Life Boat on-load release system.

"SOLAS III/1.5".

New SOLAS regulation is applicable to all cargo ship more or equal to 500 GT (New or Existing) and to all passenger ships. The requirements of the new regulation apply to davit launched life boats with On-Load Release Mechanisms (OLRM) not complying with the new paragraph 4.4.7.6.4 to 4.4.7.6.6 of the LSA code.

OLRM shall be replaced or modified not later than the first dry-dock after 01 July 2014 but not later than 01 July 2019 and for New Buildings, MSC. 1Circ. 1393 state ships constructed on or after 01/07/14 shall comply with revised LSA code..

The new modifications introduced to LSA code is:

4.4.7.6.4: The release mechanisms shall be so designed and installed that crew members from inside the life boat can clearly determine when the system is ready for lifting
by:
4.1: by observing the movable parts of the  mechanism and there fore being capable to sate is completely reset.
or
4.2: Observing a non adjustable indicator showing the the mechanism is reset
or
4.3: easily operating a mechanical indicator that confirms that the mechanism is reset.

4.4.7.6.5: Clear operating instructions shall be provided with a suitable worded warning notice using colour, pictogram, and / or symbols as necessary for clarity.

4.4.7.6.6: The release control shall be clearly marked in a colour that contrasts with its surroundings.

Replacement or Modification of On Load Release Mechanism:

To confirm compliance with LSA code, existing OLRM shall be reviewed as follow:

1.- Self Assessment, design verification and Factory test:
Manufacturers are to carry out and evaluation of their current OLRM in the market, the results to such evaluation and the support documentation are going to be submitted to the flag for a design review against new LSA code requirements. On satisfactory completion of the review, the manufacturer is to carry out a performance test in accordance with MSC.1/Circ 1392 and the test shall be witnessed by the flag administration. Prior any test is achieved, it should be established that a satisfactory manufacturer self assessment and design review has been carried out for the specific OLRM to be tested. On satisfactory completion of the test a test certificate shall be issued.

2.- Notifications:
On completion of the test the flag administration is obliged to report to the IMO the results of the test as Non- compliant, Compliant and/or compliant after modification

3.- Examination of existing OLRM:
When the OLRM has been reported as in compliant, users shall arrange for an examination of any such OLRM installed in their life boats. This examination shall be done by the manufacturer in accordance with MSC.1/Circ.1206, this after 14 July 2014 but before 01 July 2019. Prior to witnessing any examination on board should be established that the type of OLRM has been reported to IMO as in compliant by contacting the flag administration. The manufacturer maintenance report then will be reviewed by the flag inspector and a factual statement, issued by the manufacturer should be sighted on board. Operational test then shall be carried out and witnessed. 

If the OLRM is reported as non-compliant this mechanism shall be replaced and after replacement tested as required by MSC.1/Circ.1392, it should be first stated whether or not the replacement has been reported to IMO as a compliant type or by simply verifying type approval certificate in accordance with revised LSA Code.


Mean while, Fall Preventer Devices (FPDs) for life boat OLRM shall be provided unless otherwise instructed by the vessel's flag until modification/replacement is carried out.

As per MSC 1/Circ. 1327 "Guide lines for the fitting and use of FPD", FDPs can be Locking pins, Strops and sling (Wire and chains should not be use) issued with appropriate certificate documenting tensile strength, crew shall be made aware of the operation with FPD and the shipowner or manufacture of the OLRM shall contact administration for approval before any modification is done in the OLRM to fix the FPD. 

SOLAS II-2/10.2.1.4.1; Emergency FiFi pump piping running through E/R.

Reg. 10.2.1.4.1:

Isolating valves to separate the section of the fire main within the machinery space containing the main fire pump or pumps from the rest of the fire main shall be fitted in an easily accessible and tenable position outside the machinery spaces. The fire main shall be so arranged that when the isolating valves are shut all the hydrants on the ship, except those in the machinery space referred to above, can be supplied with water by another fire pump or an emergency fire pump. The emergency fire pump, its seawater inlet, and suction and delivery pipes and isolating valves shall be located outside the machinery space. If this arrangement cannot be made, the sea-chest may be fitted in the machinery space if the valve (sea inlet valve) is remotely controlled from a position in the same compartment as the emergency fire pump and the suction pipe is as short as practicable. Short lengths of suction or discharge piping may penetrate the machinery space, provided they are enclosed in a substantial steel casing, or are insulated to "A-60" class standards. The pipes shall have substantial wall thickness, but in no case less than 11 mm, and shall be welded except for the flanged connection to the sea inlet valve.

A.- When suction and Discharge piping penetrate E/R spaces, the pipe shall be protected by steel casing or shall be insulated to A-60 class, there fore the basic fire-resisting ability of the pipe shall remain intact during a period of 60 minutes. It is not necessary to insulate distance pieces, sea inlet valve and sea-chest. The discharge piping it is conclude to be the pipe running from the emergency fire pump discharge to the isolating valve. 


B.- The most common method to insulate a pipe to A-60 standard can be by covering and/or protecting the pipe with a steel faced mineral wool, which is approved as part of A-60 class division in accordance with the Fire Test Procedure Code.


C.- When sea inlet valve is inside E/R, this valve should not be fail close type in case the medium that move the valve actuator fail, instead fail open valve shall be use when remotely controlled. In my opinion this can be voided if the valve is opened/closed by a mecanical mean like a cardan joint intead control piping, actuacting devices and/or electric cables.

D.- In cases where main fire pumps are provided in compartments out side machinery spaces and where emergency fire pumps suction or discharge piping penetrate such spaces, above will be applied to the piping.

Near Miss Observation Card

An interesting form to motivate crew to report near misses and there fore to contribute to promote a no-blame culture by reporting near-misses (MSC-MEPC. 7/Circ.7 10/10/2008).

                 Near Miss Observation Card

                To be completed by the observer

Unsafe act: __       Unsafe Cond.: ___         Suggestion: ___


Date:________                                       Time:__________  

Location:_______________________________________

Operation/Activity:________________________________

Name of Observer (optional):________________________

Description: _____________________________________
_______________________________________________
_______________________________________________

Potential Risk (s):
___ Injury to Personnel
___ Damage to the enviroment
___ Damage to the Property
___ Stoppage of Operations

Corrective Action (s): ______________________________
_______________________________________________
_______________________________________________

Close out:

Date: _____________
Name: ____________
Signature: __________

Standard Dry Docking Services Specification

Company Name                 Technical Specifications         Item Nª/year


SHIP:          ITEM:              SPECIFICATION DESCRIPTION
MORUY     002                  DRY DOCKING SERVICES
AREA:                                 SYSTEM:
DRY DOCKING                 DRY DOCKING

OUTLINE:                           PERSON IN CHARGE:
Services                                Chief Engineer & Chief Mate

SITE:                                                                              
TESTS: According to the following description.
MATERIALS: Supplied by the Contractor


All DOCKING SERVICES are to be provided for full period of repairs except where stated, charges to include all necessary connections and disconnection.


1. DOCKING AND DOCKING DUES.
The following list of items are those referred to under dues, charges and services in the Contract.

1.1 Towage, boat hire for moving the vessel into dry-dock and out of dry-dock, from or to wharfage. Quote considering four shifts.

1.1.1 Hire or Employment of riggers for moving the vessel into dry-dock and out of dry-dock, from or to wharfage. Quote considering four shifts.

1.2.1 First day dry-dock dues; including docking/undocking.

1.2.2 Subsequent days dry-dock dues.

1.2.3 Wharfages dues and charges.

REMARKS:
Yard shall not start flooding the dry-dock before final approval by Owner's Representative off all hull service such as hull treatment (topside, boottop, vertical and flat bottom), seachests, propeller, bottom plugs, etc.

When refloating the vessel upon completion of all hull services, the flooding shall be stopped when the water level reaches the sea valves and a tightness inspection shall be carried out. Only after checking the tightness of all sea valves and/or openings or repaired parts, the flooding shall be continued.

The dock rental for the time spent in dock preparation before docking and restoration after undocking to be included in your quotation.

It is important that the side keel blocks are correctly positioned prior to the ship docking. The blocks are to be placed under the intersection of each cargo wing tank transverse and longitudinal bulkhead. A minimum of  9 blocks per side will be required. Your quote for docking and undocking dues and also your quoted time for repairs should include this requirement.

A copy of the ship's docking plan will be forwarded to the successful contractor

1.2.- BOTTOM PLUGS: QUANTITY: 25 Bottom Plugs.

a.- Bottom plugs are to be removed and refitted. Allow for refitting of cement lay. State unit price per bottom plug and quote considering removing / refitting 25 bottom plugs.

All necessary facilities as lighting, ventilation, etc. to be included in your quotation.

On completion of dry-dock work, bottom plugs are to be replaced on new grommets
and tightened up in the presence of the Chief Officer.

Immediately prior to undocking, an inspection of all plugs is to be carried out by a senior representative of the shipyard, accompanied by the Chief Officer who will have the plug plan.

b.- Allow for the renewal of four (4) in number drain bottom plugs and plug housings as per attached drawing.

1.3 Remove and subsequently replace 10 off nominated keel blocks or side keel blocks to permit Owner's Representative to examine hull plating.

1.4 Provide to supply 20.000 tons of ballast water, using 300 mm hoses, in order to allow vessel to get out of drydock..

2. SAFETY AND ACCESS

2.1 ACCESS: Provide safe access to main deck of ship by way of gangway and/or boarding towers.
4 times

2.2 FIRE WATCHMAN AND FIRE LINES.

Vessel's firelines on deck (two lines) to be connected to shipyard's fireline and maintaned under pressure, at 10.0 Kg/cm2 on deck, day and during the entire repair period.

2.2.1.- State unit price for connection/disconnection, allow for 6 connection/disconnection.

2.2.2.- Quote to maintain vessel's fireline underpressure per day and during all repair period.

2.2.3.- Fire watchman to be provided by Shipyard, 24 hours per day, during the entire repair period.

State price fire watchman/24 hours and quote according to the Safety Rules of The Shipyard the necessary fire watchmen during the entire repair period.

3. ENGINEERING SERVICES

The following services are to be supplied during the whole repair period.

3.1 Megger Test

Ensure that all electrical equipment in the machinery spaces is kept dry . Megger test in the machinery spaces only should be done on vessel's arrival at Shipyard and four in number copies of the readings to be submitted to the Owner's Representative. Any low readings are to be reported to Owner's Representative who will issue the necessary instructions. A final set of readings is to be taken and submitted to the Owner's Representative after repairs are completed. All fuses and connections are to be properly secured on completion tests.

3.2 SHORE POWER

Shore power (440 V A.C. 60 Hz - 3 phases) to be supplied for vessel's use:
3.2.1.- State unit price per KW.h and connect/disconnect.
3.2.2.- Quote assuming 6.000 KW.h per day being supplied during the entire repair period
3.2.3.- 4 connections/disconnection.

REMARKS:

In case of lack of shore power supply, a diesel generator to be promptly arranged for vessel's use (300 KVA) at same rates.

Megger readings to be verified by Ship's Electrician on each connection and disconnection.

3.3 COOLING WATER

Cooling fresh water to be supplied for air conditioning (Engine Control Room and Central Unit) and provisions plant.

Additionally hoses to be supplied for outlets of a. m. coolers

3.3.1 State unit price for connection/disconnection.
3.3.2 State unit price per hose / day. (inlet and outlet)
3.3.3 Quote assuming 3 hoses during the entire repair period and 9 connections/disconnection, for air conditioning and provisions plant.
3.3.4 State Unit Price per hose per day Considering Sea Water.

3.4 AIR COMPRESSORS.

Dry and oil-free compressed air at a minimum pressure of 7 Kg/cm2. to be supplied for vessel's use, from a mobile air compressor set or fixed shore installation, if required.

3.4.1 State unit price for connection / disconnection.
3.4.2 State unit price to supply from shore main (per line/per day).
3.4.3 Quote assuming 8 connections / disconnection and supply for 2 lines during the entire repair period.

3.5 HEATING LAMPS

Heating lamps (250 Watts each) to be installed in electric motors.

3.5.1 State unit price for connection / disconnection.
3.5.2 State unit price per lamp/day including power supply.
3.5.3 Quote assuming 30 lamps during the entire repair period.

4. DOMESTIC SERVICES

The following services are to be supplied during the entire repair period:

GARBAGE REMOVAL:

4.1.1.- State unit price per bin per day
4.1.2.- Quote assuming 2 bins per day during the entire repair period.

CRANEAGE: Provide Craneage for the ship's use for loading domestic stores and spare gear together with assistance of riggers for handling store, etc.;

4.2.1.- State Unit price per hour
4.2.2.- Quote 10 hour during the entire repair period.

4.3 GENERAL CLEANING.

4.3.1 Vessel (Main deck, Superstructure decks, Cargo and Ballast Tanks, Accommodations, Engine Room and Pump Room) to be maintained clean during the entire repair period. All dirt and debris arisen from repair and blasting to be removed, landed ashore and disposed of. Oil spills to be chemically cleaned, using yard's chemicals.

REMARK:

The standard of cleanliness of each every space to be at least as clean as before repairs commenced. Brush clean is not enough. It is expected that all hand and footmarks are removed from all surface of ceilings, bulkheads, walkway, pipes and equipment and machinery.

Final cleaning of the vessel to be approved by Master and Chief Engineer.

4.4 FRESH WATER (POTABLE WATER)

Yard to quote price for supply Fresh Water, assuming 2 connections / disconnection and consumption of 20 tons per day during the entire repair period plus 500 tons on completion of repairs.

4.5 TELEPHONE

Provide direct telephone connection to yard's communication system to allow ship to local emergency services. Clear and adequate instructions to be displayed to the telephone.

4.6 OFFICE

Provide an office with telephone and internet services to local and international calls.

4.7 ACCOMMODATION HEATING

One portable boiler for steam supply to be provide for accommodation heating and heat water.
4.7.1 State unit price for connection / disconnection.
4.7.2 State unit price per hour for steam supply including assistance.
4.7.3 Inform minimum charge for the entire period of use.
4.7.4 Quote assuming use from 06:00 AM to 08:00 AM and from 04:00 PM to 06:00 PM.

GENERAL REMARK:

If any service above mentioned do not have charges, please indicate in your quotation.

A Guide for Statutory Inspections

Review and Download the gudie in PDF

Nitrogen Oxides (NOx) Regulation 13.7; Marpol Annex VI; Pre-2000 Engines.

IMO at the 58Th session of the MEPC adopted MEPC 176(58) and introduce in 2008 Annex VI amendments, The revised MARPOL ANNEX VI become in to force on 01/07/2010, and under this amendments Tier I standards become applicable to existing engines installed on ships built between 1st January 1990 to 31st December 1999, with a displacement ≥ 90 litre per cylinder and rated output ≥ 5000 kW, subject to availability of approved engine upgrade kit. Before commonly known, as NOx control on Pre-2000 engines.


This NOx control on Pre-2000 engines will generally affect only the main engines on such ships, the 90 litre/cylinder criteria represents, for example in current medium speed engine designs, engines with a bore of 460 mm and above.

The amendments require on these engines: Either the installation of a certified “Approved Method”, not necessarily approved by the ship’s flag State but for any other administration on behalf of IMO that has certified an “Approved Method” which results in an emission value no higher than the relevant Tier I level for that particular engine model, rating and duty or the engine has been certified that operates within the limits set forth Tier I, II or III.

If compliance is demonstrated through The Approved Method, it must be applied no later than the first renewal survey which occurs more than 12 months after deposition of the advice to IMO.


However, if the ship owner can demonstrate that the Approved Method is not commercially available, by vessel’s flag administration confirmation, at that time then it is to be installed no later than the next annual survey after which it has become available. Given within regulation 13.7 are constraints on the Approved Method that limit its cost and detrimental effects on engine power and fuel consumption.

An approved Method shall include an approved Method File which accompanied the engine during its all life and where is stated the engine on board verification to confirm compliance during successive surveys.

Implementation of MARPOL VI, regulation 13.7 must be achieved by following the next steps:


• Ship constructed between 01/01/1990 and 31/12/2000 and the engine power > 5000 Kw and   displacement > 90 litres per cylinder?
No, no further action required.
Yes, engines details shall be added to the supplement attach to IAPP Certificate.

• Engine has been certified as being Tier I, II or II?
Yes, details to be added to the supplement. Engine in compliance with Reg. 13.7
No, below alternatives are possible.

• Engine has an Approved Method (A.M.) available?
No, no further actions required.
Yes, below alternatives are possible. However, Supplement must be updated as A.M. exists.

• Is vessel at first renewal survey, which occurs 12 month or more after notification to IMO and it was installed?
Yes, add to supplement that A.M. exists & A.M. Installed. Now vessel is in compliance with Reg. 13.7
No, below alternative is possible

• Is the vessel at next Annual Survey and Flag confirmed that the A.M. is not commercially available?
Yes, add to supplement that A.M. exists & A.M. no commercially available.
No, Flag shall be contacted and certificates withdraw “no in compliance”.

Emergency Position Indicating Radio Beacon (EPIRB)

Quantity Required: 1 pcs

Battery Life: 48 Hrs

Operating Temperature: -40ºC to +55ºC

An Emergency Position Indicating Radio Beacon (EPIRB) is used to alert search and rescue services in the event of an emergency. It does this by transmitting a coded message on the 406 MHZ distress frequency. This message is relayed via satellite and earth station to the nearest rescue co-ordination center.

EPIRB works with the Cospas-Sarsat polar orbiting satellite system, which provides true global coverage. The system has an alert delay of typically 45 minutes dependant to when the satellites come into view on the horizon. The satellite can determine the position of the EPIRB within 5 km (3 miles) and the coded message identifies the exact vessel to which the EPIRB is registered. This information allows the rescue services to eliminate false alerts and lunch an appropriate rescue.

The EPIRB has a secondary distress transmitter. This transmits on 121.5 MHZ and used for “homing” purposes. When the rescue services get close, this allows them to direction to find on the signal. To cater for searches at night, the EPIRB has a bright flashing light that aids final visual location.

 

Operational procedure

There are two way for activation of the EPIRB, one is manually and one is automatic thru HRU.

If the vessel is sinking and there is time to fetch the EPIRB then this should always be done. Remove the EPIRB from the mounting bracket. Once the liferaft is in the water, uncoil the lanyard and tie it to the liferaft, then throw the EPIRB overboard so that it floats next to the liferaft. The EPIRB will operate because its sea switch will activate, or you can manually activate it by sliding the door to the left and then momentarily pressing the ON button. (The on button is hidden behind a sliding door, which protects it from accidental activation. The sliding door has a temper seal to show if the EPIRD has been activated before.)

If there is not time to fetch the EPIRB. The EPIRB is supplied in a plastic enclosure. This is more than just a protective housing, it contains a sprung loaded lever, which automatically pushes the enclosure lid off and releases the EPIRB if your vessel sinks. A device called a Hydrostatic Release Unit (HRU) controls this automatic ejection. As the vessel sink, the enclosure fills with water. The HRU contains a blade, which is released due to water pressure acting on a diaphragm. Before it reaches a depth of 4 meters (13 feet), the HRU will operate and cut the plastic rod, releasing the spring coil. The spring pushes the EPIRB and enclosure lid outward. As the lid pivots off it disengages from the screw head that helped hold it in place.

The lid weighted so it rolls over and falls away. As the EPIRB floats away from the lid, it moves out of range of the magnet. Once away from the magnet its sea switch becomes armed. The EPIRB then floats on the surface with its strobe light flashing. 

When activated the EPIRB will start flashing immediately. It will make any distress transmissions for the first 50 seconds. This gives you a chance to turn it off, if you activated it accidentally. During the first 50 seconds the red lamp comes on continuously. When the red lamp starts to flash, the 50 seconds is over and distress transmissions have started.

To ensure the sea switch operates properly in rough seas, if has a built-in time delay. It has to be wet for at least 2 seconds before it will activate and it has to be dry for at least 8 seconds before it will de-activate.