECAME THE RUDDER. THE SHANKS BECAME THE RUDDER STOCK & A TILLER FACILITATED A TUNNING MOMENT.
IN THE STEARING SYSTEM, THE STUNNING GEAR PROVIDES A MOVEMENTS OF A RUDDER IN RESPONSE TO A SIGNAL FROM THE WHEELHOUSE THE TOTAL SYSTEM MAY BE CONCIDERED TO BE MADE UP OF THREE PARTS
CONTROL EQUIPMENTS
POWER UNIT
TRANSMISSION TO THE RUDDER STOCK. THE CONTROL EQUIPMENTS CONVEYS A SIGNAL BY DESIRED RUDDERS ANGLES FROM THE WHEELHOUSE TO THE STEARING FLAT WHERE IT’S RECEIVED TO ACHIVATE THE POWER UNIT & TRANSMISSION SYSTEM UNIT THE DESIRED ANGLE IS REACHED.
POWER UNIT PROVIDES THE FORCE, WHEN REQUIRED & WITH IMMEDIATE EFFECT TO MOVE THE RUDDER TO THE DESIRED ANGLE.
TRANSMISSION SYSTEM (STEERING GEAR) IS THE MEANS BY WHICH THE MOMENT OF THE RUDDER IS ACCOMPALISHED. THE FIGURE SHOWS A TWO RAM TYPR STEERING GEAR.
CONTROL EQUIPMENTCAN BE HYDRAULIC CONTROL EQUIPMENT KNOWN AS A SET MOTOR
OR AN ELECTRICAL ELECTRONIC CONTROL EQUIPMENT
THE POWER UNIT MAY BE HYDRAULICALLY OR ELECTRICALLY OPERATED.
TWO TYPES UNIT OF HYDRAULICALLY POWERED TRANSMISSION UNITS OR STEERING GEARS ARE COMMOM THEY ARE.
RAM TYPE MAY BE TWO RAM OR FOUR RAM
ROTARY VAINE TYPE.BOTH CAN BE CALLED ELECTRO HYDRAULICALLY STEERING GEARS.
THESE ARE ALSO OTHER TYPES SUCH AS ALL ELECTRICAL WARD LIONARD TYPE OF STEEL RING GEAR.
WORKING OF TWO RAM TYPE HYDRAULIC STEERING GEAR.
IF HYDRAULIC OIL IS PUMPED INTO THE LEFT HAND SIDE HYDRAULIC CYLINDER SEE THE FIGURE AND REMOVED FROM RHS HYDRAULIC CYLINDER.THERE WILL BE A LEFT TO RIGHT SLIDING MOVEMENT OF THE RAM THROUGH THE RAM CROSS HEAD TILL HER ARM WILL MOVE TOWARDS THE RIGHT HAND SIDE AND RUDDER WILL MOVE TO THE LEFT THE MOVEMENT PUM PING IS STOPPED THE TILL HER ARM WILL STOP MOVING AND THE RUDDER WILL BE HYDRAULOICALLY LOCKED IN THIS NEW POSITION BECAUSE THE OIL NOW HAS NO WAY TO () AND IS FULLY BLOCKED WITH IN THE RAM CYLINDERS VICE VERSA IS A CASE OF OIL IS PUMPED INTO THE RHS CYLINDER AND WILL REMOVED FROM THE LEFT HAND SIDE CYLINDEDR THAT MEANS THE RUDDER WILL MOVE TO THE RIGHT
USE OF STEEM ON BRAND A SHIP
HEATING THE AIR FOR ACCOMDATION
HOT WATER SUPPLY
HEATING FUEL OIL RUDDER OIL AND IN SAME DESIGNS HEATING THE FEED WATER FOR FRESH WATER GENSET
SOOT BLOWING IN A BOILER
CLEANING PURPOSES
IN SOME SYSTEMS USED FOR FIRE FIGHTING
STEAM MAIN ENGINES FOR PROPULSION
STEAM TURBINE DRIVEN GENERATORS
BOILER MOUNTINGS
BOILER MOUNTING ARE THE VALVES AND COCKS FITTED TO THE BOILER ANDS THEY
ARE LISTED AS FOLLOWS:
GAUGE GLASS (TWO NOS)
SAFETY VALVES(2 NOS)
MAIN STEAM STOP VALVE
AUX STEAM STOP VALVE
MAIN FEED CHECK VALVE
BLOW DOWN VALVE
AIR VENT VALVE
SALINOMETER VALVE
PRESSURE GAUGE VALVE
SOOT BLOWN VALVE
SCUM VALVE
SAMPLING VALVE
MARINE BOILERS
BOILERS IS A MACHINERY WHICH MAKES STEAM FOR VARIOUS PURPOSES
BOILERS ARE A VARIOUS DESINGED.MOST MODERN STEAM SHIPS HAVE BOILERS OF SOPHISTICATED IN THE NATURE.EVEN A MOTOR SHIPS THE BOILERS CAN BE REASONABLY ADVANCE DESIGN PROVIDING UNIV.IT INCLUDES OPERATION OF CARGO PUMPS IN OIL TANKERS
THE DEMAND FOR STEAM SHIPS IS CURRENTLY LOW, MEAN CAN TO FIND SPECIALIZE THE SHIP SUCH AS LNG SHIPS
BOILER TYPES
THE WATER TUBE BOILER IS EMPLOYED FOR HIGH PRESSURE, HIGH TEMPERATURE,
HIGH CAPACITY STEAM APPLICATIONS.THEY PROVIDE STEAM FOR STREAM PROPELLSION TURBINES IN STEAM SHIPS OR CARGO PUMP TURBINES IN DIESEL SHIPS.
SMOKE TUBES BOILERS ARE USED FOR AUXILLARY PURPOSES TO PROVIDE SMALL QUANTITY OF LOW PRESSURE STEAM ON DIESEL SHIPS
A SMOKE TUBE BOILER IS ONE IN WHICH SMOKE FROM THE COMBUSTED THE FUEL IN FURNACE PASSES THROUGH THE INSIDE OF THE TUBES.WATER IS OUTSIDE OF THE TUBE.IT GETS HEATED BY HEAT TRANSFER FROM THE TUBE AND GETS CONVERTED INTO STEAM.
WATER TUBE BOILER IS ONE IN WHICH WATER IS CIRCULATED THROUGH THE INSIDE THE TUBE AND SMOKE OUTSIDE.THE CONSTRUCTION WATER TUBE BOILER WHICH USE SMALL DIAMETER TUBE HAVE A SMALL STEAM DRUM ENABLE THE GENERATION OF STEAM HIGH TEMPERATURE AND PRESSURE. THE WEIGHT OF THE BOILER ALSO IS MUCH LESS THAN THE FIRE TUBE BOILER (SMOKE TUBE) AND THE STEAM RISING PROCESS IS MUCH BIGGER.EFFICIENCY IF HIGH FEED WATYER HAS A COLDER NATURE CIRCULATION.THE SKETCH SOURCE A FASTER WHEELER TIME WATER TUBE BOILER.SOMETIME IT IS ALSO CALLED D-TYPE BOILWER IT CONSIST OF TWO HORIZONTAL CYLINDRICALLY DRUMS,ONE ABOVE THE OTHER,THE TOP BEING STEAM WATER DRUM AND THE BOTTOM IS A PURE WATER DRUM THEY ARE DIRECTLY CONNECTED BY VERTICAL GENERATING TUBE AND THE OTHER TUBES VIA HEADERS.
THERE IS A NATURAL CIRCULATION BY THE PROCESS OF CONVECTION WHEN FUEL IS IN JECTED THROUGH THE BURNERS AND BURN IN THE FURNACE.
HOT WATER AND STEAM RAISED STEAM AND WATER DRUM AND COLDER WATER COMES WITH DOWN COMING TUBE TO THE HEADER AND REACHES THE WATER DRUM THUS THE CIRCULATION IS COMPLETE AND STEAM MAKING PROCESS GOES ON BECAUSE ALL THE TUBES
TOGETHER FORM WATER WALLS AROUND THE FURNACE AND OBSERVED THE HEAT GENERATOR
SATURED STEAM IS LEAD BY A PIPE FROM THE STEAM DRUM TO THE SUPER HEATER IN LET
HEADER SUPER HEATED STEAM LEAVES THE OUTLET HEADER.THE WATER CIRCULATES UPWARD THORUGH THE VERTICAL GENERATING TUBES.NEARER TO THE BURNERS AND DOWNWARDS TO THE VARTICAL TANK OF GENERATRING TUBES BEHIND THE SUPER HEATER.
BAFFLES SUBMITTED DIRECT THE HOT GASES FROM ALL THE BURNERS OVER THE SUPER HEATER ECONOMIZER AND AIR-PREHEATER BEFORE ALLOWING FRFOM THE ESCAPE TGO THE ATMOSPHERE.
THUS WASTE HEAT RECOVER IN THIS SUPER HEATER,A ECONOMIZER AND AIR-PTREHEATER
RESULTING IN INCREASE THE EFFICIENCY OF THE BOILER.
THE WHOLE SYSTEM OF DRUMS AND TUBES IS ENCASED IN STEAL SHEET WUTH FIR BREAKWORK MOULDED INSIDE AND LAGGED OUTSIDE TO PREVENT RADIATION LOSS.
GAUGE GLASS
THESE ARE WATER LEVEL INDICATORS SHOWING THE LEVEL WATER IN THESE BOILER.THE ONE IS DEFECTED ANOTHER ONE IS USED.
SAFETY VALVES
EVERY BOILER IS FITTED WITH TWO SAFETY VALVES AS PER THE REGULATION.IF ONE MALE FUNCTION AND THE OTHER ONE WILL LITTLE RELEASING THE OVER PRESSURE.THEY ARE SENT TO BLOW OF AT A PRESSURE NOT EXCEEDING 3% OF THE WORKING PRESSURE.
MAIN STEAM STOP VALVE: [NON RERTURN TYPE]
ITS FUNCTION IS TO ISOLATE THE BOILER FROM THE MAIN STEAM LINE AND THEREFORE FITTEFD AND TOP OF THE BOILER AND THE MAIN STEAM LINE.IT IS EITHER FULLY OPENED WHEN SUPPLIED THE STEAM TO THE TURBINES ARE TIGHTLY CLOSED WHEN STEAM IS NOT REQUIRED.
AUXILLARY STEAM STOP VALVE: [NON RETURN TYPE]
THIS IS BASICALLY A SMALLER VERSION OF THE MAIN STEAM STOP VALVE, FITTED FOR THE PUPOSE OF ISOLATING THE BOILER FROM THE AUXILLARY STEAM LINES.
MAIN FEED CHECK VALVE: [NON RETURN TYPE]
THESE ARE FITTED TO GIVE FINAL CONTROL OVER THE ENTRY OF FEED WATER INTO THE BOILER.IT IS POSITION ON THE SHELL ON THE BOILER AT THE WATER LEVEL.THEY MUST BE SCREWED DOWN NON RETURN VALVE.
BLOW DOWN VALVE
THESE VALVE ARE FITTED TO THE WATER DROP TO ENABLE WATER TO BE BLOWN FROM THE BOILER IN ORDER TO REDUCE THE DENSITY OF THE BOILER WATERTHE BLOW DOWN VALVES [USUALLY TWO VALVES IN SERIEL] DISCAHRGE INTO A BLOW DOWN LINE. LEADING TO A SHIP SIDE DISCHARGE VALVE.
AIRVENT VALVE;
THSE VALVE IS FITTED TO THE UPPER PART OF THE BOILER AS IT IS REQUIRED TO RELEASE AIR FROM DRUMS TO HEADERS,FIRST,WHILE FILLING THE BOILER WITH WATER AND LATER WHILE RAISING TO LET THE INSIDE AIR GET OUT.SIMILARLY,IT ALSO LETS THE AIR INSIDE THE WHEN BOILER IS COOLING OFF DURING SHUTDOWN
SALINOMETER VALVE
THIS VALVE IS FITTED TO THE WATER DRUM TO ENABLE SAMPLES OF BOILER WATER TO BE DRAWN OFF SO THAT THE BOILER WATER SAMPLE CAN BE TESTED FOE CONTROLLING THE QUALITY OF FEED WATER BY CHEMICAL TREATMENT.
PRESSURE GAUGE COCK;
THIS IS PROVIDED ON THE STEAM SPACE TO THESE COOK IS CONNECTED TO THE PIPE UPTO THE STEAM PRESSURE GAUGE PLAYS AT A CONVIENT PLACE AT EYE LEVEL
SOOT BLOWN VALVE;
THROUGH THIS VALVE WE CAN GET STEAM SUPPLY FOR BLOWING OF THE SOOT {CARBON} AND DEPOSITED IN THE GAS PASSAGES OF A WATER TUBE BOILER THUS IMPROVING THE HEAT TRANSFR EFFICIENCY.
SCUM VALVE;
SCUMING MEANS REMOVAL OF SCUM FLOATING ON THE SURFACE OF WATER LEVEL.THESE CAN BE DONE BY OPENING THE SCUM VALVE AND SCUMING OUT FOR A FEW SECONDS.
SAMPLING VALVE;
THROUGH THIS VALVE WE CAN DRAWN OUT A SAMPLE OF BOILER WATER FOR TESTING THE QUALITY AND TO DECIDE WHAT CHEMICALS WE MAY NEED TO ADD TO MAINTAIN THE BOILER WATER QUALITY
! WATER LEVEL OF BOILER IS VERY IMPORTANT IN SHIP.
SAFETY CONSTRUCTION CERTIFICATE
LOAD LINE CERTIFICATE [HATCH COVER]
SAFETY EQUIPMENT CERTIFICATE [THREE LIFE JACKET]
!1000 KG-ONE METRIC TONE
SAFETY RADIO CERTIFICATE
DEAD WEIGHT CARGO CARRYING CAPACITY
INTERNATIONAL POLLUSION PREVENTION CERTIFICATE
INTERNATIONAL AIR POLLUSION PREVENTION CERTIFICATE
MEDICAL CERTIFICATE
DE-RATS CERTIFICATE
! SCREW-PROPELLER
PUMPS
BASIC PUPMING ARRANGEMENT;
DIAGRAM
VARIOUS MARPOL REGULATIONS;
DISCHARGE OF OIL AT SEA
SLUDGE TANK [TANK FOR OIL RESIDUES]
OIL FILTERING EQUIPMENTS
CONTROL SYSTEMS
CRUDE OIL WASHING
SOPEP-SHIPS BOARD OIL POLLUTION OF EMERGENCY PLAN
OIL RECORD BOOK [ORB]
SPECIAL AREAS
MARPOL ANNEX-1
DISCHARGE OF OIL AT SEA
ANY DISCHARGE INTO THE SEA OF ALL ARE OILLY MIXTURES FROM SHIPS OF FOUR HUNDRED GRASS TUNNAGE AND ABOVE SHALL BE PROHIPITED EXEPT WHEN ALL THE FOLOWING CONDITIONS ARE SATISFIED
THE SHIP IS PROCEEDING ON ROUTE
THE OILLY MIXTURE IS PROCEESED THROUGH AND ALL FILTERING EQUIPEMENT MEETING THE REQUIREMENT OFF CERTAIN REGULATION
THE OIL CONTENT OF THE EFFLUENT WITHOUT DILUTION DOES NOT EXCEED 15 PPM.
CARGO RESIDUE FROM OIL TANKER IF OIL CARGO RESIDUE IS TO BE DISCHARGED FROM A TANKER IT MUST
NOT BE IN A SPECIAL AREA.
BE FARTHER THAN 50 NM FROM LAND.
BE ON PASSAGE.
INSTANTANEOUS RATE OF DISCHARGE MUST NOT BE MORE THAN 30 Ltrs PER MILE.
TOTAL AMOUNT MUST NOT BE MOVE THAN I/30,000 OF THE CARGO CARRIED (1/15000 FOR OLDER SHIPS)
THE TANKER HAS IN OPERATION AN OIL DISCHARGE MONITERING AND CONTROL SYSTEM AND A SLOP TANK ARRANGEMENT.
CARGO RESIDUE FROM OIL TANKER
THE RECORD BOOK FOR CARGO/BALLAST OPERATION WHICH IS KEPT BY THE ON ALL TANKERS OVER 150 GROSS TONNAGE IS TO HAVE CHRONOLOGICAL ENTRIES WITH DATE, OPERATIONAL CODE AND ITEM NUMBER IN APPROPRIATE COLOMNS.
ENGINE ROOM BILGES
THE ENGINE BILGES MUST BE PUMPED THROUGH SUITABLE OIL WATER PROCESSING EQUIPMENT OR RETAINED FOR DISCHARGE ASHORE.IF DUE TO SMALL SIZE OF SHIP OR OTHER REASONS SUITABLE EQUIPMENT FITTED.
IN GENERAL SHIPS OVER GRT ARE PERMITTED TO DISCHARGE MACHINERY SPACE BILGES INTO SEA PROVIDED.
THE BILGE WATER DOSEN’T ORIGINATE FROM PUMP ROOM BILGES.
THE SHIP MOVING ON PASSAGE
THE BILGE NOT MIXED WITH OIL CARGO RESIDUE
THE OIL IN THE BILGE DISCHARGE DOSEN’Y AMOUNT BE MORE THAN 15 PPM.
THIS DONE BY THE OPERATION OF AN OILY WATER SEPARATOR.
SLUDGE TANK
THE SLUDGE TANK STORES THE OIL RESDUE WHICH IS LEFT OVER FROM PROCESSING OF OILY WATER THROUGH OWS WE HAVE TO TAKE CARE THAT THE SLUDGE TANK AND THE RATE AT WHICH THE SHIP GENERATES THE SLUDGE AND WHETHER THE SLUDGE TANK HAS SUFFICIENT STORING CAPACITY TO STORE THE WASTE OIL FROM THE ENGINE.
IN GENERAL THE QTY OF THE SLUDGE PRODUCED SHOULD BE EQUAL TO 1-2% OF HEAVY OIL BURNED. (SLUDGE – LIQUID IMPURITY AND SOLID IMPURITY)
OILY WATER SEPARATOR
BILGE WATER IS AN ALMOST UNAVOILABLE PRODUCT IN SHIP OPERATIONS. BILAGE WATER THAT IS GENERATED IN PROXIMITY TO SHIP BOARD EQUIPMENT (SUCH AS IN THE ENGINE ROOM) OFTEN CONTAINS OIL AND ITS DIRECT DISCHARGE WOULD RESULT IN UNDESIRABLE TRANSFER OF WASTE OIL TO THE MARINE ENVIRONMENT BY INTERNATIONAL AGREEMENT UNDER THE MORPOL CONVENTION MOST COMMERCIAL VESSELS NEED TO BE FITTED WITH AN OILY WATER SEPARATOR TO REMOVE OIL CONTAINANTS BEFORE BILGE WATER IS PUMPED OVERBOARD.
OILY WATER SEPARATOR
SEPARATES OILY WATER FROM BILGES. 1) THE WATER WITH 15 PPM IS ALLOWED TO DISCHARGE IN SEA. 2) WE CAN REDUCE THE IMPURITY UPTO 5 PPM BY LATEST TECHNOLOGIES.
CONTROL SYSTEMS
OIL TANKERS OF 150 GT SHALL BE FITTED WITH AN ODMCS (OIL DISCHARGE MONITARY CONTROL SYSTEM)
THE SYSTEM SHALL BE FITTED WITH A RECORDING DEVICE TO PROVIDE A CONTINUOUS RECORD.
THE RECORD SHOULD INDICATE THE DATE AND TIME.
IT SHOULD COME INTO OPERATION WHENEVER THERE IS ANY DISCHARGE OF EFFLUENT INTO THE SEA.
ANY FAILURE OF THE ODMCS SHALL STOP THE DISCHARGE.
CRUDE OIL WASHING
CRUDE OIL WASHING (COW) IS A SYSTEM WHERE OIL TANKS ON A TANKER ARE CLEANED OUT B/W VOYAGES NOT WITH WATER BUT WITH CRUDE OIL CARGO ITSELF.
THE SOLVENT ACTION OF THE CRUDE OIL MAKES THE CLEANING PROCESS FOR MORE EFFECTIVE THEN WHEN WATER IS USED. (THERE IS USUALLY A FINAL WATER RANGE BUT THE AMOUNT OF WATER INVOLVED IS VERY LOW) THE SYSTEM HELPS PREVENT POLLUTION OF THE SEAS FROM OPERATIONAL MEASURES. (WATER MORE -> OIL LESS ->DILUSION).
TANKERS CARRY THEIR CARGO IN NO OF TANKS OR COMPARTMENTS WITH IN HULLOF THE SHIP. BEFORE THE INTRODUTION OF SEGREGATED BALLAST TANKS, TANKS WERE CLEANED AFTER THE OIL WAS DIS CHARGED AND ABOUT ONE THINEDOF THEM FILLED WITH SEA WATER SO THAT THE SHIP’S PROPELLER IS PROPERLY IMMERSED AND IT HAS CORRECT HANDLING AND SEA KEEEPING CHARACTERISTICS. THIS PROCESS IS KNOWN AS BALLESTING.
SUFFICIENT CARGO TANK SHOULD BE CRUDE OIL WASTED PRIOR TO EACH BALLAST VOYAGE IN ORDER TO BALLAST THEM IF NECESSARY.
UNLESS AN OIL TANKERS CARRIES CRUDE OIL WHICH IS NOT SUITABLE FOR CRUDE OIL WASHING THE OIL TANKER SHALL OPERATE THE CRUDE OIL WASHING SYSTEM IN ACCORDANCE WITH THE OPERATIONAL EQUIPMENT MANUAL.
SOPEP (ship board oil pollution emerge plan)
EVERY OIL TANKER OF 150 GT AND ABOVE AND EVERY SHIP OTHER THAN OIL TANKERS OF 400 GT AND ABOVE SHALL CARRY ON BOARD SHIP BOARD OIL POLLUTION EMERGENCY PLAN APPROVED BY THE ADMIN.
THE PCO (POLLUTION CONTROL OFFICER) SHOULD SPOT CHECK POLLUTION RESPONSE EGUIPMENT LISTED IN THE SOPEP.
A DETAILED DESCRIPTION OF THE ACTION TO BE TAKEN IMMEDIATELY BY PERSONS ON BOARD TO REDUCE OR CONTROL THE DISCHARGE OF OIL FOLLOWING THE INCIDENT.
OIL RECORD BOOK (ORB)
THE ORB EXISTS TO RECORD ALL SHIP BOARD OIL TRANSFER.
BALLASTING OPERATIONS,LOADING OF CARGO OIL,INTERNAL TRANSFER OF OIL DURING VOYAGE,UNLOADING OF CARGO OIL,BALLASTING OF CARGO TANKS AND DEDICATED CLEAN BALLAST TANKS,CLEANING OF CARGO TANKS INCLUDING CRUDE OIL WASHING,DISCHARGE OF BALLAST EXCEPT FROM SEGREGATED BALLAST TANKS DISCHARGE WATER FROM SLOP TANKS.
EVERY OIL TANKERS OF 150 GRT AND ABOVE AND EVERY SHIP OF 400 GRT AND ABOVE SHALL BE PROVIDED WITH AN OIL RECORD BOOK (MACHINERY SPACE OPERATING)
ENTRIES INTO THE OIL RECORD BOOK SHOULD REFLECT ANY MOVEMENT OF OIL IN OR OUT OF THE VESSELS TANKS AND BE RECORDED ON A TANK TO TANK.
THE OIL RECORD SHOULD BE KEPT READILY AVAILABLE FOR INSPECTION AT ANY RESSONABLE TIME BY AN OFFICER OF THE GOVERNMENT OF THE PARTY TO THE CONVENTION
SPECIAL AREAS
SPECIAL AREAS ARE SCUH AREAS OF OCEAN WHERE WE CAN’T COMED OUT AND POLLUTE THE WATER WITH ANY KIND OF PETROLEUM PRODUCTS.THIS MEANS THAT CAN BE ONLY ZERO POLLUTION UNLESS THERE IS AN ACCIDENTAL DISCHARGE DUE TO ANY CALAMITIES ARE DUE TO AN ACT OF GOD.
SOME OF THE SPECIAL AREAS COVERED UNDED ANNEX-I ARE AS FOLLOWS;
BALTIC SEA
BLACK SEA
RED SEA
MEDITERRANEAN SEA
ANTARTIC SEA
ARABIAN GULF EUROPEAN
NORTH WEST WATERS
OMAN SEA OF THE ARABIAN SEA
OIL RECORD BOOK
RECORD KEPT ONBOARD FOR THREE YEARS
NOT FILLED IN PROPERLY
BUNKERING
QUANTITY OF RESIDUE IN TANKS
COHERENCE BETWEEN LOG ENTRIES AND ACTUAL
THROUGH OUT OF OUR SYSTEM
MASTER SIGNATURE
WEEKLY SOUNDING OF SLUDGE TANKS
DISCHARGE OF OIL AT SEA
ALL DISCHARGES OF OIL ARE PROHIBITED UNLESS SATURN CRITERIA ARE SATISFIED.
CARGO SPACE (SLOPS)
OIL TANKERS
MUST BE MORE THAN 50 NM FROM NEAREST LAND (ALSO DEFINED)
30 LITRES PER NM
DISCHARGE THROUGH OIL DISCHARGE MONITORING EQUIPMENTS (ODME).
MAXIMUM DISCHARGE QUANTITY ON A BALLAST VOYAGE SHOULD NOT EXCEED 1/30000 OF THE TOTAL QUANTITY OF THE PARTICULARS CARGO OF WHICH THE RESIDUE FORMED A PART
ODMCS:
OIL TANKERS OF 150 GRT OR ABOVE SHALL BE FITTED WITH AN ODMCS.
THE SYSTEM SHALL BE FITTED WITH RECORDING DEVICES OF PROVIDE A CONTINUOS RECORD OF DISCHARGE OF 1 LITRE/PER NAUTICAL MILE AND TOTAL QUANTITY DISCHARGE ARE THE OIL CONTENT AND RATE OF DISCHARGE.
THE RECORD SHOULD INDICATE THE TIME AND DATE OF DISCHARGE .THIS RECORD SHALL BE KEPT FOR ATLEAST FOR THREE YEARS.
ITS SHALL COME INTO OPERATION WHENEVER THERE IS ANY DISCHARGE OF EFFLUENT INTO THE SEA AND STOP DISCHARGE WHEN THE INSTANTANEOUS RATE OF DISCHARGE OF OIL CONTENT EXCEEDS THE PERMISSIBLE LIMIT.
ANY FAILURE OF ODMCS SHALL STOP THE DISCHARGE.
SPECIAL AREAS:
A SPECIAL AREA IS A SEA AREA WHERE FOR RECOGNISED TECHINICAL REASONS IN RELATION TO OCENAGRAPHIC AND ECOLOGICAL CONDITION AND TO THE PARTICULAR CHARACTERR OF ITS GRAPHIC…. SPECIAL MANDATORY METHODS FOR THE PREVENTION OF SEA POLLUTION BY (OIL) IS REQUIRED. AND AS SUCH THERE SHALL BE NO DISCHARGE OF CARGO RESIDUES OIL TANKER.
MARPOL ANNEX 2:
REGULATIONS FOR THE CONTROL OF POLLUTIOIN BY LIQUID NOXIOUS SUBSTANCES
BULK.
EARLY 1990 IMO COMMENCED REVIEW OF MARPOL ANNEX 2 REGULATIONS.
WHY?
EDITORIAL IMPROVEMENTS X,Y,Z AND OS (OTHER SUBSTANCES) INCLUDES APPLE JUICE, DAILY SLURRY, COAL SLURRY, DEXTROSE SOLUTION, GLUCOSE SOLUTION, KAOLINE SLURRY MOLASSES AND WATER.
VEGETABLES OILS NOW UPGRADED FROM APPENDIX3 (OF THE IBC CODE) TO POLLUTION CATEGORY.
OIL LIKE SUBSTANCES NO LONGER EXIST XYLENE, TOLUENE, PENTANES NOE REQUIRED COF AND CAN LONGER BE CARRIED AN PRODUCT TANKERS.
WHAT IS AN IMO SHIP TYPE?
THE INTERNATIONAL CODE FOR THE CONSTRUCTION AND EQUIPMENTS OF SHIPS CARRYING DANGEROUS CHEMICALS IN BULK IBC CODE PROVIDES DETAILED STANDARDS FOR THE CONSTRUCTION AND EQUIPMENTS OF 3 TYPES OF CHEMICALS TANKERS. ( TYPES 1,2 AND 3)
THE BULK CARRIAGE OF ANY LIQUID PRODUCE OTHER THAN THOSE DEFINED AS OIL (SUBJECT TO MARPOL ANNEX1) IS PROHIBTED UNLESS THE PRODUCT HAS BEEN EVALUATED AND CATEGORIZED FOR INCLUSION IN CHAPTER 17 &18.
IMO SHIP TYPE1:
IT IS A CHEMICAL TANKERS INTENDED FOR THE TRANSPORATION OF PRODUCTS CONSIDERED TO PRESENT THE GREATEST OVERALL HARAZD. THE QTY OF CARGO REQUIRED TO BE CARRIED IN A TYPE SHIP SHOULD NOT EXCEED 1,250 M3 IN ANY ONE TANK.
IMO SHIP TYPE2:
IT IS INTENDED TO TRANSPORT PRODUCTS WITH APPRECIABLY SEVERE ENVIRONMENTAL AND SAFETY HARAZDS WHICH REQUIRE SIGNIFICANT PREVENTIVE MEASURES TO PRECLUDE ESCAPE OF SUCH CARGO. THE QTY OF CARGO REQUIRED TO BE CARRIED IN A TYPE 2 SHIP SHOULD NOT EXCEED 3000 M3 IN ANY ONE TANK.
IMO SHIP TYPE3:
IT IS A CHEMICAL TANKER INTENDED TO TRANSPORT PRODUCTS WITH SUFFICIENTLY SEVERE ENVIRONMENTAL AND SAFETY HAZARDS. THESE PRODUCTS REQUIRE A DEGREE OF CONTAINMENT TO INCREASE SURVIVUAL CAPABILITY IN A DAMAGED CONDITION. THERE IS NO FILLING RESTRICTION FOR CHEMICALS ASSIGNED TO SHIP TYPE-3 ( BONEDFRY SOUND OF PUMPING CARGO).
திங்கள், 30 செப்டம்பர், 2013
TIME & ARC
Convert Time to Arc
Multiply the hours by 15 to obtain degrees of arc. Divide the minutes of time by four to obtain degrees. Multiply the remainder of step 2 by 15 to obtain minutes of arc. Divide the seconds of time by four to obtain minutes of arc. Multiply the remainder by 15 to obtain seconds of arc. Add the resulting degrees, minutes, and seconds.
Convert Arc to Time
Divide the degrees by 15 to obtain hours. Multiply the remainder from step 1 by four to obtain minutes of time. Divide the minutes of arc by 15 to obtain minutes of time. Multiply the remainder from step 3 by four to obtain seconds of time. Divide the seconds of arc by 15 to obtain seconds of time. Add the resulting hours, minutes, and seconds.
CELESTIAL DEFINITIONS 2
Declination Declination
(abbreviated Dec) is one of the two angles that locate a point on the celestial sphere in the equatorial coordinate system, the other being hour angle. Declination's angle is measured north or south of the celestial equator, along the hour circle passing through the point in question.
Right Ascention
Right ascension (abbreviated RA) is the angular distance measured eastward along the celestial equator from the vernal equinox to the hour circle of the point in question. When combined with declination, these astronomical coordinates specify the direction of a point on the celestial sphere in the equatorial coordinate system.
Celestial Equator
The celestial equator is a great circle on the imaginary celestial sphere, in the same plane as the Earth's equator. In other words, it is a projection of the terrestrial equator out into space.
Azimuth
An azimuth is an angular measurement in a spherical coordinate system. The vector from an observer (origin) to a point of interest is projected perpendicularly onto a reference plane; the angle between the projected vector and a reference vector on the reference plane is called the azimuth.
Zenith
The zenith is an imaginary point directly "above" a particular location, on the imaginary celestial sphere. "Above" means in the vertical direction opposite to the apparent gravitational force at that location. The opposite direction, i.e. the direction in which gravity pulls, is toward the nadir.
Nadir
The nadir is the direction pointing directly below a particular location; that is, it is one of two vertical directions at a specified location, orthogonal to a horizontal flat surface there.
Aries -
first Point ( ) The point of intersection of the ecliptic and the celestial equator (equinoctial) at which the sun is moving from a south to north declination. Also known as the spring equinox or the vernal equinox.
GHA
(Greenwich Hour Angle) GHA indicates the position past the plane of the Greenwich meridian measured in degrees. Equivalent to longitude on earth. It can be followed by East or West.
LHA
(Local Hour Angle) the angle between the meridian of the celestial object and the meridian of the observer.
SHA
(Sideral Hour Angle) The sidereal hour angle of a body on the celestial sphere is its angular distance west of the vernal equinox generally measured in degrees. The SHA of a star changes slowly, and the SHA of a planet doesn't change very quickly, so SHA is a convenient way to list their positions in an almanac.
CELESTIAL DEFINITIONS
EQUATOR
a great circle the plane of which is perpendicular to the earth’s axis.latitudes are measured from equator.
PRIME MERIDIAN
prime meridian is the meridian passing through Greenwich from where longitudes are measured.
LATITUDE
angular distance from equator of any place named north or south expresses in degrees and minutes.
D'LAT
difference in latitudes expressed in degrees and seconds.
D'LONG
difference in longitudes expressed in degrees and minutes.
Knots:distance travelled in nautical mile in one hour.
DEPARTURE
departure is the E-W distance between any two places.
PARALLEL SAILING
when ship sails on any parallel of latitude.
TRUE COURSE
true course is the angle between ship’s head and the meridian.
RHUMB LINE
rhumb line is a straight line on earth’s surface which cuts all meridian at the same angle.this angle is reffered to as true course.
PLANE SAILING
The ship sails on rhumb line.
TRAVERSE TABLE
traverse table given in norie’s nautical table or burton’s table which can be used in solving parallel and plane sailing problem without using scientific calculator.
VARIATION
variation is the angle between true north and magnetic north.
Deviation
deviation is the angle between magnetic north and compass north.
Compass error:compass error is the angle between true north and compass north or algebraic sum of variation and deviation.
Meridional parts
length of meridian from equator on a maerctor chart between two parallels of latitude measured in units of longitudinal scale.
DMP
DMP is the length of meridian on a Mercator chart between two parallels of latitude measured in units of longitudinal scale.
Mercator chart
chart representing true shape of small areas of earth’s surface and on which rhumbline can be drawn as straight line.
Dead reckoning:a position worked up from last fix for true courses steered by the ship and her speed through water without considering other factors(leeway,current,tideal stream etc.)
Estimated position
position derived from DR position adjusted for estimated effects of current ,tidal stream and leeway.
Leeway
the effect of wind causing bodily drift of the vessel to the leeward,perpendicular to the course streed.
Current
current is non-tidal horizontal movement of the sea mainly to meteorological ,oceanographical,or,topographical causes.
Tidal stream
a tidal stream is tidal horizontal movement of the sea due to tide raising forces of the sun and moon.
Set:refer’s to the currents direction and is the direction in which the vessel is being drifted by it,generally obtained fron DR position to fix.
Drift
drift is the distance by which the vessel is set in the direction of current.
GMT
it is the angle between the inferior Greenwich meridian and the meridian passing through the mean sun measured clockwise from the inferior Greenwich meridian.
LMT
it is the angle between the inferior observer’s meridian passing through the mean sun measured clockwise from the inferior observer’s meridian.
LIT
it is the longitude of the observer converted in time by dividing the longitude by 15▪.
ZT
zone time uses the standard(central)meridians of the various time zones as reference meridians.
ZDthe zone description of a time zone is the adjustment to be applied to that time zone to determine GMT.
IDL
international date line is modified 180▪ meridian.
Equinoctial
the great circle on the celestial sphee in the same plane as the equator.
Ecliptic
the great circle on the celestial sphere in the same plane as the orbiting plane of the earth.
Obliquity of ecliptic:the angle that the ecliptic makes with the plane of equinoctial 23▪26’.7.
First point of aries:a point where the sun apparently crosses the equinoctial from south to north.
First point of libra:a point where the sun apparently crosses the equinoctial from north to south.
SHA*:
sidereal hour angle of a star is the angle at the celestial poles or arc of equinoctial contained between celestial meridian passing through first point of areies and the celestial meridian passing through the star measured westwards.
RA*:
it is the angle at the celestial poles or arc of equinoctial contained between celestial meridian passing through first point of aries and the celestial meridian passing through the star measured eastwards.
LHAɣ:
local hour angle of first point is the aries is the angle at the celestial poles or arc of equinoctial contained between celestial meridian passing observer and the celestial meridian passing through through the first point of aries measured westwards.
LHA*:
local hour angle of a star is the angle at the celestial pole or arc of equinoctial contained between celestial meridian passing through the observer and the meridian passing through first point of aries measured westwards.
GP:geographical position of a body is a point on surface of the earth vertically below the body.
Celestial sphere:a sphere of infinite radius whose centre is the earth’s centre.
Equinoctial:a great circle on every point on which is 90▪ from the celestial poles.
Greenwich hour angle:an hour angle contained between celestial meridian of Greenwich and celestial meridian of the body measured westward.
Local hour angle:
an hour angle contained between celestial meridian of the observer and celestial meridian of the body measured westward.
Sidereal hour angle:an hour angle contained between celestial meridian of ɣ and celestial meridian of the body measured westwards.
Right ascension:
an hour angle contained between celestial meridian of ɣ and celestial meridian of the body measured eastward.
Easterly hour angle:ah hour angle contained between celestial meridian of the observer and celestial meridian of the body measured eastward.
Declination:
it is arc of celestial meridian passing through the body contained between equinoctial and the body.
Visible horizon:
visible horizon is a small circle on earth surface that binds the observer’s view.
Rational horizon:rational horizon is a great circle on the celestial sphere every point which is 90▪ from observer’s zenith.
Sensible horizon:
sensible horizon is a small circle on the celestial sphere whose plane is parallel to the plane of rational horizon and passes through the eye of the observer.
Sextant altitude:
sextant altitude is the altitude of a body above the visible horizon as read off from the sextant.
Observed altitude:
altitude of the body above the visible horizon is called observed altitude.
Apparent altitude:
it is the altitude of the body above the sensible horizon.
True altitude:
true altitude of the body is arc of vertical circle passing through the body contained between the observer’s rational horizon and the body or it is the angle at the centre of the earth between the observer’s rational and the centre of the body.
Amplitude:
the amplitude of the body is the arc of the horizon contained between the east point and the body when rising,or between the west point and the body when setting.it is defined as the angle at the zenith between prime vertical and the vertical circle of the body when on rational horizon.
Visible horizon:
a small circle on the earth’s surface binding observer’s view.
Rational horizon:a great circle on celestial sphere whose pole is observer’s zenith.
Theoretical sunrise:
theoretical sunrise occurs when the true sun’s centre is on the observer’s rational horizon.
Visible sunrise:
it occurs at the instant when the upper limb of the sun is first visible above the sea horizon.
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