Life rafts are survival equipment provided as a life-saving appliance on every seagoing merchant or passenger ship, in addition to the lifeboats.

Life rafts are much easier to launch than lifeboats. In emergencies, evacuation from the ship can be done without manually launching any of them, as the life rafts are designed with an auto-inflatable system.

SOLAS Chapter III gives all the details for the types, and the number of life rafts to be carried according to the size and type of the ship.

Where Are Liferafts Located On Ships?

Life rafts are typically located on the muster station, on the port and starboard side near the lifeboat, and on the aft of the ship. The location generally depends on the size of the ship.

Life rafts are stored in a fibreglass container, and a high-pressure gas inflates them during an emergency.

A Hydrostatic Release Unit (HRU) is connected to the raft container and ship, which releases the raft even after the vessel sinks in water.

The particulars of the raft are stencilled on the container, which includes the capacity, manufacturing date, servicing date, company name, etc., along with the launching procedure with a photogenic display for easy understanding.

The raft already contains the essential survival items, including rations, pyrotechnics, life jackets, etc.

Some ships carry a davit launching system allows the crew to inflate and board the raft on the deck, avoiding the risk of seawater entering.

Important Solas Requirements For Life Rafts

• All liferaft provided on ships should be bestowed with its painter permanently attached to the vessel.
• Each liferaft or group of liferafts should be stowed with a float-free arrangement complying with the requirements so that each floats free. If it is an inflatable raft, it should inflate automatically when the ship sinks.
• Liferafts should be stowed to permit the manual release of one raft or container at a time from the securing arrangements.
• Davit-launched liferafts should be stowed within reach of the lifting hooks unless some transfer is provided, which is not rendered inoperable within the limits of trim and list as required or by ship motion or power failure.
• Liferafts intended for throw-overboard launching should be stowed to be readily transferable for launching on either side of the ship.

Servicing of Liferafts

All liferafts shall be serviced:

• at intervals not exceeding 12 months (if impracticable, the administration may extend this period to 17 months)
• at proper service stations with proper servicing facilities and trained professionals

Davit-launched liferaft automatic release hooks should be maintained following instructions for onboard maintenance

Essential Requirements for Liferafts and Carrying Capacity

The liferaft of any ship needs to follow the regulations mentioned in SOLAS. Some of the important points regarding liferafts are:

• The lift raft should be capable of withstanding exposure for 30 days afloat in all sea conditions
• When dropped into the water from a height of 18 metres, the life raft and all equipment in it will operate satisfactorily.
• The floating life raft should be capable of withstanding repeated jumps on it from a height of at least 4.5 metres above its floor, both with and without the canopy erected.
• It can be towed at 3 knots with its complete equipment, complement of persons and one anchor streaming.
• Canopy to provide insulation and protection against heat and cold by two layers of material separated by an air gap
• Interior to be of a non-discomforting colour.
• It shall admit sufficient air for the occupants at all times, even when the entrance is closed
• It shall be provided with at least one viewing port
• It will be given with a means of collecting rainwater
• It shall be provided with a tool to mount a survival craft radar transponder (SART) at the height of at least 1 meter above the sea level
• It shall have sufficient headroom for the sitting occupants under all parts of the canopy
• The minimum carrying capacity must be at least six persons
• The maximum weight of its container, as well as the equipment, should not exceed 185 kilos
• The life raft shall be fitted with an efficient painter of length equal to the minimum of 10 metres plus the distance from the stowed position to the waterline in the lightest seagoing condition or 15 metres, whichever is greater
• A manually controlled lamp shall be fitted on the top of the canopy, and the light shall be white, and it must operate for at least 12 hours with a luminous intensity of not less than 4.3 candela
• If the flashlight is fitted, it shall flash at a rate of not less than 50 flashes and not more than 70 flashes per minute for the 12 hours that it burns
• A manually controlled lamp shall be fitted inside the life raft, capable of continuous operation for at least 12 hours
• When the liferaft is loaded with a full complement of persons and equipment, it should be capable of withstanding a lateral impact against the ship side at an impact velocity of not less than 3.5m/s and also drop into the water from a height of not less than 3 metres without damage
• CO2 does inflation with a small quantity of N2, which acts as an anti-freezing element. Also, CO2 is non-flammable and weighs more than air, adding buoyancy to the raft. The freezing point of CO2 is -78 degrees so that it can inflate life rafts at shallow temperatures
• Location on a ship:
  – Forward
  – At embarkation stations on both port and starboard sides
• The painter breaking strength should be:
  – 15kN for 25 people and more
  – 10 kN for 9 to 24 people
  – 7.5 kN Rest (6-9)

Safety Features on a Liferaft

Some of the main safety features on a liferaft are:

• Pressure relief valve
• Stabilizing pocket
• Insulated canopy with two layers for protection against heat and cold

Important Liferaft Equipment

All liferafts on ships are fitted with the following equipment:

• Rescue quoits with minimum 30-metre lines
• Non-folding knives with buoyant handles
• For 12 persons or less, one bailer. For more than 13 persons, 2 bailers should be kept.
• Two sponges
• Two buoyant paddles
• Three tin openers
• Two sea anchors
• One pair of scissors
• One first-aid waterproof kit
• One whistle
• One waterproof torch for communicating Morse code with one spare set of batteries and a bulb
• One signalling mirror/heliograph
• One radar reflector
• One life-saving signal waterproof card
• One fishing tackle
• Food ration totalling not less than 10000 kJ for each person
• Water ration- 1.5 litres of fresh water for each person
• One rustproof graduated drinking vessel
• Anti-seasickness medicine is sufficient for at least 48 hours, and one seasickness bag for each person.
• Instructions on how to survive (Survival booklet)
• Instructions on immediate action
• TPA is sufficient for 10% of the number of persons or two, whichever is greater
• Marking shall be SOLAS ‘A’ Pack
• 6 Hand Flares
• 4 Rocket Parachute Flares
• 2 Buoyant Smoke Signals

Markings on a Liferaft Container

Important markings provided on a liferaft container are:

• Maker’s name and trademark
• Serial number
• Name of Authority
• Number of persons carried
• SOLAS emergency pack enclosed
• Date of the last service
• Length of painter
• Maximum height of stowage
• Launching instructions

Markings on an inflatable Liferaft

Important markings provided on an inflatable type of liferaft are:

• Maker’s name and trademark
• Serial Number
• Date of manufacture
• Name of approving authority
• Name and place of the last service
• Number of persons permitted

Launching of a liferaft when the ship sinks and HRU activates (Auto)

A general overview of the launching procedure of a liferaft when the ship sinks is as follows:

• When the ship sinks up to 4 metres, the water pressure will activate a sharp knife in the HRU
• It will cut the securing rope around the container/canister of the raft, and the raft will float free
• As the ship sinks further, the painter line will stretch, and it will inflate the life raft
• Due to the increase in buoyant pressure, the weak link will break at around 2.2 kN +/- 0.4, and the raft will be on the surface.

Read: Liferaft release system and launching procedure

Launching the life raft manually

• Take out the painter of the raft
• Fasten it to the ship side at a strong point
• Remove the railing and check overboard for any obstructions
• Unfasten the hook from the cradle
• Two people can lift the life raft and throw it overboard
• After it’s thrown, pull the painter sharp until the life raft inflates
• With the painter, pull it towards the ship’s side
• Lower the embarkation ladder or jump directly onto the life raft, depending on the situation and the time at hand
• Sit wide order face to face to prevent any imbalance
• Ensure SART and EPIRB have been carried
• Take a headcount
• Cut the painter using the knife, paddle, or anchor, clear away from the ship.

If the life raft inflates and is upside down, the raft has a righting strap capable of stabilizing it. Climb onto the CO2 cylinder and pull it in the same direction as the wind to do so.

Watch: How to launch and board an inflatable liferaft?

Launching the life raft by the Davit

• Remove the ship’s handrail
• Remove lashings from the container
• Lower the davit and lock it with the lifting shackle
• Secure canister lines outboard
• Secure browsing line
• Pull the painter out approximately 5-6 metres
• Secure the painter’s line
• Pull the entire length of the painter
• Now lift the life raft canister to some height
• Pull the painter sharply and let it inflate
• After it inflates, secure the liferaft
• One person should go in and make some checks
• Collect the SART and EPIRB
• Go inside and sit evenly
• Release the bowsing line and pass to the raft
• Check if the launching area is clear
• Lower the raft using the brake release
• Operate hook release 1m above the water or allow the raft to ride a crest of the wave to put the load on the water, and it will automatically release
• Cut the painter and clear away

Disclaimer: The author’s views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used in the article, have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight. 

The Complete Guide To Liferafts on Ships appeared first on Marine Insight - The Maritime Industry Guide

Emergency Position Indicating Radio Beacon (EPIRB) is a device to alert search and rescue services (SAR) in case of an emergency out at sea. It is tracking equipment that transmits a signal on a specified band to locate a lifeboat, life raft, ship or people in distress.

They are installed on ships and other vessels after being registered with the national search and rescue forces to that boat. The registration allows confirmation of false alerts and faster and quicker rescue operations in emergencies.

An EPIRB is a SECONDARY means of DISTRESS alerting, which means that it comes later in the hierarchy of alerting SAR authorities in case of distress.

It is mandatory to carry one EPIRB on every ship and two EPIRBS for all Registered ships (and other types of vessels).

Types Of EPIRB

1. COSPAS-SARSAT– EPIRBS under the COSPAS-SARSAT system work on the 406.025 MHz and 121.5 MHz bands and are applicable for all sea areas
2. INMARSAT E– This EPIRB works on a 1.6 GHz band. These are applicable for sea areas A1, A2 and A3.
3. VHF CH 70– This works on the 156.525 MHz band and is applicable for sea area A1 only

How Does An EPIRB Work?

The device contains two radio transmitters, a 5-watt one and a 0.25-watt one, each operating at 406 MHz, the standard international frequency typically signalling distress, 406MHz.

The 5-watt radio transmitter is synchronised with a GOES weather satellite going around the earth in a geosynchronous orbit.

The COSPAS-SARSAT is an international satellite-based search and rescue system founded by the U.S., Russia, Canada and France to detect emergency radio beacons.

Due to the many advantages of 406 MHz beacons and the disadvantages of the 121.5 MHz beacons, the International Cospas-Sarsat Program stopped the satellite processing of 121.5 MHz by satellites on February 1st, 2009. Encouragements were given by the National Oceanic and Atmospheric Administration/ NOAA and FAA to switch to 406 for obvious reasons.

However, aircraft might still use the Emergency Locator Transmitter, and alerts from these devices would not be acted upon unless confirmed by two other independent non-satellite sources or devices.

An EPIRB transmits signals to the satellite. The signal consists of an encrypted identification number (all in digital code), which holds information such as the ship’s identification, event date, the nature of distress, emergency contacts and position.

A UIN is a Unique Identifier Number programmed into each beacon at the factory. The UIN number consists of a 15-digit series of letters and numbers that make up the unique identity of the beacon. The UIN is on a white label on the exterior of the beacon. The UIN is also referred to as the Hex ID.

The Local User Terminal (satellite receiving units or ground stations) calculates the position of the casualty using Doppler Shift (which is the change in frequency or wavelength of a wave (or other periodic events) for an observer moving relative to its source).

The LUT passes the digital message to the MRCC (Mission Rescue Co-Ordination Centre). Furthermore, the MRCC is responsible for the SAR ops and oversees the execution of the rescue mission.

If the EPIRB is not compatible with a GPS receiver, the geosynchronous satellite orbiting the earth can pick up only the radio signals emitted by the radio. In this case, the location of the transmitter or the identity of the owner cannot be deduced.

These satellites can only pick up trace elements of such signals and can only give a rough idea of the location of the EPIRB. Per international standards, a signal of 406MHz is treated as an emergency signal.

The signal could help you locate the transmitter, even if it is 3 miles away. If the EPIRB is registered, the vessel or the individual in distress could be identified.

If an emitter transmits signals of 121.5 MHz, the rescuer or concerned party can reach the lost person even if they are 15 miles away. The accuracy of reaching the target could be magnified if an EPIRB also contains a GPS receiver.

Using an EPIRB

The EPIRB needs to be activated to emit signals by the beacon owner. In the case of category II EPIRBs, this could be done by pushing a button on the unit, or it could happen automatically if and when it comes in contact with water through hydrostatic release.

The latter is known as a hydrostatic EPIRB. Its quality makes it the best choice for sailors because it can be automatically activated in case the ship or vessel encounters an accident and finds itself in deep waters.

The point to be kept in mind is that EPIRB needs activation to be operative, and this could happen only when it emerges from the bracket it is placed in. As said earlier, this could be done manually or happen automatically. The device is essentially battery-operated. This helps because power is the first entity to be affected in case of a calamity.

Battery

• 12 Volt battery
• 48 hours of transmitting capacity
• Normally replaced every 2 to 5 years
• Use proper replacement battery

False Alerting

An individual onboard might mistakenly activate the EPIRB and send false alarms. If this happens, the nearest coast station or RCC (Rescue Co-Ordination Center) must be informed immediately and canceled.

The cancellation intimation must also be sent to the appropriate authority (for example, DG Shipping for Indian Registered Ships or ships plying in Indian waters when the false alert is transmitted). The shipowner and/or the agent must also be informed.

Testing EPIRB

The EPIRB should be tested once a month to ensure operational integrity. The procedure to do so is as follows:

1. Press and release the test button on the EPIRB
2. The red lamp on the EPIRB should flash once
3. Within 30 seconds of pressing the button, the strobe, as well as the red light, should flash several times
4. After 60 seconds of operation, the EPIRB will switch off

Maintenance of EPIRB

1. The EPIRB must be inspected visually for any defects such as cracks
2. It is advisable to clean the EPIRB once in a while with a dry cloth
3. While cleaning, the switches must be specifically checked
4. The lanyard of the EPIRB must be neatly packed into the container of the EPIRB without any loose ends dangling about
5. The expiry date of the battery must be checked to cover the immediate as well as the next voyage at the least
6. Send the EPIRB back to the service agent or the supplier if the EPIRB fails the monthly checks
7. Change the battery onboard if the facilities are available or send it to the servicing agent if there isn’t
8. If the EPIRB has been used in an emergency, it must be returned to an authorised service agent for a battery change.
9. If the HRU has crossed its expiry date, the HRU ought to be replaced on board, and HRU must be marked with an expiry date two years into the future.

PLBs (Personal Locator Beacons)

PLBs are EPIRBs for individual entities. They indicate distress for an individual not in the proximity of emergency services. PLBs work like EPIRBS and transmit on the COSPAS SARSAT satellite system at 406.025 MHz. They are much smaller in size than EPIRBs. They work all over the world, at sea and on land.

They should be kept in a safe place on the vessel, in a ditch bag, or in an easily accessible spot. Some have strobe lights that can be manually or automatically activated.

Once activated, PLBs transmit for a minimum of 24 hours, while the battery life on an EPIRB is at least double (a minimum of 48 hours). An EPIRB is registered to a vessel, whereas a PLB is registered to an individual.

The EPIRB is an essential emergency equipment available onboard in case of distress. It must be given considerable time to care for, test, and maintain itself so that it functions at its optimum level when the situation arises.

You might also like to read:

• Liferafts: SOLAS Requirements, Safety Features & Launching Procedure
• Safety of Life at Sea (SOLAS); The Ultimate Guide
• Daily, Monthly And Weekly Tests Of GMDSS Equipment On Board Ships
• What is Search and Rescue Transponder (SART)?
• Types of Life-Saving Equipment Onboard Ships

Disclaimer: The author’s views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used in the article, have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight. 

What is An Emergency Position Indicating Radio Beacon (EPIRB)? appeared first on Marine Insight - The Maritime Industry Guide

On board ships, more often than not, emergencies come unannounced. Many emergency situations, such as fire, flooding, collision, grounding, medical emergencies, man overboard, etc., can occur at any time during the day or even night.

With thousands of passengers and crew on board, an emergency situation on a passenger ship can quickly escalate into panic, which can worsen the existing situation very quickly. Therefore, the importance of drills, training and emergency preparedness cannot be over-emphasized.

Regarding crew drills on cargo & passenger ships, SOLAS, according to its regulation III/19, mentions that every crew member shall participate in at least one abandon ship drill and one fire drill every month.

The drills of the crew shall take place within 24 hours of the ship leaving a port if more than 25% of the crew have not participated in abandon ship and fire drills on board that particular ship in the previous month.

For passenger ships, SOLAS, as per regulation III/30, says that such abandon ship & fire drills shall be held weekly. However, the entire crew need not be involved in every drill.

First-response/Emergency teams

Some selected crew members (usually from Deck, Technical and Security departments) are chosen to form emergency response teams on board.

Such teams are usually 3 or 4 in no. as per company policy, and each such team can comprise 15-20 members. These teams are designated, trained and specialise in fire-fighting operations, equipment (donning of fireman’s outfit, SCBA and use of fire hoses, extinguishers, AFFF etc.) and methodology (emergency routes, operation of watertight/weathertight doors, smoke-screen, fire-screen doors, entry procedures in smoke-filled compartments etc.).  

Usually, the first emergency team is from the deck department. This team acts as the primary team in case of fire/emergency scenarios outside technical spaces (in passenger areas, public areas, upper decks and open decks).

The second emergency team is from the technical department. This team acts as the primary team in case of fire/emergencies in technical spaces (engine room and other machinery spaces). 

A third emergency team comprises members from the security department. They act as assistant/support to the first two teams. A Medical/Stretcher team (comprising of doctors and other medical personnel) is also there, which helps in case of evacuating casualties/ injured/unconscious persons from the scene of emergency and provides them first aid/check for vitals.

Each emergency team has a leader who must take full charge during drills and actual emergencies. The team leaders, in turn, report to the On-scene commanders (usually the Staff Chief Engineer for engine scenarios or the Safety Officer for deck scenarios), who are in constant radio communication with the bridge. 

They are also trained in damage-control methods and procedures to mitigate flooding hull-breach scenarios. Some crew members from the emergency teams (usually some engineers & deck officers) are also appointed as in charge of lifeboats, whereby they must know the procedures to launch/lower lifeboats, on-load/off-load release mechanisms, starting lifeboat engines and safely manoeuvring the lifeboat away from the ship with passengers, in case of an abandon ship scenario. 

Some of the hotel/entertainment crew/staff can be given first responder duties as stairwell guides (to guide passengers in finding their way to their designated muster stations in an emergency). Such crew members are provided with hats or fluorescent jackets to be easily identifiable. 

Drills & Trainings

In order to remain in compliance and for continuous improvement in the emergency response procedures and skills of the crew, the SOLAS regulations mentioned earlier are followed to the letter on board cruise ships.

A full crew drill involving every crew member is usually held once every two weeks/twice a month (minimum one is the requirement as per SOLAS). Such drills usually comprise either a fire drill or a damage control drill (flooding/hull breach scenario), followed by an abandon ship drill.

Apart from this, every alternative week when there is no scheduled full crew drill, a partial drill involving only the emergency teams and first responders is held, which does not involve the entire crew. Such drills are occasionally supplemented by training.

The training sessions involve training in donning the fireman’s outfit, SCBA, usage of VHF radios, communication during emergencies, rigging and securing hoses, usage of FFA, entering a smoke-filled compartment, etc. All such drills and training are pre-planned and scheduled well in advance for the awareness of the crew.

Drill conduct and methodology

Before the commencement of such planned drills, passengers are alerted and informed in advance about their occurrence. This is done to avoid fear and panic amongst the passengers, who can potentially get alarmed by the sudden announcements and movements of the emergency squads. 

At the time of the drill, the bridge makes a verbal announcement on the ship’s PA system to draw the attention of and alert the first responders regarding the emergency (fire, flooding, etc.) and its exact location on the ship (deck no., fire zone no., compartment name, forward/midship/aft).

Cruise ships are divided vertically into decks and horizontally into fire zones and watertight compartments in order to contain fire/flooding. This also serves the purpose of easy identification of the location, making it much more specific. 

As this is a drill, the announcement must be preceded by “For exercise” to not spread panic. Kindly note that all such drills simulate an actual emergency situation, and all the steps taken should mimic actions that would be taken in the same scenario for an actual emergency.

The only difference is that an actual emergency can occur at any time without notice, and announcements for the same will not be pre-fixed by “for exercise”. 

Following such an announcement, the first responders/emergency teams must quickly reach their respective emergency duty stations (fire lockers/stations in case of a fire drill and damage control lockers/stations in case of a damage control drill). Once here, they must carry out the instructions of their emergency team leaders and perform their emergency duties accordingly. 

In case of a fire scenario, the deck and engine emergency response teams are further divided into fire-fighting and hose-handling teams. The engineers formed one fire-fighting team, and the deck officers formed another. The ratings of each team become the hose-handlers for their respective fire-fighting teams. 

The fire-fighters then must don the fireman’s outfit and SCBA, check the pressure in the cylinder (shouldn’t be less than 200 bar), ensure their masks are sealing properly, ensure there is no air leak & check the functioning of the low-pressure whistle. Thereafter, they must proceed towards the scene of the emergency.

Once there, they must follow the instructions of their team leader and use their training and skills to tackle the situation as required. The hose handler’s duty is to rig and secure the fire hoses, and the fire-fighters duty is to tackle the fire.

With regards to crew members with enclosed space entry or rescue responsibilities, SOLAS says that such crew members shall participate in an enclosed space entry and rescue drill to be held on board the ship at least once every two months.

This is required to ensure that shipboard personnel are aware of the dangers associated with enclosed space entry and also aware of the correct procedures to follow in case to carry out a rescue operation from enclosed spaces. In addition to the above, bunker oil spill drills are also conducted once in two months. 

With regards to lifeboats, SOLAS says that each lifeboat shall be launched with its assigned operating crew aboard and manoeuvred in the water at least once every three months during an abandon ship drill.

As per the above regulation, each lifeboat and rescue boat must be lowered once in three months. This need not be in one go and can be planned according to the vessel schedule and berthing arrangements. 

If the vessel is berthed starboard side alongside, then the port side boats can be lowered and vice versa. Boats may also be lowered and tested at anchor if the weather permits. This also gives the opportunity to test the batteries, engines, propulsion and hook-release arrangements and perform maintenance/repairs if any deficiencies are found.

Lifeboat hook release and life raft launch training must be conducted for all new joining crew. This also includes re-joiners, irrespective of the number of contracts they have previously done on that ship. 

Practical drills are also supplemented by tabletop or touch drills. In this, a scenario is discussed with the emergency teams, and they are questioned on their response to that scenario. This is a verbal drill which tests the theoretical aspects of the emergency response and the knowledge of the team members.

Passenger drills

As regards passenger drills, SOLAS mentions that on any ship engaged on a voyage where passengers are scheduled to be on board for more than 24 hours, musters of newly-embarked passengers shall take place prior to or immediately upon departure. Passengers shall be instructed in the use of the lifejackets and the actions to take in an emergency. 

This muster shall also include a briefing which is made by means of an announcement in one or more languages likely to be understood by the passengers, through the ship’s public address (PA) system, or by other equivalent means likely to be heard at least by the passengers who have not yet heard it during the voyage.

Information cards, posters, or video programs displayed on ships video displays may be used to supplement the briefing but may not be used to replace the announcement. 

Following the Costa Concordia incident in 2012, the importance of familiarising passengers with the safety and rescue procedures on board was highlighted. The passengers must be trained in donning life jackets, identifying their muster stations, understanding emergency broadcasts, and the first actions to be taken when an emergency announcement is made. 

The Maritime Safety Committee (MSC) of the IMO, in its 92nd session in June 2013, identified and adopted amendments to SOLAS regulation III/19.

This mandates passenger safety drills to be conducted prior to or immediately upon departure from port/commencement of the voyage as against the earlier regulation, which required the drills to be conducted within 24 hours of the start of the voyage.

Conclusion

The various drills and training onboard ships are held in order to enhance safety awareness and emergency preparedness of the crew and, in the case of passenger ships, the passengers. As mentioned at the beginning of the article, on a passenger ship with many thousands of souls, any emergency can quickly escalate into panic, which can potentially lead to a major catastrophe.

Therefore, regular drills and training are of paramount importance in order to test and improve the response time of the crew and passengers alike, as a few moments can be the difference between life and death when the ship is out at sea.

This is the same reason why flag states, port states, esteemed organisations such as the United States Coast Guard (USCG), the United Kingdom Maritime & Coastguard Agency, Australian Maritime Safety Authority (AMSA), and classification societies lay a lot of importance to emergency preparedness, crew drills and passenger drills on board passenger ships. 

They regularly board passenger ships to test the crew readiness by ordering mock full crew drills by simulating emergency situations and also posing questions to random crew members regarding the emergency procedures and arrangements on board those vessels. Such drills are carried out to the satisfaction of such organisations/administration/authorities calling for them to be performed. 

These authorities also have the power to prevent the vessel from sailing in case the performance of the crew in the drills is found to be unsatisfactory as per their discretion and/or if they have reasons to believe that a significant number of crew members are unaware of the safety/emergency arrangements and procedures on board that ship.

You might also like to read: 

• Video: Why Are Cruise Ships White?
• 5 Websites To Track Cruise Ships
• Top 24 Largest Cruise Ships in the world
• 10 Major Cruise Ships And Passenger Vessels That Sank
• 8 Ways Cruise Ships Can Cause Marine Pollution

Disclaimer: The authors’ views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used in the article, have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight.

Emergency Response Drills On Passenger Ships Explained appeared first on Marine Insight - The Maritime Industry Guide

SART or Search and Rescue Transponder is extremely vital equipment on a ship as it performs the job of a signal-man.

It is a vital machine during distress, for it helps in locating the position of the vessel in case it goes off-track.

SARTs are made of waterproof components, which protects them against damage by water.

SARTs are essentially battery-operated and, hence, can be operative for a long time.

SARTs are used in ships, lifeboats and liferafts. They are the most supportive machines in an unprecedented emergency and are designed to remain afloat on the water for a long time if the vessel finds itself submerged in water.

The bright colour of SARTs enables quick detection, whereas the combination of transmitter and receiver enables it to transmit and receive radio signals.

SART machines have been instrumental in rescuing several crafts and ships by reacting to the search signal sent from an X-band radar, typically of 9 GHz.  These signals are known as homing signals.

The response is usually displayed on radar screens as a sequence of dots on an X-band radar, which helps rescuers reach the vessels in time.

Watch video on SAR

As mentioned earlier, SART is basically an electronic device that automatically reacts to the emission or interrogation by ship radar. This enhances the visibility of the party needing assistance on the radar display (PPI). They operate on the 9 GHz band and only transmit when they are switched on when interrogated by radar.

SART – General features, location and functioning

• SART is made of fibre-reinforced plastic, which can withstand and bear prolonged exposure to sunlight and extreme weather conditions
• It is capable of floating free of the survival craft
• International orange in colour
• SART is mounted on a mounting bracket, which is fixed to a bulkhead on a ship, on the bridge
• It operates on the 9GHz frequency band (9.2 to 9.5 GHz) and generates a series of clips on the radar it is interrogated by (3 cm/X Band radar).
• They can either be portable or fixed permanently into the survival craft
• The SART is activated manually and hence responds only when interrogated
• When activated in a distress situation, the SART responds to radar interrogation by transmitting a signal which generates 12 blips on the radar and turns into concentric circles as the range between the two reduces
• On the PPI, the distance between the blips will be 0.6 miles
• This signal is very easy to spot than a signal echo from, say, a radar reflector
• The SART also has an audio or visual indication of its correct operation and informs survivors when interrogated by the radar
• An audible beep is heard every 12 seconds when there are no radars in sight and every 2 seconds when interrogated by radar

Carriage Requirement

• Passenger ship- at least 02
• Cargo ship 500 GT and above- at least 02
• Cargo ship 300 GT and above- at least 01
• 1 on each survival craft

Battery Requirement

• In standby condition, operational for 96 hours
• In working condition, operational for 08 hours
• Battery should be replaced every 2 to 5 years
• Operable in temperature between -20 deg to 55 deg

SART Test Procedure

Self Test (General)

• Switch SART to test mode
• Hold SART in view of the radar antenna
• Check that the visual indicator light operates
• Check that the audible beeper operates
• Observe the radar display and see if there are concentric circles on the PPI
• Check the battery expiry date

Self Test (Typical)

• Remove SART from the bracket
• Insert the probe into the SART at 2 second intervals; the lamp flashes, and the beeper sounds
• Observe concentric circles on the X band radar

In case of a false activation, switch the SART off immediately. Transmit a DSC safety alert on VHF Channel 70. Transmit a safety broadcast by RT on VHF Channel 16 to all stations indicating your ID and position and that you wish to cancel your false alert, which was transmitted in error.

AIS-SART

The AIS-SART is a self-contained radio device used to locate a survival craft or distressed vessel by sending updated position reports using a standard Automatic Identification System class-A position report.

The position and time synchronization of the AIS-SART is derived from a built-in GNSS receiver (e.g. GPS). Global Maritime Distress Safety System (GMDSS) installations include one or more search and rescue locating devices. These devices may be either an AIS-SART (AIS Search and Rescue Transmitter) or a radar-SART (Search and Rescue Transponder).

SARTs are useful in rescue operations involving aeroplanes or ships stranded by air and sea accidents. They are designed to survive the toughest conditions and stay active in elevated positions like on a pole so that they can cover a diverse range.

Talking of heights, a SART transponder on an aeroplane could range from 30 to 40 miles. This helps to scrutinize a huge range and huge area.

Looking at the facts, one can determine that SARTs are a marvel of human engineering, making them significant equipment on the ship venturing out into deep oceans.

You might also like to read:

• Safety of Life at Sea (SOLAS): The Ultimate Guide
• Introduction to Global Maritime Distress Safety System (GMDSS): What You Must Know
• Daily, Monthly And Weekly Tests Of GMDSS Equipment On Board Ships
• Liferafts: SOLAS Requirements, Safety Features, Launching Procedure
• Watertight Doors on Ships: Types, Drills, Maintenance, SOLAS Regulations
• 5 Methods Of Medevac at Sea

What is Search and Rescue Transponder (SART)? appeared first on Marine Insight - The Maritime Industry Guide

Corrosion can be a major issue for any industry that works with metal, including the shipping industry. The harsh marine climate, with its high salt and moisture levels, makes the ships prone to corrosion. If left unattended, it can weaken the ship’s construction, raising safety issues and requiring expensive repairs.

Corrosion is a process that occurs with metals, involving them moving towards their lowest energy state, which results in a quick reaction between the environment and the metal, hence degrading its quality and life. Corrosion is derived from the Latin word ‘corrodere’, which means ‘gnaw to pieces’.

In case of the marine or shipping sector, mild steel is the most preferred metal for constructing ships due to its low cost, mechanical strength and ease of fabrication. However, its main issue is that it corrodes quite easily as it comes in contact with the salty water of the sea. Secondly, if it is not properly protected, it loses its strength quite fast, which could lead to structural failure.

While a way to prevent this is to repair the coating while the vessel is offshore, it can cost up to 100 times the cost of the first coating, and according to NACE International, the total cost of corrosion in the marine sector across the world is somewhere between 50 to 80 billion dollars annually.

However, if shipowners start with adequate planning and are careful with the first coating, their ships will give the best performance and maintain cost efficiency.

If the reason for the deterioration is poor preparation of the surface, then the solution is to remove the paint and do it again.

There are two kinds of corrosion which are relevant to the shipping industry, which is pitting corrosion and corrosion by bacteria or bacterial corrosion. 

Therefore, shipbuilders and operators take many steps to protect their vessels from corroding. This article will discuss some standard methods used to shield ships from corrosion.

Here are the ways to prepare the ship to fight corrosion:

Enhancing the Ship Design

Ship designers and operators put in the effort to reduce corrosion to expand the lifespan of ships and keep them secure. A few design features can help reduce the rate of corrosion and reduce maintenance costs during the ship’s active life.

• Properly placing scuppers and drains is essential to aiding the draining of water from decks, wells, and bilge areas, eliminating a direct cause of corrosive activity.
• To reduce galvanic corrosion, insulation should be set up in areas where different metals are placed close to each other. An impressed current system that monitors corrosive cell activity and applies a current to protective anodes can also be installed to detect and manage corrosion.
• In locations with temperature shifts, insulation is needed to stop thermal fatigue.
• Anti-vibration practices, such as fitting turbine machinery with sliding feet, can minimise metal fatigue, and sacrificial anodes made of magnesium, aluminium, or zinc can protect against corrosion.
• Utilising corrosion-resistant alloy steel or stainless steel can also decrease corrosion. Installing rubbing strakes or doubling plates to take in extra wear and tear can also help extend a ship’s service life.
• Structural user-friendly design to allow maintenance and coating applications can also make it easier to control corrosion once a vessel is in operation.

Incorporating these design features at the building stage can significantly reduce maintenance costs and control corrosion.

Coating

One of the most effective ways to protect ships from corrosion is by applying coatings to the ship’s surfaces. These specialised paint coatings are a barrier between the metal surface and the corrosive environment. As the ship hull and open deck are in constant contact with water and the sea atmosphere, this additional layer of protection prevents moisture and salt from coming into contact with the metal surface and reduces the likelihood of corrosion.

Hull paint coatings also prevent sealife, such as algae and molluscs getting attached to the hull which may expose the metal to the seawater and increase the corrosion rate. They also provide a smooth hull surface to reduce the drag and resistance over the hull, thereby increasing fuel efficiency.

The most common types of coatings include epoxy, polyurethane, and zinc-rich coatings. Epoxy coatings are popular because they are highly resistant to water and chemicals and provide excellent adhesion to metal surfaces.

Polyurethane coatings are also commonly used because they provide a tough, durable finish that can withstand harsh conditions. Zinc-rich coatings are particularly effective because they contain a high percentage of zinc, which acts as a sacrificial anode to protect the metal surface from corrosion.

Cathodic Protection

Cathodic protection is a method that involves the use of sacrificial anodes. As the name suggests, sacrificial anodes are made from metals that are more anodic than the metal being protected. They get corroded (or sacrificed) instead of the ship’s metal, thereby saving the metal from corrosion.

There are two types of cathodic protection: galvanic and impressed current.

Galvanic cathodic protection involves the use of sacrificial anodes that are connected to the metal being protected. When the anodes corrode, they release electrons, which flow to the metal and prevent corrosion.

Impressed current cathodic protection, on the other hand, involves using an external power source to provide the electrons needed to protect the metal surface.

Both types of cathodic protection are effective in protecting ships from corrosion. Impressed current cathodic protection is generally preferred for covering larger surface areas, and it can be precisely adjusted to meet the ship’s specific needs.

Sacrificial anodes are used in smaller areas or in the machinery which carries or uses seawater.

Corrosion inhibitors

These are the chemical compound applied on the surface of the metal. This is not a preventive method, but corrosion inhibitors reduce the corrosion rate on materials such as metal or alloy. It is a cost-effective way to prevent or control corrosion because using corrosion inhibitors can save up to 35% of losses due to pollution on ships.

The major advantage of corrosion inhibitors is using cheaper metals other than steel and alloy in a harsh environment. Once applied with corrosion inhibitor chemicals, they can operate longer than their prescribed age. It also reduces maintenance costs as it provides elongating rust protection.

Anodic Protection

This is another method used for corrosion prevention; however, they are not commonly used in the shipping industry as they require a constant source of electricity, which can be challenging to maintain in case of a blackout.

Conclusion

Thus, there are many ways to prevent ship corrosion, such as cathodic protection, which has two methods, including the use of sacrificial anodes and impressed current systems and secondly, applying coatings on the ship’s surface, especially areas more exposed to the seawater with dissolved salts like the hull. Routine maintenance goes a long way in maintaining the long life of the asset.

You might also like to read-

• How Marine Fenders Are Used For Ship Berthing?
• 10 Things to Consider While Using Auto-Pilot System on Ships
• What Marine Navigation Systems and Electronic Tools Are Used by Ship’s Pilot?
• Understanding Marine Sextant – Principle, Readings and Maintenance
• What is Electronic Chart Display and Information System (ECDIS)?

Disclaimer: The authors’ views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used in the article, have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight.

How Ships Fight Corrosion at Sea? appeared first on Marine Insight - The Maritime Industry Guide

Since childhood, we have been intrigued by this question: How are ships ‘parked’ upon their arrival in ports, jetties, and piers? Unlike cars, they can’t simply be put off gear and parking brakes! Ships don’t have brakes in the first place.

Ships need to be fastened and fixated soundly for conducting all kinds of shore operations such as cargo loading/unloading, refuelling, bunkering, ballasting/deballasting, boarding/deboarding, maintenance, repairing, and often for idle times based on voyage schedules and berth or workforce availability.

So, mooring or the system of securing a vessel soundly for the purposes mentioned above is indispensable in studying ships and offshore structures. 

Differences between mooring, docking and anchoring

It is common to get confused with the terms mooring, docking and anchoring and may use them interchangeably. But there are stark differences between them. 

Anchoring is the system of securing a vessel amid the sea when the ship is not near the vicinity of a permanent structure. In other words, when a vessel requires to be fastened or stranded for various purposes in the deep waters, anchoring is used so that the vessel does not drift away in the action of hydrodynamic forces present in various forms. For anchorage or anchoring, anchors, those heavy weights as old as the history of ships, have been used for a very long time.

However, in recent times, vessels can be secured anywhere in the seas with the help of in-situ dynamic positioning systems (DPS), which are automated systems that can keep the vessel affixed to a particular coordinate without the help of anchors.

In the traditional systems of anchors, the heavyweight is suspended from the vessel and is allowed to settle onto the seabed. This fixity of the weight in the seabed and the resultant high degrees of tension created in the strong anchoring lines, which are heavy-built lock chains, helps keep the vessel in its position. The size of the anchors depends on the size of the vessel.

Docking, on the other hand, alludes to the hauling of the vessel entirely away from the water to a dry area adjacent to the surrounding waters for various purposes such as maintenance, repair, refitting, or even disposing of an old vessel. Here, for all practical purposes, the vessel is suitably shifted to an enclosed area, and the water is then drained off, leading to a dry surface. The term ‘dry docking’ is often used for repair and maintenance work. 

Now, mooring again is the fastening of a vessel to any shore or land-based structure with the help of suitable mechanisms such that the vessel is not subjected to free motion. This land-based structure may include berths, jetties, piers, wharves, quays, etc.  

Components of Mooring 

The basic components of a typical mooring system are as follows: 

Mooring Lines 

These are the main components of any mooring system. In earlier times, ropes were mainly used as mooring lines. However, steel or high-grade synthetic materials have been widely used. The main requirements of any mooring line should be high strength and elasticity. The forces transmitted from the ship structures are transmitted directly to these mooring lines. 

The net effect on the lines becomes manifold from this static load coupled with the random dynamic behaviour from the tendency of motions or environmental loads acting on the ship. So, these mooring lines’ material and sizes are carefully chosen based on the vessel and the type of mooring arrangement. 

All mooring lines are characteristic of a Safe Working Load or SWL based on their properties. Like all other structures, these mooring lines have a definite breaking strength with a safety factor margin. Steel hybrids of high grades are often used, and common materials such as Polyamide or HMPE are used for synthetic.

Generally, lower elastic or higher rigid but greater strength lines are used for larger vessels, and higher elastic or less rigid materials are used for smaller ships. The reason is that heavier vessels, due to their greater inertia, have a lesser tendency to respond to external forces and, thus, are less subjected to random motion parameters than smaller vessels. Therefore, when these lines have higher flexibility, they can cater to smaller ships more prone to motion when moored. HMPE and steel have low elasticity, whereas other materials, such as polyamide, have greater elasticity. 

Mooring Winches

On the shoreside, the mooring lines are joined to the winches. These winches act as end supports for these lines and help in handling and directing the lines as per requirements. The winch system controls the tension and extension of the mooring lines. The mooring lines are commonly operated by electro-hydraulic power that uses hydraulic pressure to control the tension and traction forces on the lines. The main component of the winches is cable drums, either oriented horizontally or vertically. The size of the drum once again depends on the ropes. 

Driving Systems

The winches are operated by electrical and hydraulic mechanisms. These are mainly dedicated engines or motors that supply the power to the winch through torque. In turn, the power supply is from the shore supply main lines. These systems’ capacity is as per the capacity and configuration of the winch and related mooring lines. 

Vessel fittings or attachments

 At the other end of the mooring lines, they must be tightly secured to the vessel structure. These attachments are usually on the main deck but can sometimes be placed in subsequent decks. Once again, based on the type of vessel, the number, size, type, and configuration of these fittings are present. The fittings associated with these mooring are all designed and constructed per standard IACS guidelines based on the vessel and the related mooring system. Usually, the fitting used are chocks, bollards, fairleads, bitts, etc. 

Fenders

Now, despite the mooring lines, vessels often tend towards motion and, as a result, can be prone to hit on the adjacent shore or dock structure to which it is secured. Such impacts can result in damage to the shore structure as well as the vessel. So, for the same reason, the vessel and the shore structure are padded with a securing arrangement known as fenders, which absorb impact energy in the event of a collision or strike. The design of the fenders is once again based on the vessel type and size. They are usually made of rubber, wood, or high-grade synthetic polymers. 

Competence of a mooring system 

Now, for a mooring system, the main job is to secure a vessel in its position when berthed safely and also ensure that the vessel is kept sound from collisions or damages due to vessel-structure interactions due to external dynamic forces. Moreover, the mooring arrangement should be such that for various port or dock operations, there is never a problem. So, for a good mooring system for a given vessel, the main characteristics can be listed as follows: 

• Symmetrical nature of the vessel and uniformity of position
• Maximum possible resistance against the rotational and translatory motions of the vessel. 
• Uniformity concerning the shore connections or winches such that the tension forces of the entire mooring arrangement remain more or less in equilibrium without any mechanical imbalance on both the ship structure and the shore. 
• Maximum space to cater for the minimum motions of the vessel without any hindrance, how sound the arrangement may be.  
• Reliability
• Safety
• Ability to cater continuously round the clock for a single vessel stranded for a long time or multiple ships coming to be secured at the same arrangement without structural fatigue or failure. 
• The capability remains intact under all weather conditions when the forces imposed on the lines and the attachments are very high. 
• Having provisions for surplus or spares when required or in the event of a partial failure. 

Types of mooring (Based on configuration) 

Mooring can be of various types: 

• Single-Point Mooring
• Multi-Point Mooring
• Standing Mooring 
• Running Mooring
• Mediterranean Mooring 
• Canal Mooring 

You might also like to read

• How Baltic Mooring of Ship is Done?
• What is a Mooring Buoy?
• 6 Common Mooring Methods Used For Ships
• 10 Important Points For Ship’s Mooring Equipment Maintenance
• How to Adjust the Load Sensors on Mooring Winches?
• What is Mediterranean Mooring of Ships?
• 10 Important Points to Remember During Mooring Operation On Ships

Disclaimer: The authors’ views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used, in the article have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared, or used in any form without the permission of the author and Marine Insight.

What is Mooring of Ships? appeared first on Marine Insight - The Maritime Industry Guide

Natural resource derivatives like petroleum-based products are crucial for the world economy. These invaluable products include crude oil, or in other words, naturally extracted liquid compounds from which various kinds of petroleum products are derived or the derivatives themselves, like refined oils or gases. Specially designed oil tankers and LNG carriers transport these crucial products across the globe.

However, appropriate care must be taken to avoid accidents as these products are highly flammable, which means they tend to catch fire with the slightest trigger. It essentially means that with the interference of any causal factors near its vicinity, it can burst into raving flames in no time. 

Speaking of these factors, a spark or fire is the main reason for these disasters. Remember seeing those large ‘No smoking’ boards in hazardous places like petrol pumps or gas stations? 

While smoking is also prohibited onboard ships, especially in the enclosed spaces within the hull, there can still be other means for catching fire. They include accidental gaseous leakages, overheating of any machinery or systems, electrical sparks or short circuits, and so on. 

However, while these aspects are considered for quality control, it can still be said that to err is human. So, it cannot be asserted with 100% certainty that everything will be perfect and ideal throughout a vessel’s service life, and there can never be emergencies or disasters.

But from the point of view of risks and hazards, we can always strive for two things: even in the doomed instance of something unwanted, we can still put in the best efforts to reduce the severity or impact of the aftermath or upshot. 

Moreover, give in our sincere efforts to at least reduce the chances or the probability of something unwarranted happening. Once again, by the laws of nature, no likelihood of occurrence or non-occurrence, in this case, can be zero but yes, even trying our best to keep the value of this probability as low as possible is itself a positive trait. Hence, for the prevention of fire, this needs to be kept in mind. 

All classification rules and regulations and statutory guidelines for all vessels have a special designation for fire hazards. You may have read about the Fire Safety Protection Plan for prevention or at least mitigation of fire and the Escape Plan for safe evacuation and escape of crew or passengers in a fire emergency. Now, for tankers, it is evident that the concern for fire prevention and mitigation is very high, given the cargo they carry.

While crude oil carriers or tankers have a significantly high degree of safety considerations, tankers carrying refined products like natural gases or petroleum derivates have an extremely high degree of safety rules as they are even much more flammable than crude or unprocessed products.

While we shall discuss some of these safety measures in our future publications, for now, let us discuss an essential feature of oil tankers, the mast risers. 

What is a mast riser?

Now, looking at the nomenclature, please do not get confused! This has nothing to do with mast, which is also very much a marine term, and alludes to those vertical erections over the main deck, which have been those supports for sails in older ships to various tower-like installations for telecommunication or other purposes in modern vessels. 

A mast riser is essentially a device or, rather, a system to relieve the pressure accumulated inside the cargo tanks of oil tankers. Now by pressure, we mean what? Most liquid substances, when entrapped or enclosed within a bound space, until and unless filling the entirety of the given space, emits a vapour that occupies the remaining volume within that space.

 For example, if you have a half-filled bottle of soft drink, the rest of the bottle gets filled with vapours. That’s why you hear a fizzy sound every time you open a soft drinks bottle irrespective of the volume because even when it is full, there is always some negligible amount of space close to the cap or lid which gets filled with highly pressurised carbon vapours that tend to escape instantaneously when the bottle gets opened. 

Now, while their chemistry may differ from that of soft drinks, even petroleum products tend to emanate vapours around them when enclosed. These keep on accumulating over time if not allowed to escape. The pressure builds as these vapours accumulate without being allowed to escape. This is the case in tankers holding petroleum products in enclosed tanks or holds.

 Now, these crude oil vapours are equally inflammable as their original liquid form. Moreover, by the chemistry of inflammable substances, the combustibility is directly proportional to the pressure. Henceforth, as the pressure surmounts within the closed tank spaces, the risks associated with inflammability develop manifold. 

The vapours not only become highly pressurised but also put pressure on the fluid medium it co-occupies. Now, as liquids are incompressible, it is once again a problem. Henceforth, there should be means to prevent this unwanted pressure from building in large amounts and allow the accumulated vapours to escape from time to time. This is precisely the role of a mast riser. 

Design and Construction of a Mast Riser 

The mast riser is nothing but a valve and comes under the category of cargo tank venting systems. In appearance, it resembles a pipe-like installation that originates above the tanks or spaces and projects above the main deck level. 

It is a ventilation or venting component. The exposed part or the portion of the riser that projects above the main deck plate is 6 metres for all practical purposes. The inlet is on the inside of the cargo hold, and the outlet is on the outside.

Now, speaking of inlets, there may be various piping inside the cargo tank that is sometimes merged into a single common outlet which ends above the main or exposed deck. These pipes are venting systems that channel vapours accumulated inside the tanks or holds. Another intermediate valve is the isolation valve, which connects these venting lines and the mast riser. 

There can also be other kinds of valves like bypass valves, pressure valves or vacuum valves that are fitted in conjunction with the mast riser. Often situated below the mast riser is the VOCON valve, which stands for Vapour Pressure Release Control Valve.

This essentially controls the closing pressure of the mast riser system based on requirement and operation. The pressure setting for this valve is done remotely. Another crucial feature of the mast riser is the presence of a flame arrestor at the outlet. 

Now, the mast riser is not always used. It is only put into operation when the inside pressure of the tank or hold is high. However, the rest of the venting systems are always kept on that are routed to the mast riser. Now, beyond a specific limit of accumulated pressure, the riser is turned on, and the vapours are allowed to escape. 

Now, the pressure relieving system is not only for fire prevention. Another essential purpose for keeping the mast riser and other venting systems in place is during loading the liquid cargo when any vapours remaining in the cargo holds need to be expelled beforehand. 

This enables proper and seamless loading of cargo. Another system similar to the mast riser is the Vapour Emission Control System or VEPC. However, one major difference between the mast riser and VEPC is that while the former expels the assimilated gases into the atmosphere, the latter reverts them to the shore via pipeline networks. So, VEPC is only used during loading and unloading. 

Most liquid cargo vessels like tankers have multiple mast risers based on the requirement, size of tanks, and the properties of the substance carried. The size of the risers and the material properties are as per regulations. 

Most modern designs have automated control of the opening and closing of these risers. These need to be cleaned and maintained regularly to prevent the accumulation of soot, sludge or other forms of dirt. The mast riser outlets are generally watertight when closed to avoid water ingress during deck flooding or bad weather conditions like rain, snow, or thunderstorms.

You might also like to read-

What is a Mast Riser? appeared first on Marine Insight - The Maritime Industry Guide

The popularity and concerns of LNG-powered vessels

Checking and controlling carbon emissions is vital for the growth and sustenance of the maritime industry. LNG-powered vessels are anticipated to witness significant growth in the market share, as environmental regulations become more rigid. LNG Ships produce 25% fewer carbon and nitrogen emissions.

Moreover, LNG is more affordable compared to the costly low-sulfur heavy oil, which is now being popularly used by most ocean-going vessels.

There has been a tremendous increase in the transportation of LNG, as the value and scope of the LNG trade have risen. Larger ships are now the norm, short-term contracts are becoming more common, and the spot market is becoming more active.

There are, however, some safety drawbacks that must be taken into consideration. Many serious tanker fires have occurred in recent years. In March 2017, a Chinese tanker exploded, causing extensive damage to the vessel and the disappearance of three crew members. In another incident, an explosion claimed the lives of five crew members during a mission in central China in 2012.

The LNG tanker Fuwairit, owned by the Japanese shipping company Mitsui OSK lines, leaked vapour into the port of Barcelona in 2015. In Navantia-Ferrol, they had to fix four cracks in the ship’s deck after a valve and a high-level alarm failed simultaneously. At tank No. 1’s top, a “pool” of floating LNG had developed, and when it came into contact with salt water, it vaporized, creating a gas cloud that can be seen by the condensation of seawater vapour.

A record number of LNG tankers leave Canada’s west coastlines every year, en route to destinations as far afield as Europe and Asia. As a result, the vast majority of tankers now traverse narrow waterways and densely populated areas. As a result, the potential dangers of LNG ships in these waters should never be underestimated.

Advantages of LNG as a marine fuel

LNG can be defined as a gas that has been cooled to a liquid state for the purpose of storage and transportation. Natural gas in a gaseous state occupies approximately 1/1600th of the volume of LNG in a liquid condition. It’s the cleanest fossil fuel and a green energy source that has attracted many industrial sectors including the maritime.

Liquefied natural gas is made up of a variety of hydrocarbons such as methane, butane, propane, and propylene, as well as a trace amount of nitrogen. The exact composition of LNG varies, depending on the source and liquefaction procedure used.

LNG typically contains 85- 95% methane by weight. Liquid nitrogen, sometimes known as “liquid helium,” has a density of 426kg/m3. When it comes to transporting and storing LNG, double-walled containers are used to keep it cool and decrease the chance of leaking.

Because of its ability to satisfy regulatory standards, improve air quality, and reduce greenhouse gas emissions while also lowering costs, switching to LNG can have considerable benefits.

The EEDI rating of LNG-fueled ships can be reduced by 20%, and the Carbon Intensity Indicator can be reduced by around the same percentage. Compared to conventional designs, competitive vessel design provides compliance for an additional ten years after construction is complete.

Modern engine technology can cut particulate matter (PM) GHG emissions by up to 23% while reducing NOx emissions by up to 80% and nearly eliminating sulphur oxide emissions. Drop-in fuels and biogas are other options for decreasing the carbon intensity of vessels.

When consumed, LNG releases fewer nitrogen oxides and carbon dioxide than other fossil fuels because it removes sulfur during the pre-liquefaction process. As a result, LNG is believed to have a minimal environmental impact.

When it comes to LNG-powered ships, the number has grown from a total of 18 operational ships in 2010 to 175 already in operation and more than 200 on order in 2020.

Ensuring safety on LNG vessels

There are a lot of steps that need to be taken before a ship can transport LNG. The following are some examples of LNG operations:

Transfer Procedure: In order to provide safe and efficient loading of LNG, the loading procedure should be carried out in a timely manner after getting the authorisation from the Coast Guard. When loading LNG, the compatibility of the ship and the transfer space are two critical considerations. Weather conditions, appropriate lighting and warning indications are also crucial.

Pre-loading operations: Checking tanks and other equipment, inspecting bunker Hoses and connecting hoses are some of the pre-loading procedures.

Bunkering operations: Transfer lines and the liquid filling line are both sanitized during bunkering operations. In addition, it involves the return of Documents and the ready signal.

After the bunkering procedure is complete, there are still a few things that need to be done. Disconnecting the communication linkages and stripping the transfer lines and hoses are all part of the process.

To ensure the safety of the liquefied natural gas onboard, it must be stored in specially engineered shore tanks. Single containment tanks, double containment tanks, and full containment tanks are the most common types of tanks used to store LNG. A backup tank is always maintained, in case there is a leakage.

LNG is transported through specialised ships that are specifically designed for this task. Membrane tanks and Moss Rosenberg tanks are generally in use today. The International Gas Carrier (IGC) 1986 code and SOLAS 74 chapter VII part C compliance check is required for LNG vessels operating on international seas, according to the International Maritime Organization.

When LNG is exposed to air, it burns in an instant, since it is inflammable. Thus, ships that transport LNG face significant dangers, which could lead to-
● Vapour Cloud Explosions
● Fumigation
● Spills or leakages
● Freezing liquids
● LNG rollover
● Rapid state transition of LNG
● Sloshing

The first four on the list pose a serious threat to marine life and the environment.

Explosion On LNG Ships – What To Do?

In the event of an explosion, the flames that are produced by LNG have a longer lateral reach as well as a higher elevation. Damage to the ship’s construction is just one side effect, but it also puts the lives of the crew in danger, and that means fatality. Consequently, a gas leak in an LNG ship is the most hazardous.

The engine room, motor rooms, and cargo compressor are the most vulnerable parts of the ship to devastation from an LNG explosion on board. The ship must have CO2 fire suppression systems in these three high-risk zones. The fire system must meet a number of predetermined conditions.

Safety measures: In order to ensure the safety of the LNG carrier’s crew in the event of an explosion, the equipment used in its construction must be inherently strong and approved according to the applicable requirements.

Fire suppression systems should be installed on all types of machinery. If an ignition source comes into touch with LNG, it can still pose a threat. In current times, smart ultrasonic technology is included in the fire suppression system, guaranteeing an increased level of safety, for both the ship and its crew.

Vapour Cloud Explosion

A vapour cloud explosion may occur if LNG leaks from ships. Considering how quickly LNG evaporates, its gaseous state has a volume equal to 625 times that of the original form’s liquid state. Because of the leakage of liquefied natural gas into the atmosphere, the initial flash vaporization process begins immediately, resulting in the production of an enormous amount of steam in an instant.

As a result of condensation, the steam interacts with the surrounding atmosphere, to produce fog and smoke. This leads to an enormous vapour cloud explosion due to dilution and heating. LNG is highly flammable and the flames spread rapidly, burning a lot of gasoline and other oils. Re-explosion is an inherent quality of this substance, and it is extremely difficult to extinguish it.

Excessive thermal strains are an aftermath of the cooling process, in the LNG storage tank. It damages the ship’s hull, leading to the emergence of fractures in the hull’s structural integrity.

Leaks and spills involving LNG

Cryogenic burns, asphyxiation, flames, explosions, and dispersion are all possible outcomes if the LNG spills into water. These are extremely harmful and pose a serious threat to public health and safety.

Safety measures: Modern strategies can help reduce LNG spills. LNG tankers should be outfitted with the highest quality safety equipment. The tanks should be constructed with sturdy and durable materials that are shock-resistant and insulated, to prevent leaks and spills. They should also be inspected on a regular basis.

To avoid a collision between the LNG carrier and other ships, it is necessary to keep a safe distance. Additionally, all of the fire alarms and emergency equipment should react quickly in an emergency situation.

Fumigation

Suffocation and environmental hazards are caused when LNG reacts with air during fumigation.

Safety measures: The following equipment must be in proper condition, in order to limit the risk of fumigation.

● Filter
● Manual control valve
● Regulator for vapour draw
● Dual shut-off solenoid valve
● Throttle body

Also, the ship’s ventilation and exhaust systems must be efficient as well. The effects of fumigation can be mitigated with the use of proper ventilation and exhaust valves.

Conclusion

In recent years, LNG shipping has evolved and the consumption of natural gas has grown manifold. It has become a viable alternative to oil as a maritime fuel because of the rising cost of the former.

The transportation and freight industries are witnessing an increased demand for eco-friendly fuels. Hence, all necessary safety measures must be implemented before transporting LNG across the world.

You might also like to read:

• Top 10 Biggest LNG Ships of 2022
• LNG Bunkering Procedure Of Ships Explained
• Q-Max Ships: The Largest LNG Ships in the World

Disclaimer: The authors’ views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used, in the article have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight. 

Safety Features on LNG Powered Ships appeared first on Marine Insight - The Maritime Industry Guide

Wikipedia defines a stowaway as a person who secretly boards a vehicle, such as a ship, an aircraft, a train, a cargo truck or a bus, to travel without paying and without being detected.

According to the convention for Facilitation of International Maritime Traffic, a stowaway on a ship is someone who boards the vessel without the consent of the shipowner, the master or any other responsible person and is found after the ship has left the port of call or during the unloading process at the port of arrival.

Ship captains and crew should be alert when operating in high-risk areas to prevent stowaways from getting access to the ship.

On a vessel, a stowaway might hide in the cargo holds, engine room, containers etc., to prevent others from identifying him. However, if found, the captain must search his belongings for any documents to know his identity and nationality.

Individuals stow away on ships for a variety of reasons, but mainly, they do so for the following reasons:

• To leave a region of conflict (for example, the current exodus from a lot of conflict-ridden countries)
• Social or economic deprivation (leaving a developing country to find more opportunities in a more prosperous country)
• Stability, opportunity, and better quality of life (related to the point above)

It is known that the likelihood of a stowaway managing to get themself onboard is higher in the case of a poor/less developed country than in a developed one.  Whatever intention it is done with, it is a problem that has to be dealt with by the shipboard staff very tactfully, considering the illegality of the situation, the legal battles that may ensue and the human rights angle of the stowaway involved.

Stowaways pose a problem for the shipping industry, particularly those trading off the coasts of South Africa, South America, Central America, Venezuela, Colombia and the Dominican Republic. Apart from vessel trade patterns, the global concern over stowaways is connected to the ships and cargo type, security training and awareness among crew members.

Classification of Stowaways 

Stowaways can be classified under the following categories:

Refugees

A refugee is a person forced to escape their country of domicile, attempting the escape for reasons of war, civil unrest or religious persecution. The term forced is used because, in this case, they have no choice or a terrible choice for fear of their life or the state of the country. Refugees leave their homeland expecting a better life in the other country. Recently, there has been a mass exodus of people from certain countries who fear persecution and hence try to make their way out of the country any which way and under dire circumstances.

Economic Migrants

This category may consist of people who wish to leave their country of domicile for the sole purpose of leading a life of higher quality in another country. For example, it is seen in many developed countries that a lot of daily workers originally belong to another nation.

Asylum Seekers

This is the case where an individual seeks asylum in a country without the hovering fear of repatriation. The idea is to avoid persecution in their home country, which they may be trying to avoid because of political reasons such as an unwanted uprising against the Government or something along those lines.

Illegal Immigrants

Illegal immigrants want to forcibly make their way into another country without being conspicuous to border control and immigration authorities for reasons that might be undefined per se. It could range from any of the above. The idea here is that the stowaway has chosen to enter the country without adhering to the proper channels of entry into a country, undetected. Stowaways are usually treated as illegal immigrants at the port of disembarkation by the legislation of the countries involved. However, stowaways who request asylum should be treated by the relevant UN Conventions.

Criminals

This is the worst case and the most worrying of all because the person might have chosen to be a stowaway for engaging in unlawful activities. They could be involved with the transportation of drugs or other such illegal activities. These stowaways might be in groups and pose a threat to the ship’s crew, sometimes seeking to make a profit through obscene demands.

P& I Club Cover for Stowaways

P&I Clubs provide insurance cover for ship operators for any loss and liabilities about stowaways. Mostly, costs are covered by the Club (sometimes aside from those involving the divers on expenses; varies in the clauses depending on the Club policies).

There is also a clause stating that the insurance claim may be reduced or nullified if the Club has deemed that adequate steps were not taken to protect the ship against stowaways. As shipowners, as well as other ship staff, will be aware, the costs of disembarkation and repatriation of stowaways onboard their vessels have to be incurred by the shipowner/operator. The costs involved in such a case may be the following:

• Fines relating to stowaways onboard
• Victualling expenses (Cost of food and other stores for the stowaway)
• Costs of guards employed to prevent stowaway from escaping
• Clothing, linen and beddings for the stowaway
• Embassy fees
• Detention expenses
• Flights, accommodation and other repatriation costs for stowaway
• Expenses incurred by agents associated with stowaways

These costs may generally be covered by the Club, or the insurance claim may be reduced or nullified if it has been deemed by the Club that adequate steps were not taken to protect the ship against stowaways. The above points are also known to stowaways; hence, they try to board vessels for apparent reasons of comfort. Even if they don’t make it to the country they are trying to go to. Evidently, they are well taken care of!

Diversion Expenses

The P&I Club covers these costs, and it is known to the ship owner if this shall be entertained and protected by the Club. In any case, if the vessel has to be diverted to land, the appropriate authorities must be contacted beforehand to confirm whether the diversion is reasonable. The contract of carriage of cargo might be in violation due to the diversion and myriad legalities, which is why prior consent and permission must be taken from the appropriate Authorities. It may be necessary for members to arrange additional Ship owner’s Liability (SOL) insurance cover to ensure that their side is covered and protected in case of a breach of the contract of carriage.

Checklists and Questionnaires

Questionnaires about stowaways must be placed onboard (filed) in case an interrogation has to be carried out in the event of discovering a stowaway onboard. The checklists are kept in place as guidance to the Master to ensure that the best possible action is taken to avoid the entry of stowaways altogether. These might be made available in a variety of languages and can be sent to the appropriate Authorities in case a stowaway situation arises. The questionnaires are designed with the help of ARM International in Durban from years of experience and case studies.

Summary of  Responsibilities under the IMO Guidelines

Shipowners and Masters have specific duties under IMO Guidelines on the Allocation of Responsibilities to Seek the Successful Resolution of Stowaway Cases. They are summarised below:

• Determine the port of embarkation of the stowaway
• Establish the identity and nationality of the stowaway
• Prepare a statement with all the relevant information about stowaway for the appropriate Authorities
• Notify the existence of the stowaway and related details to the ship owner, appropriate Authorities, port of embarkation, port of call and Flag State
• DO NOT depart from a planned voyage to seek disembarkation of the stowaway to any country unless repatriation has been arranged and permitted, unless there are security and humanitarian reasons, such as injury or illness.
• Handover stowaway to the appropriate Authorities at the next port of call
• Ensure the health, security, welfare and safety of the stowaway until disembarkation

Shipowner/operator Responsibilities

• Inform appropriate Authorities with all info about the stowaway at the port of call and port of embarkation and Flag State
• Comply with any removal directions made by the Authorities at the port of embarkation

Onboard Measures

Security

Any violent behaviour from the side of the stowaway must be considered. In this case, the crew’s safety must be taken into account; the crew must take full security precautions in this regard (for example, locking their cabin doors and not partake in unnecessary instigation of the stowaway by staying aloof, apolitical etc.). A thorough search of the stowaway must be carried out for any sharp objects or objects that may cause harm.

In this sense, the search should be strict and not violate the stowaway against their wishes, along the lines of airport authorities! The stowaway must be kept at a secure location such as a cabin or store room to reduce the risk of escape, thus inviting more legal headaches in an attempt to jump overboard. The more the number of stowaways, the more hectic this is. Extra precaution must be taken when approaching the port of call when these stowaways might try to jump overboard, therefore, incurring fines (on the side of the vessel) from the Authorities.

Health and Welfare

The mental and physical health of the stowaway must be monitored. The risk of infectious diseases must be taken into account. Keep the stowaway to their quarters and keep contact with the crew to the bare minimum, essential to survival, separating all crockeries and beddings (etc.) used by the stowaways. Condition and treatment, if administered, must be recorded.

Work

While the anger and resentment from having a stowaway onboard might tempt the ship personnel to put him to work, this should be avoided. This is to prevent any suspicion from the port authorities as to how the stowaway gained access, prevent claims of wages and, in general, keep the stowaway content till he is not a responsibility of the ship owner anymore!

The whole stowaway situation is dicey and, as mentioned, must be handled tactfully to avoid any unnecessary costs, legal trouble, and associated expenses.

Frequently Asked Questions On Stowaways 

1. What are stowaways on a ship?

According to the FAL Convention, a stowaway is someone who boarded the vessel secretly without the consent of the shipowner or the Master or any other responsible person and who is found on the ship after it has departed from the port of call or during the unloading process at the port of arrival.

2. Why being a stowaway is illegal?

Stowaways might be fined or imprisoned since it is illegal to embark secretly on a plane, boat, or ship.  Airports, sea ports and train stations are “non-trespassing” or “private property” zones to people except customers and employees.

3. Why do people become stowaways?

Usually, people become stowaways due to the circumstances in their lives. A person might hide on a ship to get to another country without paying the fare. There are criminals as well who use this way to escape punishment. Then, there are also refugees who flee a nation to avoid persecution.

4. What do ships do with stowaways?

If any stowaways are found on the vessel, they are usually kept in a secure cabin and guarded for the safety of the crew and passengers. However, they must be provided with adequate food and water and treated properly. They must be searched for their identification documents.

5. How can ships avoid stowaways?

Store rooms, equipment lockers and the engine room, along with other important areas, should be checked periodically to prevent someone from hiding there. Also, engine rooms or cargo storage areas must be accessible to authorised personnel only. Also, a gangway watch is important to prevent stowaways, smugglers and thieves from boarding the ship.

You might also like to read-

• Stowaway: A Menace to the Shipping Industry
• Real Life Incident: Stowaways Behind False Panel In Container
• IMO guidelines for the unwanted person onboard-Stowaway
• 23 Points Guide For Merchant Ships To Rescue Migrants At Sea
• Should Ships Help Migrants At Sea? – A Captain’s Perspective

Reference: Maritime Legislation & Shipboard Management for Deck Officers by Capt. Naik and Capt. Dubey

Disclaimer: The authors’ views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used, in reports have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight. 

Stowaways On Ships – Classification And Measures To Prevent appeared first on Marine Insight - The Maritime Industry Guide

Man overboard is a situation wherein a ship’s crew member falls into the sea from the ship, no matter where the ship is sailing, on open seas or in still waters in port.

A seafarer has to be very careful while performing their duties on board a vessel as it can never be taken for granted that a person cannot fall off the ship due to bad weather, swell in the sea, accidents, and negligence.

A man overboard is an emergency situation, and it is essential to locate and recover the man overboard person as soon as possible as due to bad weather or rough sea, the crew member can drown or else due to temperature of the cold water, the person can get hypothermia.

What Is Hypothermia?

Hypothermia is a situation wherein there is an extensive loss of body temperature due to prolonged contact of the body with cold water, and the body’s normal metabolism and functions get affected.

A person will fall unconscious after 15 minutes in water with a temperature of 5 ̊ C.

Actions to be Taken during Man Overboard Situation

The initial and early sighting of the fallen crew plays a vital role in increasing the percentage of saving their life. The actions for a MOB mentioned below are extremely urgent and must be taken without delay to save the life of the person who has fallen overboard.

1. Shout ‘Man Overboard on Starboard side/Portside’.
2. Change over to hand steering from auto and put the wheel hard over to the respective side (port or starboard).
3. Release MOB marker from the side of the bridge wing to which MOB has occurred. This marker is buoyant and has a self-igniting light and self-activating smoke signal.
4. Press the MOB button on the GPS to mark the casualty’s position for future reference.
5. Sound’ O’ on the whistle (Three prolonged blasts). This is to let the Master and the crew know about the emergency situation. Supplement this with the appropriate ‘O’ flag.
6. Post extra lookout as soon as possible.
7. Sound the General Alarm on the ship’s whistle to alert everybody to proceed to stations. This is to ensure that if the crew has not understood the three prolonged blasts for MOB, they are alerted regardless and proceed to muster stations to assist in the recovery of the person.
8. Thereafter, announce the MOB situation on the ship’s PA system.
9. Inform the engine room of the situation that manoeuvring will be required.
10. Execute the Williamsons turn (explained later).
11. Keep a keen eye on the RADAR/ARPA and put the VHF on Channel 16.
12. Maintain a record of all the events in the Bell book.
13. Carry out Master’s orders.
14. The Chief Mate should take over all decisions based on deck, about lowering survival craft, boarding ladder, etc.
15. The Third Mate ought to assist the Master on Bridge.
16. The officer in charge at the moment must send out an “Urgency signal” on all the communications systems to let ships in the vicinity know about the situation.
17. Keep the lifebuoy (MOB marker) in sight.
18. The rescue boat should be manned adequately to carry out the rescue operation. Everyone should wear a personal location beacon.
19. The officer in the rescue boat must carry a portable handheld VHF
20. Once the person is rescued, the rescue boat must be picked up upon arrival close to the ship along with the lifebuoy and hoisted back.
21. Immediate first aid should be administered if required.
22. An ‘Urgency Signal’ must be sent out to cancel the last transmitted MOB alert.
23. Appropriate entries must be made in the Ship’s Logbook.
24. The Master must conduct an enquiry concerning the MOB incident and all entries made in the Ship’s Logbook.
25. The engines are not stopped immediately to keep the person away from the propeller. The same is the case for wheeling hard over to the casualty’s side as it is done to keep the stern away from the casualty.

Screaming about the MOB when the mishap is realised is of paramount importance to use all manpower available for immediate use. Also, sighting a person amidst the glare during daylight is hard as visibility is compromised. Hence, immediate action is needed in such a situation to avoid fatalities in such circumstances.

The lifebuoy also adds to the life-saving process as the smoke signal leaves a conspicuous mark by the day or night. It is also important to pick up the lifebuoy to not confuse any other ships passing by about the status of the MOB. They must not assume that there is a MOB in the vicinity and proceed towards helping the person when he has already been rescued. Also, one must always wear a life jacket while working, and if one falls overboard, one should not waste energy by thrashing the waves or panicking in the water.

Entries in the Ship’s Logbook hold great legal importance and should be made carefully. Always try to succeed in the first attempt, as even a little delay can cause a human life.

The Williamson Turn

1. Note the position of the ship
2. Put wheel hard over to the side of the casualty
3. After the ship has altered course by about 60 degrees, put the wheel hard over to the other side
4. When the vessel is 20 degrees short of the reciprocal course, wheel on the midship

The Scharnow Turn

1. Put the rudder over hard toward the person
2. After deviating from the original course by about 240 degrees, shift the rudder hard to the opposite side.
3. When heading about 20 degrees short of the reciprocal course, put the rudder amidships so that vessel turns onto the reciprocal course.

The Anderson Turn

1. Stop the engines.
2. Put the rudder over toward the person.
3. When clear of the person, go all ahead full, still using the full rudder.
4. After deviating from the original course by about 240 degrees (about 2/3 of a complete circle), back the engines 2/3 or full.
5. Stop the engines when the target point is 15 degrees off the bow. Ease the rudder and back the engines as required.

Frequently Asked Questions

1. What is the meaning of man overboard?

Man overboard is an exclamation given onboard when a crew member or a passenger falls off the ship into the water and needs immediate rescue.

2. What should a person do if one sees a man overboard?

The person who sees a man overboard should raise the alarm and shout ‘man overboard!’ loud and clear to alert all crew members. They should maintain eye contact with the person who has fallen. If the person is close to the ship, floatation equipment should be lowered in his direction. Otherwise, the rescue team should be deployed.

3. What are the dangers of man overboard?

Man overboard is an emergency situation, and the person overboard should be rescued as soon as possible. It might become difficult to locate him in case of strong waves or bad weather. He could also drown or die of hypothermia if action is delayed.

4. Which manoeuvre of man overboard is an immediate action situation?

The Williamsons turn is a manoeuvre to bring the ship or vessel back under power, back to a point it already passed through, to recover a casualty at sea. It is named after John Williamson, who used it in 1943 to save a person who had fallen overboard.

5. What do you throw to a man overboard?

If the person is close and not wearing a life jacket, then you must throw one at him. Secondly, you could also throw a lifebuoy ring, a horseshoe etc. In such a situation, anything that floats is beneficial.

You might also like to read

•  Important Features of Muster List on Ship & Different Types of Alarms on Ship
• 3 Important Man Overboard Recovery Methods Used At Sea
• Real Life Accident: Man Overboard Buoy Stays On Board
• Facts About Man Over Board Rescue System
• Real Life Incident: Man Overboard Hazard Goes Unnoticed Until Deadly Accident

Disclaimer: The author’s views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used, in the article have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight. 

What is Man Overboard Situation on Ship – Different Ways to Tackle it appeared first on Marine Insight - The Maritime Industry Guide

A maritime emergency at sea does not come with an alarm. Still, ship emergency signals and alarms can help us tackle a crisis or avoid an emergency efficiently and in the right way.

Emergency signals or alarms on a ship are installed all over the vessel’s various systems and machinery to notify the crew about a dangerous situation that can arise from different types of emergencies onboard the ship.

Emergency alarms are of the audible and visual type to ensure that a person can listen to the audible alarm when working in an area where seeing a visual alarm is not possible and vice versa.

It is a standard practice in the international maritime industry to have an emergency alarm on the ship for a particular warning that is similar for all seagoing vessels, no matter in which seas they are sailing or to which company they belong.

This commonness helps the seafarer know and understand the type of warning/ emergency or ship emergency alarm well and help tackle the situation faster.

Related Reading:

7 Most Common Types of Accidents On Ship’s Deck

10 Extremely Dangerous Engine Room Accidents

Types of Alarms on Ships

These are the different types of emergency alarms or signal onboard ship that is installed to give audio-visual warnings:

1) General Alarm:

The general emergency alarm on the ship is recognised by 7 short ringings of the bell followed by a long ring or using the ship horn signal of 7 short blasts followed by 1 long blast.

The general alarm in a ship is sounded to make the crew aware that an emergency has occurred, such as fire, collision, grounding, or a scenario that can lead to abandoning the ship etc.

The vessel general alarm system activation point is located in the navigation bridge. Once the general alarm signal onboard is activated, i.e. seven short one long blasts (7 short 1 long blast), every ship crew must follow the instruction and duty’s listed in the muster list and proceed to the designated muster station.

Action to be taken by the crew once ship general alarm is sounded:

• Proceed to the designated muster stations
• Listen to the Public Addressing (PA) system for the type of emergency (usually announced by OOW, Chief officer or Captain) leading to the general alarm on a ship.
• Once the nature of the emergency is known, the crew member must re-group as per the Squad and take corrective action to tackle the situation as per the muster plan.

Related Reading:

Guide to Handle Different Emergency Situations On Ship

Importance of Fire Drills On Ships

2) Fire Alarm on the Ship:

Whenever there is a fire detected on the vessel by its crew, they should raise the alarm signal onboard ship by pressing the nearest fire switch or by loudly and continuously shouting “FIRE FIRE FIRE”. The ship’s fire alarm signal is sounded as the continuous ringing of the ship’s electrical bell or the continuous sounding of the ship’s horn.

The fire signal must be a continuous blast of the whistle or electrical bell for not less than 10 seconds. However, in most of the vessels, the fire signal is rung continuously on the alarm bell.

Once the master decides to dismiss the crew from fire stations, the general alarm will be sounded three times, followed by three short blasts of the ship’s whistle.

Action to be taken by the crew once the ships fire alarm is sounded:

• Proceed to the fire station
• Confirm the location of the fire
• Perform the duty listed in the muster list as per the team assigned

Related Reading

16 Fire Fighting Appliances and Preventive Measures Onboard Ships

Different Types of Fire Extinguishers Used on Ships

A Guide to Fire Pumps on Ship

3) Man Overboard Alarm:

There have been many situations when a crew working on the ship-side or a passenger in a cruise ship fell in the water at high seas. When a man falls overboard, the man overboard alarm sound signal is activated on the ship.

The MOB alarm signal comprises the vessel’s internal alarm bell for 3 long rings to notify the crew onboard, along with 3 long blasts on the ship whistle to inform the other ships in the nearby vicinity.

A man overboard signal comprising light and smoke can also be mounted in the bridge, attached by the side of the lifebuoy. When thrown in the water, it will emit smoke and light to draw the ship’s crew or other ship around the vicinity.

Action to be taken by the crew once the ships MOB alarm is sounded:

Read – Ways To Tackle Man Overboard Situation on Ship

4) Abandon Ship Alarm:

When the emergency on board ship goes out of hand, and the ship is no longer safe for the crew on board ship, the signal for abandon ship is given verbally by the master to the station in charge of the crew on the ship’s Personal Addressing (PA) system.

More than six short blasts and one prolonged blast on the ship’s whistle and the same signal on the general alarm bell is used as an abandon ship alarm or sound signal onboard the ship. However, the alarm sounded is similar to a general alarm; and everybody comes to the emergency muster station where the master or his substitute (Chief Officer) gives a verbal order to abandon the ship.

Action to be taken by the crew once Abandon ship is announced or sounded:

• Carry your lifejacket/ immersion suit to the designated muster station
• Carry any additional items (Blanket/ ration/ water etc.) as stated under the duty in the muster list
• Avoid taking longer routes and routes going from inside the accommodation to the muster station
• Wait for the master’s order to abandon the ship

5) Navigational Alarm:

In the navigation bridge, most of the navigational equipment and navigation lights are fitted with failure alarms. If any of these malfunctions, a ship alarm signal on the bridge will be sounded whose details (location, equipment affected, type of problem etc.) will be displayed on the notification screen provided on the bridge navigation panel.

Action to be taken by the crew once the navigational alarm is sounded:

• Check which equipment the alarm is concerning to
• Try to locate the fault due to which the alarm is coming
• Rectify the fault or switch the standby equipment if needed

Related Reading

What is Bridge Navigational Watch & Alarm System (BNWAS)?

What is Integrated Bridge System (IBS) on Ships?

6) Machinery Space Alarm:

The ship’s engine room is fitted with different machinery, which is continuously monitored for operation using a control and monitoring system.

The machinery in the engine room has various safety devices and alarms fitted for safe operation. If any machinery malfunctions, a common engine room alarm is operated, and the problem can be seen in the control room alarm panel, which will display the alarm.

Action to be taken by the crew once the engine room alarm is sounded:

• Check which machinery/system the alarm is concerned to
• Try to locate the fault due to which the alarm is coming
• Rectify the fault or switch the standby machinery if needed

Related Reading

12 Ways to Master the Engine Room Watch Keeping Procedure

7) Machinery Space CO2 Alarm:

The machinery space is fitted with a CO2 fixed fire extinguishing system. The audible and visual alarm for the CO2 fixed firefighting system is entirely different from the machinery space alarm and other ship alarm signals for easy reorganisation.

The audible alarms shall be located to be audible throughout the protected space with all machinery operating. The alarms should be distinguished from other audible alarms by adjustment of sound pressure or sound patterns.

The alarm should activate upon opening the release cabinet door, which is used to open and release the CO2 bottle banks.

Action to be taken by the crew once the navigational alarm is sounded:

Read- Crew Action Before Operating Ship’s CO2 Fire Extinguishing System

8) Cargo Space CO2 Alarm:

The ship’s cargo spaces are also fitted with a fixed firefighting system that has a different alarm when operated. The audible and visual alarm for the CO2 fixed firefighting system is entirely different from other ship alarms; the audible alarm should be distinguished from other ships’ alarms by adjusting sound pressure or sound patterns.

Action to be taken by the crew once the navigational alarm is sounded:

• Take a headcount of the crew
• Ensure the cargo hold is sealed and no crew is inside
• Ensure all the ventilation systems for the cargo hold are shut

Related Read: 8 Mistakes You Should Never Make While Handling CO2 Fire Fighting System

9) Ship Security Alarm System:

As per the SOLAS Chapter XI regulation XI-2/5, all ships shall be provided with a ship security alert system. The Ship Security Alarm system (SSAS) is silent sounded in a pirate attack emergency. When the SSAS is activated, no alarm is sounded on board the ship nor alerts other vessels in the vicinity. Instead, this signal notifies different coastal authorities or competent authorities whose proximity to the ship is presently operating via a global satellite system to inform about the piracy.

Different Alarm signals of the vessel are clearly described in the muster list and the action to be carried out so that all the crew members can perform their duties within no time in an actual emergency.

It is of extreme importance that a seafarer knows the different types of alarms in a ship and recognise which emergency it represents.

Related Read: 

• The ISPS Code For Ships – An Essential Quick Guide
• What is Bridge Navigational Watch Alarm System (BNWAS)?
• Bridge of a Ship: Design And Layout
• Different Entries To Be Made In Bridge Log Book of The Ship
• Sprinkler System: Automatic Fire Detection, Alarm and Extinguishing System on Ship

Disclaimer: The authors’ views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used, in the article have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight. 

Different Types of Alarms on Ships appeared first on Marine Insight - The Maritime Industry Guide

An immersion suit is a body covering suit worn specifically for flotation and survival during emergencies on high seas. This suit is, therefore, also known as a survival or rescue suit, used during commercial operations. In today’s times, an immersion suit is one of the necessities on ships and oil rigs, considering the protection needed from cold water, rough seas and dangerous situations.

Hence, all sailors, commercial fishermen, and crew members onboard cargo vessels maintain their immersion suits, which offer better visibility and prevent them from drowning. It also provides hypothermia protection and saves from extremities as it is made of waterproof material. Some suits have harnesses and offer ankle adjustments or a better fit.

Immersion suits are generally made of neoprene, a type of rubber that is completely waterproof and can withstand extreme temperatures of water and fire. The immersion suit fits the person’s body without exposing any part to the water. It also has a protective hood to cover the head and comes along with protective gloves. Hence, it provides warmth to the body while its inflatable head pillow and air bladders increase buoyancy.

Maintenance of immersion suits is a must. Regular inspections should be done, and suits must be checked thoroughly for any holes, tears etc. Their inflatable hoses, zipper, straps, mitts and face shield should also be checked. If they had been in salt water, they should have been rinsed with fresh water and left to dry, but not in direct sunlight.

A rescue suit is designed mainly in two colours – red and orange. Both the colours are kept bright (fluorescent) so that the suits can immediately attract the attention of paramedics or rescue aid.

The following are the SOLAS Regulations for Immersion Suits; to know how many immersion suits are present onboard a ship, one should refer to the “fire control and safety plan“:

• Each person on the ship must have an immersion suit. Also, extra immersion suits should be provided for the watchkeepers
• Immersion Suits may be of the kinds that are Insulated, Un-insulated, or wearable with a life jacket (all should have sufficient buoyancy)
• Made of waterproof material
• Internationally RED in colour, which is highly visible. Note that most other LSA equipment is bright ORANGE.
• The immersion suit should be unpacked and donned within 2 minutes without any external help or assistance.
• The individual must jump from a height of at least 4.5 meters into the water without injury to life or damage to the immersion suit.
• The suit should be able to cover the whole body except the face. Hands should be covered unless permanently attached gloves are provided
• Retro-reflective tapes must be fitted.
• It shall not sustain burning or continue to melt after being enveloped in a fire for 2 seconds.
• Everyday work must be able to be carried out upon wearing
• The wearer should be capable of climbing up and down a vertical ladder of at least 5 meters in length
• The wearer must be able to swim a short distance
• The immersion suit is worn in cold weather when the temperature is below freezing.
• The suit does not allow the body temperature to drop by more than 2 degrees when immersed for 6 hours when the water temperature is between 0 and 2 degrees.
• The wearer of the suit, with or without the lifejacket, shall be able to turn from a face-down position to a face-up position in less than 5 seconds.
• If a lifejacket is required along with the immersion suit, it should be worn over it without assistance.

Types of Immersion Suits

There are three types of immersion suits. The main types can be described as follows:

• The first type of survival suit is worn by fishermen who fish in frigid temperatures. These fishermen keep wearing the immersion suit continuously to ensure their bodies do not lose heat and are constantly kept warm and insulated.
• The second type of rescue suit is the one that is kept on all ships, boats and oil rigs. It is a compulsory requirement without which workers cannot be expected to work on the ship or oil rigs.
• The third and final type of immersion suit is known as the Inflatable Immersion Suit. But unlike the two previous immersion suits, this rescue suit does not fully cover the person’s body. The inflated case only covers a person’s hands and legs, thus helping keep the person afloat and safe in emergencies. Because of the compactness of the case, this suit is more accessible to carry and transport than the previous two suits mentioned.

Particular immersion suits are also inbuilt with an emergency torch, a whistle and a tagline that can be attached to the case of the person who is being rescued. This tagline, also known as the buddy line, is provided to ensure that everyone is together and no person gets lost while in the water.

The technology in creating and developing an immersion suit has come a long way. In the days to come, even more advancements will continue to make the application more successful than it is.

Anti-Exposure Suits

To know the number and location of the anti-exposure suits, refer to the “fire control and safety plan.”

• Made of non-flammable and waterproof material
• International ORANGE in colour, which is highly visible
• The suit should be unpacked and donned within 2 minutes without any external help or assistance
• The suit shall make the wearer capable of jumping from a height of at least 4.5 meters into the water without any injury to life or damage to the suit
• Covers the whole body except the head and hands. Gloves and hood shall be provided for usage with the suit
• Equipped with a pocket to place the handheld VHF transceiver
• It has a lateral field of vision of 120 degrees
• It shall not sustain burning or continue to melt after being enveloped in a fire for 2 seconds.
• Everyday work must be able to be carried out upon wearing
• The wearer should be capable of climbing up and down a vertical ladder of at least 5 meters in length
• The wearer should be able to swim through water for at least 25 meters and board a survival craft
• The suit does not allow the body temperature to drop by more than 1.5 degrees per hour for the first 30 minutes when the water temperature is 5 degrees
• The wearer of the suit, with or without the lifejacket, shall be able to turn from a face-down position to a face-up position in not more than 5 seconds

Thermal Protective Aids

Check the “fire control and safety plan” for the number and location of the TPAs.

• Made of non-flammable and waterproof material
• International ORANGE in a colour that is highly visible
• TPA should have a thermal conductance of not more than 7800 W/m^2.K
• The TPA shall reduce the convective and evaporative heat loss from the wearer’s body
• TPAs should function in air temperatures between -30 to +20 degrees
• The wearer shall be able to remove the TPA in water within 2 minutes if it impairs the wearer’s ability to swim
• It covers everything but the face
• The TPAs should be such that they are unpacked and easily donned without assistance in a survival craft or a rescue boat.

The third mate must ensure regular checks are carried out on this imperative equipment to function as needed under unfortunate circumstances.

Frequently Asked Questions

1. What do immersion suits do?

An immersion suit covers the entire body and is worn by mariners, sailors and commercial fishermen to remain afloat during seas emergencies. Hence, it is also known as a survival suit or rescue suit.

2. How long can you survive in immersion suits?

According to SOLAS/LSA provisions, the immersion suit should meet the given safety and performance requirements, including no more than two minutes of donning time, impact protection of up to 4.5 m and hypothermia protection for 6 hours.

3. What are the types of immersion suits?

Immersion suits are of two kinds, work suits worn by personnel on high seas for longer periods and survival suits worn during times of emergency.

4. How often do immersion suits need to be serviced?

Immersion suits are essential safety equipment and should be maintained well. An immersion suit over ten years of age should be serviced annually at an authorised service station.

5. Do we need a life jacket with an immersion suit?

No, we do not need a life jacket inside an immersion suit. It is designed to be worn without a lifejacket and has a light and whistle, complying with the requirements of life jackets.

You may also like to read:

• How to Buy an Inflatable Life Raft? 
• Types of Hulls Used For Vessels
• Types of Life-Saving Equipment Onboard Ships
• Describing Different Parts of SCBA
• Survival at Sea: How to Stay Afloat in Water?

Disclaimer: The authors’ views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used, in the article have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight. 

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One of the most vital aspects of trading with tanker ships is loading and unloading of the cargo with utmost safety and efficiency, without polluting the marine environment.

Safety of cargo operation implies and includes pre-planning of the cargo before the quantity is nominated and the fixture (Consists of approximate quantity and nomination of cargo, including details of charter parties, load port and disport particulars) is made.

Efficiency of the cargo operation emphasize on nil or minimum quantity of cargo ROB (An abbreviation used to state quantity of cargo remaining onboard) after discharge and also on optimum procedure of loading or unloading of cargo operations as per vessel and terminal’s limits notwithstanding the safety aspect.

Cargo Pre-loading Preparation

Charterers, before fixing a vessel on a particular voyage, generally ask for quantities of cargo the vessel can load. Few relevant points are to be practiced by the shipboard staff involved with the procedures.

•  While advising the charterers about the maximum quantity to be loaded, the quantity must be in compliance with company requirements if any.
• The quantity to be loaded must be evaluated against the damage stability conditions of the ship and for compliance with minimum stability requirements for tankers.
• Load line zones throughout the voyage to be checked for maximum loadable quantity. Sometimes vessels load in summer zone and pass through winter zone. Hence considering winter zone transit in mind, quantity of cargo to be loaded must be ascertained.

• The voyage instructions must be checked for full details of nominated cargo including quantity, quality, carriage and discharge. If relevant details are missing, charterers can be asked to provide them.
• The vessel must be able to maintain any segregation requirements for different grades throughout the voyages. This includes vapor segregation too. Instructions for segregation are provided by charterers. E.g. segregation of Naptha and Jet Oil or certain dyed Gas Oils require segregation of vapors as well due to difference in Sulphur Content.
• Suitability of cargo tanks is a major issue with carriage. Certificate of fitness which is issued to tankers that can carry particular types, nature and grades of cargo , determines whether a vessel is fit to load a particular type and category of cargo or not. Tank coating and material plays an important role in determining this. E.g. certain paints used as tank coating react with cargoes and lead to contamination.
• All cargo tanks and lines must be prepared to load suitable cargo. Wash water or remains of previous cargo must be completely removed from tanks and lines. E.g. Some type of cargo like jet fuel can get contaminated by water .Surveyor can reject a vessel for loading if they find any remains of wash water or previous cargoes.
• Some cargo like various grades of crude oils, laguna etc. require heating. The instructions for the same are provided by charterers. Vessel needs to study these instructions carefully to ascertain if the vessel can comply with these instructions for appropriate carriage throughout the voyage and efficient discharge. If any queries, doubts arise same must be notified with the charterers. Eg. Few terminals in UK or US do not accept cargoes if they are found at temperatures above or below that specified in the voyage orders or as per charterer’s instructions.

• During the entire voyage if cargo heating is required during the loaded voyage, the temperature of lower, middle and bottom of the tanks must be recorded along with daily ambient temperatures of air and sea.
• Various crude oils require COW (An abbreviation used for Crude Oil Washing). The cargo must be checked for suitability to COW. Also the requirements of terminal must be noted with regards to COW.
• The density of cargo should be checked carefully and examined for the maximum allowable capacity of tanks. In any case it should not exceed the maximum weight designed for ship’s tanks.

The ullages to be loaded should be determined as under:

The maximum quantities to be loaded should also take into considerations air and sea water temperatures, which play an important role in changing the volumes of cargo inside the tanks, especially when tanks are loaded above 95%. E.g A ship loading in Russia and Unloading in Persian gulf must consider the fact that the range of temperature difference of cargoes at load port and discharge port can get as high as up to 40 – 50 degrees in extreme cases.

These are some of the important points to be kept in mind before answering or committing cargo quantities to charterers for a hassle free and loading, safe carriage and discharge of cargo, and for avoiding delays and exorbitant claims involved.

The above list is not exhaustive as tankers carry a varied range of crude oils, allied products and chemicals. Each cargo has its own peculiar characteristics and chemical nature thus requiring precautions and handling as per the same.

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Working together and in coordination with each other is important for smooth functioning of any industry. Information exchange system is one way of doing that. Through effective communication between various entities of an industry, there is a flow of knowledge which prevents stagnation from seeping in. It is no surprise that information exchange in maritime industry happens to be just as important.

Some experts believe that importance of information exchange somehow becomes even greater due to the global implications of information. In marine industry, this can be done through several ways.  Moreover, there have also been information exchange events like GMISS (the Global Maritime Information Sharing Symposium) which aims for efficient exchange of ideas. This is why an efficient information exchange system is the key to smooth functioning of entire marine industry.

We enumerate some important benefits of information exchange in the maritime industry.

1.Better coordination

Information exchange allows a better coordination between ships which is needed no matter for what purpose the ship is sailing. It is due to importance of coordination in marine industry that even more efforts are being made at developing an information exchange system that will allow greater coordination.

Such a system would include features like Virtual Regional Maritime Traffic center, the Maritime Safety and Security Information System, the Long Range Identification and tracking and the Regional Co-operation Agreement on combating piracy and armed robbery. Such a system allows coordination in every situation from planning a transit through a narrow region to warding off a piracy attack.

2.Greater safety of ships

An effective information exchange system allows better coordination between the ships, hence greater safety of ships. In case of maritime accidents, this efficient system will allow rapid information exchange which will help reaching the ship in trouble sooner.

Especially in case of maritime accidents like grounding of a ship or a pirate attack where it becomes difficult for a ship to communicate on its own, an information exchange system can be very helpful

3.Improved trade

A better information exchange system would improve the scope of trade globally. The shared information here could include cargo information about ships leaving from various ports, connecting ships scheduling etc. which will mean ships can communicate better and trade can improve.

4.Sharing information and experiences

Through maritime information exchange, there is not only exchange of knowledge but also of valuable experience. This will allow mariners to learn from each other’s experience, getting precious details about expeditions other mariners have been on like handling various maritime accidents, running into unexpected situations etc. and add more to their knowledge.

Allowing a proper threshold for such information exchange in maritime industry can open up gates for better learning experiences for mariners.

5.Better trade options

An information exchange system can be a single international organization that will regulate information and make it available to one and all, making important piece of knowledge known while keeping the other sensitive bits in safety. The main idea behind such a system is the scope of better trade options.

An internationally maintained organization will be the centre point of flux of all the information and will make trading smoother. That way, ships can communicate directly, sharing their information through a single body. This can open up a lot of trading options which sometimes may not be recognized due to lack of information.

6.Discuss problems and views about current issues

Information exchange events organized all over the world are the perfect opportunity for seafarers and shipping from all over the world to discuss their problems. At a recent maritime information exchange vessel operator’s meeting, everything from marine environment to maritime accidents to specific and future threats to marine industry was discussed. This constructive flow of information surely helps all shipping companies present in terms of their future planning and present management.

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A ship always has hazards around her while she sails across the sea. Most of these dangers belong to the troubling waters and the weather conditions outside. Heavy weather overhead and lightning are a big part of these elements too. Hence, it is critical to understand how ships are protected from Lightning incidents.

Many risks originate from such incidents of the loose electrical outbreak of any nature. However, lightning is not the only electrical hazard present for ships to deal with. Many short circuit incidents prove to be life-taking for seagoing vessels every year.

More than 1,200 electrical accidents and incidents of major and minor nature occur every year. Under such conditions, the ships earthing systems installations become essential for every size of the vessel. Such systems protect the internal electrical hazards and also any external electrical risks too.

The article explains how modern-day ships exhibit their ability to deal with Lightning incidents. It also includes their earthing design and how the neutral system works onboard. We also identify the probable risks if such incidents or the current breaks happen too often.

Ships Earthing System Working

The purpose of an Earthing connection on the electrical systems is to handle the flow of leaking current. Any waste charge flows through these connections, saving the equipment and the lines. It resolves the possible hazards that come from such an outbreak.

A current break or leak can occur from different sources, a few of which include:

• A glitch or cut in the wire or transmission lines leading to the electrical leaks
• A piece of faulty equipment such as broken motor winding
• A fault in the circuit breakers or the electrical panel leading to a major current surge

Nature of Ship Earthing Design

Cargo and Passenger ships earthing systems are insulated neutral, in contrast to the land designs of earthing neutral. It means that the neutral does not have direct tapping to the earth and has an insulating nature.

Hence, there is no direct pathway for the leaking current to flow to the earth. Despite this, ships adopt the insulated neutral design because of their critical operations.

On the land, a single earth fault of severe kind can cause the equipment to trip. It happens because the earthing connection allows a simple route for the current to flow, leading to a surge.

However, ships do not want their essential machinery to stop working under critical situations. Such lapses will lead to loss of propulsion, electrical power supply, or other incidents. These faults lead to navigation accidents and loss of cargo operations under serious situations.

Steering gear, navigation radar, fire pumps, and engine controls are highly critical equipment. Hence, the insulated neutral allows the machinery to work with one fault across the line.

Earth Fault Monitoring

A trip will happen when there is another earth fault across the other line, leading to interference. The two separate faults across phases cause the current flow to interfere in a hazardous manner.

Moreover, the higher number of machinery within a ship gives rise to more possibilities of earth faults. However, a short circuit is critical and does not usually occur because of the monitoring systems.

The monitoring system indicates the magnitude of the earth-fault for an initial idea. It helps the engineers on board to detect and isolate the faulty line and the equipment.

While the zones or equipment are not detectable, the step-wise fault-finding allows corrections. The indicating needle moves between 0 to infinity, depending on the occurrence of the fault. Hence, the earth fault correction and repairs take place to prevent any accidental trip.

Possible Risks

In the event of breakages within ships earthing systems, many risks loom large. The most severe situations coming from the possible earth fault and trips will be:

Fire Hazards

These can be from the possible sparks that result from the wires or the loose connections. Moreover, the overheating of systems before the equipment trip can result in fires too.

Fires are the scariest of shipboard risks due to their engulfing nature. The critical elements onboard do not have any other means of substitution. Once these systems catch fire, the total loss of ship control and accident becomes inevitable.

Short Circuit

The short circuit originating from these faults is a risk to the equipment. Under changing conditions, the short-circuit can lead to complete breakdown and failure too.

While there is protecting equipment in the line, a saving action does not guarantee from them. The rapid surges can also lead to overload trips or blackouts which becomes a threat to stability.

Life Threat

A fault in the earthing system creates a live nature of the current passage. It means any contact with the naked limb will give an easy way for current.

The current creates a shock leading to cardiac arrest or permanent damage to the body part. Almost 1400 incidents of varying nature of electrical shocks occur on ships every year.

Lightning Protection of Ships

To understand how ships are protected from lightning, the probable effects are equally important. It includes the understanding of the nature of lightning bolts and how they disturb the vessels. Moreover, the possible outcome of these lightning strikes and their hazards are equally important.

Lightning at Sea

The lightning and thunder at sea need a path of movement like on land. During storms, the clouds have a changing polarization within themselves. It leads to the separation of charges, with the electrons at the bottom half.

These negative charges are ready to combine with the positive polarity of the land surface. Hence, a lightning bolt comes out as a way of dissipation of this energy into the Earth.

These thunderbolts look for an easy way out at sea for the flow of this charge too. It means any conducting surface present above the water will provide lighting with an easy way out.

Ships as Conductors

Since current seeks the best and shortest route to ground, the conductors come into play. The nature of the charges to find the best way amplifies in the presence of such bodies. Hence, the floating ships with an all-metal design become the perfect conductor.

Moreover, the height of the ship along with the mast is several meters over the water surface. Hence, this path presents a better trajectory for the lightning instead of the air passage. In such conditions, the absence of preventing equipment positions vessels as an ideal conductor of lightning.

Damages From Lightning

If ships do not have a protective system for lightning, there will be severe results. The damages do not happen to machinery or equipment but to the people on board too.

Sensitive Systems

Navigation equipment and communication systems onboard ships operate at relatively low voltages. It means any surge in the power supply can severely damage them or make them useless. Moreover, errors in the signal can originate from such interference too.

Lightning strikes of any magnitude will result in voltage surges at these terminals. It will spoil the equipment or create short circuits, causing risk to navigation safety.

The radar mast, radio antenna, and GPS positioner also fall in the line of action. These instruments have maximum exposure to lightning and are at most risk.

Human Life

The systems leading to how ships are protected from lightning have a high focus on human lives. Any electrical shocks act as a life-ending impact on the human body. Hence, lightning needs to dissipate into the surroundings before it contacts the people onboard.

It includes any small residual current from the lightning in the hull. Moreover, it can also cause damage to the vulnerable property available on the ship.

Fire

The sheer impact of a lightning strike causes enough charge movement in a definite time. It creates a volatile environment, leading to fires on board in the region of the impact. Such fires are uncontrollable out at sea when the equipment is out of service after the strike.

Lightning Protection Equipment Requirements

The lightning protection system onboard a vessel contains multiple layers of protection equipment. These elements play different roles in the overall safety protection of a ship against lightning.

Direct Strike Protection

The damages and impact of a direct lightning strike are the sources of lightning hazards. Hence, the protection system needs to mitigate the bolts while contacting the ship’s surface. Moreover, the system needs to move the lightning at one point instead to protect the other areas too.

Surge Protection

A surge in the voltage causes critical components of the vessel operation system to go ineffective. Hence, the lightning protection setup needs to account for surge protection with the bonding arrangement. It also includes the diversion of the lightning strikes to a safe zone onboard for further handling.

Flashing Safety

The side risk of a lightning incident onboard is the arc flashes on the systems. These will instantly lead to fires or blasts in the nearby area, causing fatalities and losses. Hence, direct bonding arrangements for all the equipment to a common point becomes essential.

Life Protection

The dissipation of lightning into the hull will impact the people on board with immediate shock. These shocks will range up to several thousand volts, immediately killing everything in sight. Hence, proper grounding arrangement for all the accommodation and other spaces takes care of this hazard.

Lighting Protection Installation

The lightning protection installation systems are the best explanation of how ships are protected from lightning. The installation starts at the top of the monkey island from the radar mast, progressing towards the hull. The critical elements handle lightning from the time of contact up to its final mitigation.

Air Terminal Installation

The air terminal at the mast will be a single rising element with additional electrodes as a cluster. The element gathers the lightning and directs it towards a safe zone for grounding into the electrodes. The voltage rating of these terminals goes up to 500-750 kV for modern systems.

While the main body is of steel, the inside consists of a series of resistors to lower the intensity. The outer shielding consists of a fibreglass rod that shields the inner elements. These are secured onto the mast base with the help of U-bolts and a rubber clamp for security.

The air terminal further connects to the bonding cable that carries the lightning safely into the water. The crucial components of this unit summarize into:

• Upper termination Unit
• U-clamps
• Fiberglass rod
• Lower Termination Unit
• Bonding Conductor

Bonding Cable

The bonding or the shielding cable connects the air terminal to immersing clamp that acts as ground screws. The high voltage cable contains multiple layers of sheathing and a rating of 1.25 times the air terminal. It ensures the safe handling of any transient surges for safely dissipating them in the water.

Surge Suppression Unit

The Surge suppression unit contains individual breakers and fuses, and the interconnection to a surging box. These contain single-phase and 3-phase power supply protection kits of different ratings. A common example is that of the trademark 3DR100KA-385-NE100 surge protection setup.

The surge protection box also has connections from several critical elements. These wires are of the equivalent rating for the shielding cable. The cables further connect the box to the single bonding point for the grounding of the lightning into the water.

Bonding and Earth Discharge Connection

The bonding and earthing arrangements vary as per the size and nature of the vessel. An oil tanker bonding screw at the hull is different from that of a bulk carrier. A simple silicon or bronze screw electrode has a higher rate of reduction in comparison to other designs.

These bonding connections are the final point of contact where the lightning safely dissipates into the water. Hence, the safe passage of lightning finally ends with grounding into the sea.

Ship Earthing and Lightning Protection

Ships earthing systems design and the lightning protection system play critical roles in safety. Catastrophic incidents of marine pollution, ship sinking, and loss of life are avoidable with these installations.

Each vessel has a particular choice of installations, with variations in the makers too. However, the basics of lightning handling through a safe passage and finally into the water remains constant.

With the increasing sensitivity of equipment and the importance of human life, lightning protection is always critical. All these arrangements in place lead to a safer and more efficient shipping operation future.

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• Titanic vs Modern Cruise Ship: How Ships Have Evolved 
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• Video: Why Are Ships Referred To As “She”?
• Video: Why Are Cruise Ships White?

Disclaimer: The authors’ views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used, in the article have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight.

How Ships are Protected from Lightning – Ships Earthing System appeared first on Marine Insight - The Maritime Industry Guide