Chief Engineer Responsibilities During Bunkering Operation

(By Kamal Hossain, Chief Engineer)

Pollution prevention

  1. Pre-bunkering meeting should be held , quantity , grade and distribution plan to be drawn up.
  2. By considering of volume allowance is 10 ~ 15 % for expansion , all tanks to be filled up to 85 % maximum.
  3. Clear over flow tank , drain tank .
  4. Top up settling and service tanks.
  5. Clean filters and sight glass of bunker line.
  6. Keep level indicator, sounding gauge and pressure gauge good working order.
  7. Arrange quick communication between bunker point and control .
  8. Check scuppers plug condition.
  9. Keep cleaning materials and chemical near by bunker point.
  10. Alert oil pollution control team as per contingency plan.
  11. Read more

Ship Charter

F R Chowdhury

In shipping when a ship is hired it is always referred to as being on charter. The owner of the ship is still referred to as the owner and one who hires the ship or space thereof is referred to as the charterer. The instrument of agreement is known as the “charter party”, commonly called C/P. There are standard forms for different types of charter devised by various international trade associations and chambers of trade and commerce including the ICC, BIMCO and the Baltic Exchange. C/P is normally drawn by mutually (ship-owner and charterer or their agents) agreeing to various clauses of one of the specific forms with special conditions or exception/ exemption noted by lines. The coal, grain rice, timber, stone, ore, fertiliser, and other trades all have their own forms of charter-party. There are 3 conventional types of charter. They are:
1. Demise or Bare-boat charter
2. Time charter
3. Voyage charter
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LNG Ships

By F. R. Chowdhury

images
Image Credit: Liquefied Gas Carrier.com

Properties of LNG:

LNG is actually METHANE. Purity of cargoes ranges from 67% to 99.5%, according to geographical location. Impurities consist mainly of Ethane and Propane. LNG is:
Non – toxic
Non – corrosive
Colourless
Odourless
In its gaseous form it is lighter than air. Its ratio of volume as liquid to gas is 1:600.

Lower flammable limit is approx. 4% in air. Upper flammable limit is approx. 14% in air. There is no LEL or UEL as such because there is no explosive effect upon ignition at any concentration. Auto ignition temperature is approx. 585° C and there is therefore little chance of ignition from engine or boiler exhausts. Methane has a slow travelling flame front and can be effectively extinguished with dry powder. Ship superstructure or other vulnerable areas may be protected by water spray, which imparts heat to the vapour cloud, resulting in immediate upward evaporation. CO2 injection firefighting systems are not fitted due to the possibility of ignition by static electricity being generated. Read more

Survey, Audit & Certification for Ships

Compiled by F. R. Chowdhury

images Image Credit: ClassNK

1. Certificate of Survey:

– This is done on behalf of the Flag State prior to the registration of the vessel to establish the authenticity/ identity of the vessel and to ensure that particulars given/ obtained are correct.

2. Certificate of Registry: 

– This is the identity document of the ship. Issued by the Flag State Administration. It will contain the name of the ship, name and address of the Owners/ Bare-boat charterers, LR-FP Identity Number, Port of registry, dimensions and tonnage, IMO number, Call Sign and the Nine-digit Maritime Mobile Service Identity (MMSI), name of builder and year of build, type/class of ship, features like number of decks, bulkheads, masts, propellers and brief details of machinery and power. In some countries it may be necessary to record the name of the Chief Executive or other responsible person in the company who is to be contacted in an emergency. (The UN Convention on Registration of Ships 1986 (not yet in force) and UNCLOS-82 provide general guidance on this subject.)
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Guidance to Deck Officers While Loading Grain

Author: Capt. Kamal Ahmed.

 

I was once hired by my client to get the approval for loading by the Port Warden in the 2nd loading port as the actual healing moment was more than the permissible healing moment. The situation was as follows:

  1. The original stow plan which was sent to the shipper by the charterer for loading Port A+ Port B was total for 65,700.00 M/T.
  2. Cargo for loading as per shippers request in the beginning was:
  • Lot 1 –  minimum /maximum 27 000 M/T for  discharge port A
  • Lot 2: Minimum 30000 M/T for discharge Port B , Minimum 6600 M/T   for discharge port C,
  • Total of 63600 M/T
  1. In the stowage plan which the Master had sent for loading was “64,453.202” M/T. The Master mixed Lot 1 & Lot 2 in hold no 7, which cannot be done as lots have to be separated naturally, and not separated artificially. The Master’s explanation was that the change of the stow is done in order to satisfy the stability requirements as per the port warden at the 1st load port. The vessel was not satisfying the shipper’s requirements for natural separations of Lot 1 and Lot 2.

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Shipboard Preparation for Ice in Winter Season

New Bitmap Image

Image Credit & Author: Captain Kamal Ahmed.

Preparation

Prior making a voyage into subfreezing zone, Master must ensure that the vessel is suitable for navigating in that zone, crew are duly trained, well protected with PPE and necessary gears and familiar with the operations of the vessel in ice conditions. Master also need to prepare his or her vessel to encounter severe winter condition to prevent damages to the vessel and or its machinery prior entry in areas in freezing condition.
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Energy, Greenhouse Gas Emissions, and Climate Change

A documentary video, developed by the Saskatchewan Environmental Society is an introduction to energy, greenhouse gas emissions, and climate change. This video is a component of the Student Action for a Sustainable Future Program in Saskatoon, Saskatchewan.

Source: Saskatchewan Environmental Society

Thrust Bearing Clearance

TM-9-2815-255-24_205_1

Thrust Bearing Clearance:
Measure main thrust journal width and thrust bearing width, refer to FIGURE 1, as follows:
(1)Measure width of main thrust journal with an inside micrometer.
(2)New main thrust journal width is 1.531 to 1.535 inches (38.90 to 39.00 mm).
(3)If width is not within specification, recondition crankshaft and install an oversize thrust washer set. If widthis correct, measure main thrust bearing width.FIGURE 1. Measuring Main Thrust Journal and Thrust Bearing Width.
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