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LIST OF NAUTICAL PUBLICATION REQUIRED FOR PASSAGE PLANNING ON SHIP..

LIST OF NAUTICAL PUBLICATION REQUIRED FOR PASSAGE PLANNING ON SHIP..

1) voyage charts
2) Sailing direction.
3) A T T.
4) A L R S.
5) A L L.
6) Routing charts.
7) Ocean Current atlas.
8) Tidal stream Atlas.
9) Accumulative list of correction.
10) Annual summary of admiralty notice to mariner.
11) Mariner’s guidance note.
12) Mariner’s information note.
13) Merchant shipping notice
14) I M O routing guide
15) Ocean passage of the world.
16) Mariner’s hand book.
17) Weekly Notices to mariner.
18) Nautical almanac.
19) Chart catalogue.
20) International code of signal.
21) Instruction and operating manual.
22) Distance table.
23) Symbols and abbreviation 5011.
24) Local passage planning charts ( e.g. chart 5500 )
25) Ice charts.
26) Climatological Atlases.
27) LOADLINE CHARTS
28) GIUDE TO PORT ENTRY

MOORING ROPE FOULED PROPELLER WITH PILOT ONBOARD

MOORING ROPE FOULED PROPELLER WITH PILOT ON BOARD

1 INFORM PILOT/ENGINE ROOM/MASTER

2 LOCK PROPELLER BY ENGAGING TURNING GEAR

3 IF ANY TENSION IN LINE NEEDS TO BE SLACKENED BUT JUST TO RELEASE TENSION

MANY VESSELS ARE USUALLY FITTED WITH PROPELLER PROTECTOR AND ROPE CUTTER

ROPE CUTTER IS USUALLY CAPABLE OF HANDLING 20 mm FIBER or 5 mm WIRE

4 ESTIMATE PROPELLER CAN BE CLEARED BY SHIP ITSELF, USE HIT AND TRIAL METHOD IF IT IS VIABLE FOR SITUATION, CONSIDER EXTERNAL ASSISTANCE FOR CLEARING PROPELLER.

5 IN EVENT OF EXTERNAL ASSISTANCE INFORM

            1)      AGENT

            2)      OWNER

            3)      P&I CLUB

            4)      H&M INSURANCE UNDERWRITER

6 PLAN UNDERWATER DIVING OPERATION.

7 ASSESS VESSEL HAS TO BE TOWED OUTSIDE OR ON BERTH.ON THE BERTH VESSEL MUST HAVE CLEAR ACCESS TO PROPLLER AREA AND CONSIDER SAFETY OF DIVER.

COMPLY WITH: CODE OF PRACTICE FOR SAFETY AND HEALTH FOR INDUSTRIAL DIVING

FOLLOW LOCAL REGULATION REGARDING DIVING.

8 DISPLAY RAM SIGNAL AND FLAG ‘A’.

9 PRECAUTION DURING DIVING  

1.                                          PROPELLER LOCKED

2.                                          SHIP COMPLETELY SECURED AND MADE FAST

3.                                           IF NECESSARY DROP ANCHOR

4.                                          NO UN-NECESSARY CRAFT NEARBY

5.                                         APPROPRIATE SIGNALS

10 IF VESSEL HAS TO WAIT CONSIDER CHARTER PARTY AGREEMENT.

11 INFORM PORT CONTROL OF ANY DEVIATION IN PLANNED INFORMATION IN PORT.

12 LOG DOWN ALL TIMING OF OPERATIONS

13 INFORM AGENT/OWNER FOR DUES.

WHEN DIVING OPERATION IS CARRIED OUT THE DIVING AGENCY ITSELF IS PRUDENT THEY HAVE THEIR OWN INTERNATIONALLY AGREED SIGNAL AND EMERGENCY PROCEDURES.

IN A STANDARD CHECKLIST HEALTH CERTIFICATE OF DIVER IS INCLUDED,AND FURTHER IT INCLUDES O₂ CYLINDER PRESSURE AND HELIOS CONCENTRATION IN CYLINDER.

DELAY CLAUSE IS BROUGHT INTO EFFECT : DELAY IS PAID BY P&I CLUB ID DECTUCTABLE AND FRANCHISE AMOUNT IS EXCEEDED THEN THE DELAY IS PAID BY UNDERWRITER.

Wheather and climatogical routeing

ship routeing is required as per SOLAS ch V

routeing is art of achieving a safe, economic passage across ocean taking into account all meteorological and oceanographic factor into consideration

factor :: 

1 distance 

2 ocean currents

3 wind and waves

4 ice

5 fog

6 temperature 

climatelogical routeing -- solely done by ASD and ocean passage of the world.

it depends on season not on current weather.

there is difference between climate and weather

weather routeing best for north Atlantic and pacific ocean as day to day change in weather is drastic.

WMO : world meteorological organisation gathers data for routeing.

weather routeing is not possible world wide mostly in southern hemisphere due to lack of data 

ship performance curve : 

factors : 1 current 

2 wave characteristics

under SOLAS chapter 5 owner is required to have contract with weather routeing agency.

curve of ship's performance made at yard and corrected regularly by designated routeing company or agency.

curve depends on 1 hull form at various condition of loading

2 wave angle 

3 wave height

4 wave period

weather routing by master 

ship yard practices

                                   

DESCRIPTION OF CONSTRUCTION STAGE IN SHIPBUILDING

•      Treatment of steel in a shipyard

•      In the shipyard corrosion protection is of prime importance.

•      Pre-Heating

•      The plates & profiles first pass through a pre-heater, this raises the temperature of the metal ready for blasting & removes any surface moisture.

•      Blast Cleaning

•      Sheets & profiles are thoroughly blast cleaned.The blast chamber removes rust and mill scale  and provides a finish to internationally recognised preparation grades

•      Rust grades

•      Four rust grades are specified. These are defined by precise written descriptions

•      and photographic examples in ISO 8501-1documentation. They vary from A: mill scale,to D: where the mill scale has rusted away and general pitting is visible.

•      Preparation grades

•      Surface preparation by blast cleaning is designated by the international standard ISO8501. Four grades are specified, ranging from Sa 1: light blast cleaning, to Sa 3: blast cleaning to visually clean steel.

•      Paint spray chamber, voc-system and filter

•      The various plate and profile widths are automatically identified and are coated in a continuous process with a weld-primer coating

•      thickness of approximately 15 - 25μm.

•      Paint dust and solvents (if no water based paint is used) are treated according to the local requirements in an automatic filter unit and aVOC-treatment plant.

•      Drying chamber & slat conveyor

•      This chamber can be heated by the exhausted air from the pre-heater . Additional circulation of high quantities of air accelerates the drying process.

•      Lying on the support points of the conveyor cross slats the wet primer remains undamaged as the plates pass through the drying chamber.

•      Marking

•      Each sheet has its own unique identification to allow subsequent allocation and control. The mark is spray painted by computer controlled nozzles.

•      Edge cleaning

•      To ensure optimum weld quality, the edges of the profiles are blasted to remove paint from the weld area .

•      Airblast units for this operation are suitable for smaller profiles and often precede a gas-cutting machine.

•      Conveying

•      The plates are now conveyed to be fabricated into ship segments

•      Building and repair activity has changed considerably over the years not least with the introduction of prefabrication techniques.

•      New technology providing exact measurement has allowed the larger and heavier section to become the norm rather than the exception

COMPUTER AIDED DESIGN / ENGINEERING / MANUFACTURE

Since the late 1970s, developments in computer hardware based on microchip technology have made available to industry very powerful computer systems at moderate cost. This technology has led to a significant advance in the capability of systems for computer aided design, computer aided engineering and computer aided manufacture (CAD/CAE/CAM) which are commonly available to industry. Such systems have steadily replaced manual draughting and numerically controlled parts programming in many shipyards. Computer based shipbuilding systems developed during the late 1960s and early 1970s and used for numerically controlled production machines and loftwork , have now been enhanced to extend their scope to the design and drawing office functions and provide interfaces with a comprehensive

range of other shipyard systems.

The CAD/CAE/CAM systems are based on a 3D Ship Product Model in

which the geometry and the attributes of all elements of the ship, derived from the contract design and classification society structural Requirements are stored.

This model can be visualized at all stages and can be exploited to

obtain information for production of the ship.

It has been common practice for the drawing office to contain a material

ordering department, which was able to lift the necessary requirements

from the drawings and process them. Also, the office worked in close conjunction with the loft and planning production office. With the introduction of CAD/CAE/CAM systems to the drawing office these functions have been increased and improved. From the 3D ship product model, the precision of the structural drawings generated enables them to be used with greater confidence than was possible with manual drawings and the requisitioning information can be stored on the computer to be interfaced with the shipyards commercial systems for purchasing and material control. Subassembly, assembly and block drawings can be created in 2-dimensional and 3-dimensional form and a library of standard production sequences and production facilities can be called up so that the draughtsman can ensure the structural design uses the yards resources efficiently and follows established and cost effective practices. Weld lengths and types, steel weights and detailed parts lists can be processed from the information on the drawing and passed to the production control systems. A 3-dimensional steel assembly can be rotated by a draughtsman on screen to assess the best orientation for maximum downhand welding. The use of 3-dimensional drawings is particularly valuable in the area of outfit drawings where items

like pipework and trunking can be ‘sighted’ in the 3-dimensional mode and more accurately measured before being created in the 2-dimensional drawing.

Today CAD/CAM software programs for ship construction are available which can be run on ordinary PCs having sufficient memory. These programs can be used to design a ship according to one’s own requirements. Besides hull design and production of plans it is also possible to calculate hydrostatics and stability, internal structural design, Strength, wind and sea resistance and power requirements.

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WATERTIGHT DOORS

                                                WATERTIGHT DOORS

We need water-tight doors, to exclude the possibility of one or more of the vessel’s spaces becoming flooded & compromising the water-tight integrity of the vessel.

In order to maintain the efficiency of a watertight bulkhead it is desirable that it remains intact. However in some instances it becomes necessary to provide access between compartments on either side of a watertight bulkhead and watertight doors are fitted for this purpose. A particular example of this in cargo ships is the direct means of access required between the engine room and the shaft tunnel. In passenger ships watertight doors are more frequently found where they allow passengers to pass between

one point of the accommodation and another.

Where a doorway is cut in the lower part of a watertight bulkhead care must be taken to maintain the strength of the bulkhead. The opening is to be framed and reinforced, if the vertical stiffeners are cut in way of the opening. If the stiffener spacing is increased to accommodate the opening, the scantlings of the stiffeners on either side of the opening are increased to give an equivalent strength to that of an unpierced bulkhead. The actual opening is kept as small as possible, the access to the shaft tunnel being about 1000 to 1250 mm high and about 700 mm wide. In passenger accommodation

the openings would be somewhat larger.

Mild steel or cast steel watertight doors fitted below the water line are either of the vertical or horizontal sliding type. A swinging hinged type of door could prove impossible to close in the event of flooding and is not permitted.

Hinged water tight doors may be allowed in passenger ships and in watertight bulkheads above decks which are placed 2.2m or more above the waterline. Similar doors may be fitted in weather decks openings in cargo ships.

Hinged watertight doors are not permitted below the waterline.

These may be similar to the weathertight doors fitted in superstructures,  but are to have gunmetal pins in the hinges.

                                  Hinged Door

                                               

Sliding W/T doors may be hand operated, but in most modern ships they are hydraulically controlled.

Power-operated sliding doors shall be capable of being closed simultaneously from the central operating console at the navigation bridge in not more than 60 s with the ship in the upright position.

•     The means of operation whether by power or by hand of any power operated sliding watertight door shall be capable of closing the door with the ship listed to 15 degrees either  way.

•     Watertight door controls, including hydraulic piping and electric cables, shall be kept as close as practicable to the bulkhead in which the doors are fitted, in order to minimize the likelihood of them being involved in any damage which the ship may sustain.

•     All power-operated sliding watertight doors shall be provided with means of indication which will show at all remote operating positions whether the doors are open or closed.

•     Each power-operated sliding watertight door shall have a vertical or horizontal motion

Sliding Doors

                                                           

                                                            Vertically Operated Sliding Door

•     It shall be provided with an individual hand-operated mechanism. It shall be possible to open and close the door by hand at the door itself from either side, and in addition, close the door from an accessible position above the bulkhead deck with an all round crank motion or some other movement providing the same degree of safety acceptable to the Administration.

•     Direction of rotation or other movement is to be clearly indicated at all operating positions. The time necessary for the complete closure of the door, when operating by hand gear, shall not exceed 90 s with the ship in the upright position

•     Watertight doors for passenger ships are tested to a head of water equivalent to their depth below the bulkhead deck before they are installed in the ship. When in place,these and other watertight doors are hose tested.

•     It shall be provided with controls for opening and closing the door by power from both sides of the door and also for closing the door by power from the central operating console at the navigation bridge; It shall be provided with an audible alarm, distinct from any other alarm in the area, which will sound whenever the door is closed remotely by power and which shall sound for at least 5 s but no more than 10 s before the door begins to move and shall continue sounding until the door is completely closed.

•      In the case of remote hand operation it is sufficient for the audible alarm to sound only when the door is moving.

•     Administration may require the audible alarm to be supplemented by an intermittent visual signal at the door and  shall have an approximately uniform rate of closure under power.

•     The electrical power required for power-operated sliding watertight doors shall be supplied from the emergency switchboard either directly or by a dedicated distribution board situated above the bulkhead deck

Watertight Tunnels :

 Unless the ship’s machinery is right aft, a watertight tunnel will be fitted to enclose the propeller shaft. The tunnel protects the shaft from the cargo.

To allow the passage for personnel water tight doors are fitted,  openings must be cut only were essential and they should be as small as possible. 1.0 - 1.25m high, 0.7m wide being the usual.

Doors should be of mild steel or cast steel, and they may be arranged to close vertically or horizontally.

A sliding w/t door will be fitted at the forward end leading to the engine room. Also, at the aft end, a trunk leading to the bulkhead deck is often fitted since there must be two means of escape from the shaft tunnel.

The thickness of the tunnel plating and stiffener scantlings are determined in similar manner to that for watertight bulkheads.

The tunnel top is lighter if it is rounded rather than flat, but must be of increased thickness under hatchways unless it is sheathed with timber.

                                   

Cargo W/T Doors

Cargo doors are fitted on ships in certain trades to provide access to ’tween deck spaces e.g. direct loading by forklift truck from the quay into the ’tween deck.

Openings are cut in the side shell plating and arrangements must be made to maintain the strength, particularly in a longitudinal direction. The corners of all openings are to be well rounded to avoid stress concentrations.

Following are illustrated :

1)    A cargo port, manually operated by closely spaced dogs or bolts. This arrangement is typical of the type fitted to facilitate the loading of stores etc.

2)    A patent hydraulically operated sliding door shown in the open & close positions. This type is simple and fast to operate and is self closing since the door is forced against perimeter of the opening assisted by the eccentric path of the guide rollers.

3)    A swing door. This type of door may be fitted at the sides of the ship to give access to the ’tween deck or at the stern to give access for vehicles e.g. Ro-Ro ships. In the latter case the ramps will be a separate item of equipment.

                       

Bow Doors & Ramps

When using the bow doors it is necessary for the bow to run into a specially designed fender. Watertight closure at the bow is usually provided by the ramp in its raised position, or a separate door inside the bow door or visor. This bow door or visor has a spray type seal.

                       

 Stern Doors & Ramps

Many roll on/roll off ships only have stern doors & ramps. The arrangements vary depending on the nature of the service being operated.

At the stern the ramp when in raised position usually forms the W/T closure as shown.

The ramps & doors are normally hydraulically operated & cleated in position.