MER-Jan-13

Marine Engineers Review (India) January 2013 www.imare.in 1

2 Marine Engineers Review (India) January 2013 www.imare.in


Printed, Published and Edited by Mr. Indra Nath Bose on behalf of The Institute of Marine Engineers (India).Published from 1012 Maker Chambers V, 221 Nariman Point, Mumbai – 400 021, and Printed from Compact Photo Offset, 116 “Shriniwas”, Behind Gograswadi, Dombivli (E) – 421 201. District Thane

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Marine engineers review (india)Journal of The Institute of Marine

Engineers (India)

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JANUARY 2013

Editorial Board Indra Nath Bose, S. K. Bhalla, J. K. Dhar, J. K. M. Nair

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Editor : Indra Nath Bose

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Editorial 5

Energy Savings And GHG Reduction On Board 7 The Ships Through Energy Audits

2013-Shipping Outlook 9

Environment Changes Needed In Maritime Training! 10

Branch News 13

Shipping News 17

Revised Garbage Discharge Regulations for Ships 19 Simplified overview of the discharge provisions of the revised MARPOL Annex V (resolution MEPC.201(62))

Identification of key technical measures for improving 21 energy efficiency of ships and to achieve required Energy Efficiency Design Index (EEDI)

Boiler Survey Preparation And Procedure 37

Manhole covers: expensive failures in basic procedures 43



From the Editors Keyboard... ... ...

For a long while, most people believed that the oceans could

absorb anything that was thrown into them, but this attitude has changed along with greater awareness of the environment. Many items can be degraded by the seas - but this process can take months or years, for example, 2-4 weeks for a piece of paper, 3-14 months for a rope, 13 years for painted piece of wood, 100 years for a tin can, 200-500 years for an aluminum can and 450 years for a plastic bottle.

Fish and marine mammals can in some cases mistake plastics for food and they can also become trapped in ropes, nets, bags and other items. Many types of garbage from ships can be just as deadly to marine life as oil or chemicals due to their various injurious or adverse effects on marine organism. Some of them cause cancer, deform body parts, affect reproductory capability.

The world’s oceans cover 70% of our planet. The health of our ocean, land and people are all linked together. It is the responsibility of all of us to protect and preserve that environment.

It is clear that a good deal of the garbage at sea comes from people on shore - from towns and cities that dump rubbish into rivers or the sea but some are also discharged from ships.

Revised Annex V of MARPOL Convention governing discharge of garbage at sea has entered into force from 1st January 2013 which makes it illegal to dump overboard almost everything that constitutes garbage, including dunnage, in waters anywhere in the world. The only materials that can be dumped overboard fall within half a dozen broad categories that include food waste, only those dry cargo residue and cleaning agents categorized as not harmful to marine environment, and carcasses of animals that died during the voyage. All other “stuff” must compulsorily be kept on board to be handed over to the shoreside reception facility.

In terms of environmental management, one of the main areas of attention for today’s ships will be the reduction and overall elimination of waste generation at sea. Returning the packaging material to suppliers, whenever possible, ensuring use of reusable dunnage and generally not taking on anything that could eventually become garbage, are the key elements in garbage management.

However, waste will still be produced onboard. The objective then is to ensure that the minimal amount of waste that is produced is disposed of in a sustainable and environmentally sound manner. And this is where the port sector comes into play. For the shipping industry, the key to ensuring nothing ends up in the ocean is ashore.

This solution is simple in concept but clearly complex in execution. To provide an adequate facility in every port to ensure all the ships calling there are able to dispose of their wastes while delivering their cargoes should not in theory be a problem.

With some logistical, practical and operational planning, combined with a strong political will, the establishment of port reception facilities can be realized. In Europe, the European Maritime Safety Agency (EMSA) has been giving some teeth to the European Directive 2000/59EC on the provision of port reception facilities by taking port states to court when deemed not to be providing adequate facilities.

Waste may sound a boring concept, but one only needs to imagine the awful situation on board any ship where wastes have piled up due to lack of reception facility and become a serious health issue. Many ships will be unable to handle the amount of garbage requiring incineration, and many ports will be unable to handle the dunnage, residues and wash water of residues of cargo considered harmful to marine environment suddenly foisted on them without big investments and planning.

If port states required trade and were prepared to invest in the establishment of ports, berths and terminals, then the least they can do is to service those same ships with the necessary equipment to allow them to meet the requirements as specified in the globally binding antipollution legislation.

Once we have the facilities in place the industry can meet its zero pollution objectives. This in turn will provide further creditability to shipping as the greenest mode of transport.

Marine Engineers Review wishes all its readers a very happy, peaceful and prosperous New Year.

I. N. BoseHon Editor - [email protected]


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Energy Savings And GHG Reduction On Board The Ships Through Energy

AuditsBy Hari K. Taneja*

* The Author is the former Chief Executive of Indian Register of Shipping and former President of the Institute of Marine Engineers (India).

All views expressed in the Article are his owned personal views.

With the introduction of Ship Energy Efficiency Management Plan for all existing and new ships engaged in transport work with effect from 1st January, 2013, it will become incumbent upon all shipboard and shore based management teams to explore all practical and cost-effective avenues for implementing following measures either individually or cumulatively:

• Limiting the use of fossil fuel derived energy in the operation of various machineries installed on board including provision for:

• Minimizing energy wastage;

• Promoting energy efficiency awareness;

• Implementing vessel and voyage energy strategies to minimize energy wastage;

• Promoting, where possible, co-operation between charterers and port authorities to facilitate energy efficient operation.

It has been suggested by many experts that in the first step it is best to identify simple improvement measures and those requiring no or low cost items. In the second step improvements in systems and if deemed appropriate, investments in energy saving technologies with short payback periods may be considered. Finally, if deemed appropriate, investment in technical measures for large improvements in hydrodynamic of hull and propulsion efficiencies may be considered. The idea is to pluck low hanging fruits first.

One cannot find a fault with the step-by-step approach suggested above. While it will not be difficult to pluck the low hanging fruit in the first step by using the expertise of technical and operations personnel in the company, it may become increasingly difficult to identify energy saving strategies in the second and subsequent steps through the use of internal resources. It is therefore suggested that as we proceed further into our quest for energy savings and energy efficiency on ships, we should consider using energy audits through internal and external resources.

WHAT IS ENERGY AUDIT?

The energy audit is a feasibility study. For it not only serves to identify energy use among the various operations and to identify opportunities for energy conservation but it is also crucial first step in establishing an energy management program. The audit will produce the data on which such a program is based. The report of the audit will reveal to the owner, manager or management team of the ship the options available for reducing energy waste, the costs involved, and the benefits achievable from implementing those energy conserving opportunities (ECOs).

STAGES IN ENERGY AUDIT PROGRAM.

Energy audit may range from a single walk-through survey at one extreme to one that may span several phases. These phases include a simple walk-through survey followed by monitoring of energy use on the ship and then model analysis using computer simulation of ship operation. The complicity of the audit is therefore directly related to the stages or degree of sophistication of the energy management program and cost of the audit exercise.

In order for the energy audit to be successful it should be carried out in holistic systematic manner for all the ship’s energy producing and energy consuming systems. It should target the areas where energy can be saved and identify the corresponding corrective action. Since an audit can result in reduced exhaust emission, it will help increase the sustainability of ship operations and support the ship operator in complying with environmental best practices.

TECHNICAL AND NON-TECHNICAL ASSESSMENT

A ship performance is normally only partially tested and verified during commissioning trials. However, under normal operations, overall ship performance is influenced by the number of technical and non- technical factors.

Technical factors include the condition of the hull and main and auxiliary machinery, sea and ambient conditions,

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and ship and machinery control settings. Non-technical aspects relate to how the ship is utilized and operationally managed.

The energy audit will examine all the technical and non-technical factors to identify areas of inefficiency and propose technically flexible and cost-effective corrective actions.

ENERGY AUDIT PROcESS

Energy audit is carried out through a combination data analysis, review of the operational processes and a shipboard audit. Data collection and analysis is performed in order to gauge ship and machinery performance characteristics, for comparison to baselines. This process identifies a set of opportunities for saving energy. A next step in audit process is a shipboard audit. A shipboard audit has three main objectives:

• To assess the status of ships and its major machinery;

• To assess the ships operational management processes; and

• To validate the quality of measured data.

It may incorporate a wide range of technical assessments, including:• Ship performance (hull);• Main engine performance;• Auxiliary engine performance;• Auxiliary load balance;• Fuel quality and fuel supply system;• Management of ships operations;• Lighting systems;• Rotating machinery;• Boiler, steam and compressed air system;• HVAC system;• Equipment retrofit;• Personnel training.

ENERGY EFFICIENCY ACTION PLAN

The outcome of the shipboard audit is a specific list of energy efficiency actions and objectives. Each of these objectives is then analyzed, from both a technical and an economical point of view, in order to demonstrate which ones are economically feasible and cost-effective by carrying out cost-benefit analysis and where appropriate working out the pay-back periods and Internal Rate of Return (IRR). The ultimate result: a detailed and tailored action plan to help the owner and manager to reduce the fuel consumption, cut greenhouse emissions, and increase efficiency.

NEED FOR ENERGY AUDITORS

While low hanging fruits can easily be plucked through the

existing technical expertise normally available in a shipping or ship management company, higher energy saving can only be achieved through the use of systematic energy audits conducted by trained and qualified energy auditors.

BUREAU OF ENERGY EFFICIENCY (a statutory body under the Ministry of Power, Government of India)

The Government of India set up the Bureau of Energy Efficiency (BEE) (website : http://www.bee-india.nic.in ) on 1st March 2002 under the provision of Energy Conservation Act, 2001. The mission of the BEE is to assist in developing the policies and strategies with a thrust on-self regulation and market principle, within the overall frame work of Energy Conservation Act, 2001 with prime objective of reducing energy intensity of Indian economy.

Since its formation in 2002, BEE has done excellent work in reducing the energy intensity of the Indian economy through many initiatives taken by it. One of these initiatives that has made significant contribution in this regard is the publication of four important books on the subject of energy auditing the details of which are given below. These books can be downloaded from the website of BEE free of

cost. Holding examinations for energy managers and auditors and certifying those who pass the energy audit examination is another important initiative. BEE also maintains a list of energy managers and auditors in the country.

LIST OF BOOKS AVAILABLE ON BEE WEBSITE

Book 1 : General Aspects of Energy Management and Energy Audit;

Book 2 : Energy Efficiency in Thermal Utilities;

Book 3 : Energy Efficiency in Electrical Utilities;

Book 4 : Energy Performance Assessment for Equipment and Utility System.

cONcLUDING REMARKS

It is the considered view of the author that the practicing marine engineers with their knowledge, qualifications, experience and background are an ideal material to become energy auditors provided they study these books carefully, undertake the energy auditors and managers examinations and pass the same conducted by BEE. This can open up new avenues for marine engineers who wish to work ashore. Those marine engineers who are interested in taking up energy audit as a profession may visit the website of BEE.

The author would go further to recommend to the Chief Surveyor in the DGS’s office:

• to include the study of energy savings and energy audits in the curriculum of Certificates of Competency for Engineers;

• Establish closer liaison with BEE.

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Revised Garbage Discharge Regulations for Ships

(Extracts from Australian Maritime Safety Authority Marine Notice 6/2012)

The purpose of this Marine Notice is to advise ship owners and operators of new requirements, to come into effect from 1 January 2013, that will prohibit the discharge of garbage waste into the sea from ships, except in very limited circumstances.

The Marine Environment Protection Committee (MEPC) of the International Maritime Organization (IMO) has developed amendments to Annex V of the International Convention for the Prevention of Pollution from Ships (MARPOL). These amendments were adopted at the 62nd session of the MEPC in July 2011.

Discharge of garbage

The new regulations will prohibit the discharge of garbage into the sea, except in the following limited circumstances, which will only apply while the ship is “en route”:

• at least 3 nautical miles from the nearest land for food wastes which have been passed through a comminuter or grinder. Such comminuted or ground food waste is to be capable of passing through a screen with openings no greater than 25mm;

• at least 12 nautical miles from the nearest land for food wastes that have not been treated by passing through a comminuter or grinder;

• at least 12 nautical miles from the nearest land for cargo residues that cannot be recovered using commonly available methods for unloading. These cargo residues are not to contain any substances classified as harmful to the marine environment, taking into account guidelines that are currently being developed by IMO;

• cleaning agents or additives contained in cargo hold, deck and external surfaces wash water may be discharged into the sea, however these substances must not be harmful to the marine environment, taking into account guidelines currently being developed by IMO;

• animal carcasses may be discharged into the sea providing the discharge is as far as possible from the nearest land, taking into account guidelines that are currently being developed by the IMO.

A further notice will be issued in 2012 once the various guidelines mentioned above have been completed and circulated by the IMO.

The major change will be that ships will no longer be able to discharge paper, cardboard, wood,

packing materials, dunnage, glass, metal, crockery, incinerator ash or similar refuse at sea at all.

It will not be mandatory to offload waste in every port of call. If appropriate storage is available on board a vessel it may retain waste onboard for bulk disposal at a particular port.

As previously provided, exceptions in the regulations continue for:

• the discharge of garbage from a ship necessary to secure the safety of a ship and those on board, or saving a life at sea;

• the accidental loss of garbage resulting from damage to a ship or its equipment, provided that all reasonable precautions have been taken before and after the occurrence of the damage, to prevent or minimize the accidental loss;

• the accidental loss of fishing gear from a ship provided that all reasonable precautions have been taken to prevent such loss; or

• the discharge of fishing gear from a ship for the protection of the marine environment or for the safety of that ship or its crew.

Garbage Management Plans

The other major change is that the requirement for ships to have Garbage Management Plans has been extended from every ship of 400 gross tons and above and every ship certified to carry 15 persons or more, to apply to:

• every ship of 100 gross tons and above;

• every ship which is certified to carry 15 or more persons; and

• fixed or floating platforms.

….The IMO guidelines for the development of garbage management plans has been issued as Resolution MEPC.220(63) which can be accessed at www.imo.org by following the links to “the Knowledge Centre” and the “Index of IMO Resolutions”.

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Other changes

Other changes include:

• fixed or floating platforms engaged in exploration and exploitation of the sea-bed will be required to comply with placarding obligations;

• new requirements for recording accidental discharge or loss of garbage from ships less than 400 gross tons in the ship’s official logbook; and

• new requirements to report to both the Flag and the coastal State for accidental loss or discharge of fishing gear which poses a threat to the marine environment or navigation. Amendments will be made to Australian legislation to give effect to the revised garbage discharge regulations for ships.

Guidelines for Revised Garbage Discharge

Regulations(Extracts from Australian Maritime Safety

Authority Marine Notice 19/2012)Marine Notice 6/2012 provided information on the revised garbage discharge regulations for ships that will enter into force internationally and for Australia on 1 January 2013.

Marine Notice 6/2012 also advised that a further Marine Notice would be issued once a number of associated guidelines designed to assist in the implementation of MARPOL Annex V, including the management of cargo residues, cleaning agents or additives and animal carcasses, had been finalised by IMO. These guidelines have now been agreed and can be found in IMO document Resolution MEPC.219(63).

….A summary of the Guidelines has been provided below, however for further information please refer to the 2012 Guidelines for the implementation of MARPOL Annex V. The Guidelines can be found through the Knowledge Centre on the IMO web page at www.imo.org, and then following the link to the Index of IMO Resolutions…

cargo Residues

The revised regulations in Annex V of MARPOL provide that the discharge of cargo residues is only permitted “…while the ship is en route and as far as practicable from the nearest land, but in any case not less than 12 nautical miles from the nearest land for cargo residues that cannot be recovered using commonly available methods for unloading. These cargo residues shall not contain any substances classified as harmful to the marine environment, taking into account guidelines developed by the Organization.”

The IMO Guidelines provide the following information on what is classified ‘harmful to the marine environment:

“Cargo residues are considered harmful to the marine environment and subject to regulations 4.1.3 and 6.1.2.1 of the revised MARPOL Annex V if they are residues of solid bulk substances which are classified according to the criteria of the United Nations Globally Harmonized System for Classification and Labelling of Chemicals (UN GHS) meeting the following parameters:

1. Acute Aquatic Toxicity Category 1; and/or

2. Chronic Aquatic Toxicity Category 1 or 2; and/or

3. Carcinogenicity2) Category 1A or 1B combined with not being rapidly degradable and having high bioaccumulation; and/or

4. Mutagenicity2) Category 1A or 1B combined with not being rapidly degradable and having high bioaccumulation; and/or

5. Reproductive Toxicity2) Category 1A or 1B combined with not being rapidly degradable and having high bioaccumulation; and/or

6. Specific Target Organ Toxicity Repeated Exposure2) Category 1 combined with not being rapidly degradable and having high bioaccumulation; and/or

7. Solid bulk cargoes containing or consisting of synthetic polymers, rubber, plastics, or plastic feedstock pellets (this includes materials that are shredded, milled, chopped or macerated or similar materials)”.

The Guidelines state that the shipper should classify and declare, as part of the declaration required in section 4.2 of the International Maritime Solid Bulk Cargoes Code (IMSBC Code), if a solid bulk cargo is or is not harmful to the marine environment, using the seven criteria based on the UN Global Harmonised System (UN GHS) (4th revised edition 2011), as set out above. For specific products (e.g. metals and inorganic metal compounds), guidance available in annexes 9 and 10 of the UN GHS are essential for proper interpretation of the criteria and classification and should be followed. Shippers should notify the competent authorities of the port State of loading and unloading of the basis for the provisional classification.

..In adopting the Guidelines in March 2012, the IMO Marine Environment Protection Committee recognised that the toxicity data needed to classify many solid bulk cargoes as ‘harmful to the marine environment’ would not be available when the revised MARPOL Annex V enters into force on 1 January 2013 and that interim measures for the application of the third, fourth, fifth and sixth bullet points above would be needed.

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Such interim measures are set out in IMO Circular MEPC.1/Circ.791. This circular provides for the following interim measures:• between 1 January 2013 and 31 December 2014, if

adequate and reliable data on a solid bulk cargoes carcinogenicity, mutagenicity, reproductive toxicity, or specific target organ toxicity – repeated exposure are not available, shippers of solid bulk cargoes should still make every effort to ensure that their solid bulk cargoes are classified to the extent possible using the seven criteria set out above;

• also, between 1 January 2013 and 31 December 2014, while shippers are acquiring adequate and reliable data on a solid bulk cargoes carcinogenicity, mutagenicity, reproductive toxicity, or specific target organ toxicity – repeated exposure, Administrations should accept provisional classifications of solid bulk cargoes that are based on the other criteria 1, 2 and 7 as set out above.

• as of 1 January 2015, shippers' classifications of solid bulk cargoes should be made using all seven criteria listed above.

The Circular also requests parties to MARPOL Annex V to ensure the provision of adequate facilities at ports and terminals for the reception of solid bulk cargo residues including those entrained in the wash water.Cleaning agents or additivesCleaning agents may only be discharged into the sea while the ship is ‘en route’ and if the substance is not harmful to the marine environment. A cleaning agent is not harmful to the marine environment if it:• is not a "harmful substance" in accordance with the

criteria in MARPOL Annex III; and• does not contain any components which are known to be

carcinogenic, mutagenic or reprotoxic (CMR).

The IMO Guidelines further provide the following:“The ship's record should contain evidence provided by the producer of the cleaning agent or additive that the product meets the criteria for not being harmful to the marine environment. To provide an assurance of compliance, a dated and signed statement to this effect from the product supplier would be adequate for the purposes of a ship's record. This might form part of a Safety Data Sheet or be a stand-alone document but this should be left to the discretion of the producer concerned”.Animal carcassesAnimal carcasses may only be discharged into the sea while the ship is ‘en route’ and providing the discharge is as far as possible from the nearest land, taking into account the Guidelines that have been developed by IMO. Ship owners and operators engaged in livestock trade should obtain a copy of the Guidelines, and refer in particular to section 2.12.In summary, it is recommended that the discharge into the sea should take place greater than 100 nautical miles (nm) from the nearest land and in the maximum water depth possible. Carcasses should also be passed through a comminuter or grinder, or have their thoracic and abdominal cavities opened prior to their discharge. The guidelines address circumstances where this is not possible (for example, on a voyage that is not often greater than 100nm from the nearest land) and provide information on dealing with mortalities in excess of those generated during the normal operation of a ship.For each animal carcass incinerated, discharged into the sea or discharged to a reception facility, an entry in the Garbage Record Book must be made. The entry should include the date/time, position of the ship and remarks to specify the animal species (e.g. sheep, cattle, goats etc.), the category "H" and the number of carcasses discharged. Where the discharge is to a reception facility, the receipt obtained from the facility should be attached to the Garbage Record Book.

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“Global freight data show trade slowing down”. In Dec-2012, this is the headline of the “Statistics Brief” of ITF (International Transport Forum) an intergovernmental strategic think-tank based in Paris with 54 member countries including India. In Dec- 2011, the same ITF report headlined “global freight volumes confirm stagnation and indicate near-term decline” and we are witnessing the same in the global GDP growth, which is estimated to be considerably less in 2012, at least 0.5%, against 3.7% registered in 2011. In Sept-2012, the WTO (World Trade Organization) press release also headlined “Slow global growth to hit trade in 2012 and 2013”.

Shipping which carries much of the global trade, about 90% by volume and 70% by value, is passing through an awful phase since mid 2008. This is due to the dual impact of reduced global trade growth in the aftermath of the financial crisis and the shipping overcapacity due to high optimism in newbuilding orders during the last boom that started in 2003. The super-heated Chinese demand to fuel its super-fast growth rate initiated the historic super-boom. Now China is cooling down fast. In the quarter ended in Sept-2012, Chinese GDP growth registered 7.4% which is the seventh-consecutive quarterly decline. Rising India is now heading for a decade low GDP growth. Also in the second half of 2012, the total external trade by sea (in tonnes) of USA and EU27 remained stagnant below pre-crisis levels.

Under this backdrop huge glut of new ships joining the global fleet every month are making the situation worse. There is a widespread agreement that 2013 is unlikely to see any great upwards shift in rates or asset (ship) values beyond a few short-term spikes. Definitely this is going to be a tough year for many ship-owners. “Be afraid. Be very afraid”. That’s the message from John Fredriksen the Lloyds’s List top influencer of the shipping industry this year declared in Dec-2012. During the boom period (2003-2008) speculators and investors were also prevalent in new-building orders along with regular players due to availability of cheap loans from irresponsible banks. Industry must learn from mistakes. Now all well-wishers of shipping hope that over-lending, over-capacity and over-excited speculation by under-experienced people must end.

Some records of 2012 are truly scaring. In Jan-2012 shipyards delivered 146 dry-bulk carriers, an all-time high. BDI hit 25 years low on 3rd Feb-2012. New deliveries of VLCCs are expected to cross 60 by the end of this year. In the last quarter of 2012, VLCC charter rates touched an unbelievable US $ 100 per day. Large container ships, above 10000 TEU, have already pushed the smaller ships, below 3000 TEU, from the mainline business. In Nov-2012,

the largest container ship, 16000 TEU Marco Polo, joined the global container fleet. New-building price has dropped almost half of the 2007 peak. Second-hand vessel’s price is at rock bottom. A section of Lloyds’s List top-100 influencer believes that winners will be those who continue to provide a good service and develop closer relationships with their customers. Others think that introducing ship technology that is more environmentally and economically efficient is one way to control costs and gain competitive advantage for survival. There is no one-size- fits-all remedy!

2013- Shipping Outlook- bleak or blue? Dr Martin Stopford, the world famous economist who just retired as chief of Clarkson Research UK, is investing his money in farming. Mr. Fredriksen, who made his fortune in shipping, was too busy in his salmon fishery in the last summer. However, he is back in the business and thinks what happens next is going to be “exciting”.

Happy New Year-2013

“Forecasting is not a respectable human activity and not worthwhile beyond the shortest of periods” (Peter F Drucker, Management: Tasks, Responsibilities, Practices, 1974)

The paper is based on literature review and professional knowledge of the author in the maritime field. The opinion(s), view(s) and conclusion(s) expressed in this paper are purely author’s personal and not that of the organization he is employed with.

2013-Shipping OutlookShantanu Paul

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Branch News

iMe President at the institute of MaritiMe studies, goa Passing out function

GOA NEWS

113 Cadets of Institute of Maritime Studies, Vasco-da-gama, Goa passed out completing their pre-sea training in Marine Engineering, at an impressive passing out function held at the Institute’s grounds. H.E. Shri Bharat Vir Wanchoo, Governor of Goa was the Chief Guest at the function.

Shri Ashok V. Chowgule, Chairman, Society of Industrial and Technical Education of Goa (SITEG), welcomed the Governor and the dignitaries present. In his speech, he enumerated the history of the society. He stated that coming together of the shipbuilding industry of Goa was essential to set up a high standard institute to provide skilled manpower

to the shipbuilding industry of Goa. All the members of this society contribute not only financially, but also devote lot of time as a social responsibility.

He mentioned that Institute of Maritime Studies, received full support of the industry in Goa and the cadets trained are doing well in the shipping industry. He emphasized that hundreds of students from economically weaker section of the society, from Goa have benefitted from this Institute, as they are now drawing high salaries in merchant navy.

The Chief Guest, Honorable Governor of Goa, Shri Bharat Vir Wanchoo stated, “Our country is on the threshold of being a superpower and so we need to work out new strategies for systematic and optimum utilization of our resources including sea resources.

IME President Dr. B.K.Saxena speaking at the

passing out function

President IME, Dr. B.K.Saxena greeting Chief Guest, Governor of Goa Shri Bharat Vir Wanchoo

Cadet Ashwani Kumar Devari receiving Most Promising Marine Engineer award

Cadet Pawan Ambekar receiving Best Marine Engineer and Shipmate for graduate award

Cadet Prajot Raut Desai receiving the Best Marine Engineer and Shipmate for diploma

Cadet Shodhan Chodankar receiving Most Promising Marine Engineer for diploma

Cadet Vishnu Deepak receiving Best All round Performance for graduate

Cadet Anandkumar Pal receiving the Best All round Performance award for diploma

Our colleague from 1965-1969 DMET Batch, passed away on 1st December 2012 at Mumbai, and with his passing, one of our many seafarers of a vanishing breed who loved us, faded in history.He joined The Great Eastern Shipping Co Ltd in November 1969 and left as Senior Fleet Manager (Technical) in August 2002. ‘Chris’ nicknamed by us had all the qualities which characterise a good human being and transformed love into service. He always had a smile to share, time to give and time to care. Today, he rests among the people he loved most. A loving nature kind and true, is the way we will remember you.A Tribute from his BatchmateN. Nanda Roll No: 1151

christoPher d’LiMa

THE LAST WORD!!“When you are gone, you take with

you what you leave behind”

ObituaryThe Guest of Honour, Dr. B. K. Saxena, President of The Institute of Marine Engineers (India) told that Goa is an important place of maritime activity and the cadets passing out from this institute have to play a significant role in the marine sectors. He advised the cadets that as ambassadors’ of our nation they need to play a crucial role in the maritime field. He wished them safe sailing, and advised them to work hard and achieve success. Shri B. K. Saxena requested the Chief Guest to present a silver plaque to the Institute of Maritime Studies as an acknowledgement of its contribution to The Institute of Marine Engineers (India). Shri Ashok V. Chowgule, Chairman, SITEG and Shri B. S. Mathur, Director received the silver plaque.

Prizes and certificates were distributed at the hands of the Chief Guest and the Guest of Honour. The Most Promising Marine Engineer award for diploma was won by Cadet Shodhan Chodankar and for graduate was won by Cadet Aashwini Kumar Devari. The Best Marine Engineer and Shipmate award for diploma was won by Cadet Prajot Raut Desai and for graduate was won by Cadet Pawan Ambekar. The Best All-round Performance award for diploma was won by Cadet Anand kumar Pal and for graduate was won by Cadet Vishnu Deepak.

Shri B.S.Mathur proposed the vote of thanks and wished the cadets a long and safe career at sea.


Wishing You A Happy & Prosperous New Year 2013

Branch News

A technical meeting was organised by Institute of Marine Engineers (India), Cochin Branch on Marine Pollution and allied subjects on 23rd November 2012. Programme was held at Central Institute of Fisheries Nautical and Engineering Training Hall at Ernakulam. Mr. M.P. John, Chairman, Cochin Branch presided over the meeting. Following illuminating presentations were made on the occasion.

1. “IMO’s Latest Conventions Related to Marine Environmental Protection and the Associated Capacity Building Challanges” By Dr. Jose Matheickal, Head, Technical Co-operation Coordination & Major Projects and Chief Technical Adviser, GloBallast Partnerships, Marine Environment Division, International Maritime Organization (IMO).

Passing Out Ceremony at K M School of Marine Engineering, cUSAT, cochinFifth Passing Out Ceremony of a batch of 30 students of four year B.Tech. Marine Engineering course was conducted in a colourful manner in the sprawling campus of the university at Cochin on 31st July, 2012. Mr. Deepak Shetty, IRS, Director General of Shipping, Mumbai was the Chief Guest of the occasion. He was received with a befitting guard of honour. During the public meeting that followed, Dr. Ramachandran Thekkedath, Vice-Chancellor of Cochin University presided.

Mr. Deepak Shetty, in his address pointed out that India is lobbying to get rid of the 'sensitive' tag on its exclusive economic zone, considering the implications of the tag on the safety of Indian fishermen operating in Indian waters and on the high insurance premium paid by shippers plying these waters. He added that India had taken up the case with the International Maritime Organisation and continued to lobby with other countries and groups to get the Indian waters off the sensitive designation as there had been no incidents of piracy in the Indian waters so far. He also motivated the passing out students. He mentioned that although there are more than 137 maritime training institutes in the country, Cochin University provided an example of an efficiently run training institution.

Mr. B R Sekhar, Principal Officer, MMD, Kochi was the Guest of Honour. Course Certificates were handed over to the students by Dr. Godfrey Louis, Pro Vice Chancellor of Cochin University. The function was very well attended by the marine engineering fraternity of Cochin. Prof. Dr. K.A. Simon, Director, K M School of Marine Engineering,

Mr. Deepak Shetty, IRS, Director General of Shipping inspecting the Guard of Honour.

Mr. Deepak Shetty, IRS, inaugurating the Passing Out Ceremony by lighting the traditional lamp

Cochin University welcomed the gathering and Dr. A Ramachandran, Registrar of Cochin University proposed the vote of thanks. This was followed by cultural programme of the students and a sumptuous dinner for all.

Technical Meeting at Cochin2. “Air Pollution from Ships” By Prof Dr. K.A. Simon, Director, K M School of Marine Engineering, Cochin University of Science and Technology.

Presentations were followed by a very lively question answer session and the speakers were appreciated by one and all. Mr. A.R. Bhaskaran, Vice Chairman, IMEI, introduced the speakers. Meeting was well attended by Marine Engineers, Master Mariners, Shipping industry personnels and students. Dr. Jomon Thachil, Director (I/C), CIFNET welcomed the gathering and Mr. M. Swaminathan, Secretary proposed the vote of thanks. Participants of the technical meeting had the rare privilege of interacting with the IMO Head on matters such as GloBallast, Technical Co-operation, Environment Protection etc. and gain first hand information. Meeting was followed by high tea.


Branch News

Annual General Meeting of the Institute of Marine Engineers (India), Cochin Branch was held on 11th August 2012 at the auditorium of Merchant Navy Club, Willingdon Isand, Kochi- 682003. The meeting began at 6 PM with silent prayer and paying homage to the departed soul of late Shri. P.L.D’Abreo who had served the institute for many decades.Shri. M.P. John, Chairman welcomed the gathering. He apprised the members the salient achievements of the Branch during the past one year. Notable achievements were (1) conduct of Cochin Marine Seminar (COMERSEM) 2011 at Indian Medical Association Hall, Kochi -682017 on 18th & 19th November 2011, which was reported to be a resounding success, (2) conduct of MEO Class II preparatory classes on regular basis with enhanced capacity and with the seats fully occupied, (3) presentations of technical papers and conduct of mentoring program, (4) transferring Rs. 8 lakhs to Head Quarters as surplus funds generated by the Branch totaling to Rs.23 lakhs during the past 3 years, and (5) near completion of the extension work of the building. Shri. Swaminathan, Hon. Secretary read out the minutes of AGM held on 29th of July 2011 at Merchant Navy Club, Cochin and was passed. Thereafter, Hon. Secretary presented the activity report of the Branch for the year 2011-12. Shri V.J. Jos, Treasurer presented the audited account of the Branch for the financial year 2011-12. After detailed discussion and deliberation, the report was passed. The meeting also decided to continue utilize the service of the M/s Vijarajan & Associates for auditing the accounts for the financial year 2012-13 at the same remuneration paid for 2011-12. The chairman requested the members to involve in the activities of the Institute vigorously to evolve better. He requested sailing chief engineers to help the branch for the smooth conduct of training course with their participation as faculty. The meeting concluded with vote of thanks by Shri.

annuaL generaL Meeting cochin

Shri. M.P. John, Chairman addressing the gathering

View of the audience

A.R Bhaskaran, Vice Chairman. He thanks the members for attending the meeting especially to Shri. R.V. Balakrishnan Nair and Shri. A.C. Vijayan who had come all the way from Trivandrum and Calicut respectively. The meeting was followed by a dinner for the members and their family.

Technical Meeting At Visakhapatnam

Technical meeting was held on 07-12-2012. Mr C Subrahmanyam introduced the speaker Mr B Ramamurthy, GM(retd) Hindustan Shipyard Limited. The speaker elaborated the procedures of sea trials of new ships. Mr P J Dutta gave vote of thanks. The very informative paper in full will be published in next issue.


Branch News

hiMt - 1st Private institute of india to receive dgs aPProvaL for Meo-1

(engineering ManageMent) PreParatory course and conduct of ecdis course

Hindustan Institute of Maritime Training has once again set a benchmark and has received a special Diwali Gift from D. G. Shipping, who has accorded approval for conducting the MEO Class 1 Preparatory course (ENGINEERING Management) course on 12th Nov’12.

Also, the Institute is first to receive D.G. Shipping approval for conduct of ECDIS Course. Capt S. Krishnamurthyi, President of Nautical Institute ,UK and Vice President of Sanmar Shipping Ltd was the Chief Guest at HIMT, Chennai for Inaugurating the 1st DGS approved ECDIS Course on 17th Dec’12.


Branch News

“Maritime Labour Convention 2006 – An Overview and a look into the Problems Areas during Implementation”

This course is offered in 3 modules:

Module 1) Introduction & Overview of MLC 2006. Explaining what was wrong with earlier ILO Maritime Labour Conventions, and what is special about MLC 2006.

Module 2) Generally addressing Shipowners responsibilities, Masters responsibilities and Sea-farers responsibilities covering all the Titles.

Module 3) Problem areas for implementing MLC 2006 Before and After ratification by India.

Certificate: Certificate issued by - Mumbai Branch of The Institute of Marine Engineers (India)

Methods: Presentation, Case studies, Group work

Target groups: Shipping Companies: Superintendents, Fleet managers, Nautical officers & Sailing Engineers, Surveyors, Naval Architects and Other Members of the Marine fraternity

Faculty: Capt. V. Makuden (IRS faculty) and Mr. D. Mitra (Maritime Consultant and GL Trainer)

Date and Time: 19th January 2013 (Saturday) 0900 hrs to 1700 hrs

Venue: “IMEI House”, Plot No. 94, Sector-19, Nerul, Navi Mumbai. INDIA.

Fees: Rs.1,750/- plus Service Tax @12.36% = INR 1966/- payable to “The Institute of Marine Engineers (India)”

Registration:Mr. S. Vaidya – The Institute of Marine Engineers (India) – Mumbai Branch, 1012 Maker Chamber V, Nariman Point, Mumbai 400-021. Phone :(022) 22851195, (022) 22834035

The Institute of Marine Engineers (India)


Notice: Annual Dinner (Meet) Mumbai Branch

Venue: Mumbai Cricket Association (MCA) Grounds at Bandra Kurla Complex

Date: Saturday the 2nd March 2013 Time: 1930hrs onwardsDress: Lounge Suit / National.

For further details / tickets / advertisements/ support, kindly contact Mr. S. Vaidya Tel: 022-22851195 Email: [email protected]

course content

Non Mandatory Course on Maritime Rules and RegulationsConducted by the Mumbai Branch of the IMEI

Simplified overview of the discharge provisions of the revised MARPOL Annex V (resolution MEPC.201(62))

which has entered into force on 1 January 2013(for more detailed guidance regarding the respective discharge requirements please refer to the text of MARPOL

Annex V or to the 2012 Guidelines for the Implementation of MARPOL Annex V)

Type of garbage Ships outside special areas Ships within special areas

Offshore platforms (more than 12 nm from land) and all ships within 500 m of such platforms

Food waste comminuted or ground

Discharge permitted ≥3 nm from the nearest land, en route and as far as practicable


Discharge permitted

Food waste not comminuted or ground


Discharge prohibited Discharge prohibited

Cargo residues1 not contained in wash water Discharge permitted Discharge prohibited Discharge prohibited

Cargo residues1 contained in wash water

≥12 nm from the nearest land, en route and as far as practicable

Discharge permitted ≥12 nm from the nearest land, en route, as far as practicable and subject to two additional conditions2

Discharge prohibited

Cleaning agents and additives1 contained in cargo hold wash water Cleaning agents and additives1 in deck and external surfaces wash water

Discharge permitted

Discharge permitted ≥12 nm from the nearest land, en route, as far as practicable and subject to two additional conditions2 Discharge permitted

Discharge prohibited

Carcasses of animals carried on board as cargo and which died during the voyage

Discharge permitted as far from the nearest land as possible and en route

Discharge prohibited Discharge prohibited

All other garbage including plastics, synthetic ropes, fishing gear, plastic garbage bags, incinerator ashes, clinkers, cooking oil, floating dunnage, lining and packing materials, paper, rags, glass, metal, bottles, crockery and similar refuse

Discharge prohibited Discharge prohibited Discharge prohibited

Mixed garbage When garbage is mixed with or contaminated by other substances prohibited from discharge or having different discharge requirements, the more stringent requirements shall apply

1 These substances must not be harmful to the marine environment.2 According to regulation 6.1.2 of MARPOL Annex V the discharge shall only be allowed if: (a) both the port of departure and the next port of destination are within the special area and the ship will not transit outside the special area between these ports (regulation 6.1.2.2); and (b) if no adequate reception facilities are available at those ports (regulation 6.1.2.3).


General


Identification of key technical measures for improving energy efficiency of ships

and to achieve required Energy Efficiency Design Index (EEDI)

Ajoy Chatterjee, CEng, C.Mar.Eng, FIMarEST, FIMar.E, FIEAbstract :

Emissions of carbon dioxide in the exhaust gasses of ships’ engines burning fossil fuels contribute significantly to the harmful air pollutants in coastal areas and in congested shipping lanes as well as to wider global warming. This paper highlights the potential options for reduction of emissions of greenhouse gases from the shipping sector, from a technological perspective. The fundamental categories of options are by improvement in design of ships and propulsion devices; using renewable energy sources and use of emission reduction technologies, fuel cells etc.

Shipping is the lynchpin of the global economy and society. Over 90% of the world’s trade is carried by sea. Given that the bulk of this trade consists of commodities such as grain and oil, the International Maritime Organization (IMO) concludes that, without shipping, half the world would starve and the other half would freeze.

The heightened concern at the impact of ever increasing global shipping activities on the environment has given further impetus to efforts by the IMO to develop sustainable and environmentally conscious means of preventing pollution from ships, such as those aimed at reducing atmospheric pollution and addressing climate change and global warming. Carbon di-oxide (C02) is produced during combustion of fuels and in proportion to the carbon content of fuel. C02 is the main Green House Gas (GHG) emission as shown in Figure 1

Figure 1 - Main GHG gases

Improved energy efficiency means that the same amount of useful work is done, but using less energy. This in turn means less fuel burned and reductions in emissions of Carbon Dioxide in exhaust gases and thus contributing to reduction in ‘global warming”. A wide range of options are available for increasing the energy efficiency of ship design and ship operation.

Due to industrial activities and burning of fossil fuels, C02 level in the atmosphere has been rising in the past several decades. Figure 2 shows these changes that also include the seasonal changes. C02 is the main cause of global warming. IPCC (Intergovernmental Panel on Climate Change) studies have shown that if the atmospheric C02 concentrations are increased to 450 ppm, this will lead to a 2 degree Celsius increase in global temperature.

A two degree ceiling to global warming has been agreed internationally and therefore the global C02 must not go beyond 450 ppm.

Figure 2- Trends of changes to global atmospheric C02 concentrations


Technical

Marine Engineers Review (India) January 201322 Marine Engineers Review (India) January 2013 www.imare.in 23www.imare.in

Marine Engineers Review (India) January 201322 Marine Engineers Review (India) January 2013 www.imare.in 23www.imare.in

How to avoid global warming

IPPC forecasts for changes to future C02 concentration is shown in Figure 2. Accordingly, the “Business as Usual” use of fossil fuel scenarios will lead to quite high C02 concentrations by the end of this century. To limit C02 to 450 ppm maximum limit (and thereby limit global warming to 2 C maximum), drastic reductions in C02 production (about 50% below 1990 level) is required as shown in Figure 3

Figure 3- GHG emissions reductions needed to stabilize the global C02 concentrations

International efforts

International efforts to reduce the impact of climate change started primarily in Rio in 1992 where the framework for climate change control was agreed by more than 150 governments. This was followed by the adoption of the Kyoto Protocol in 1997 which bound the Annex I countries to reducing their national GHG emissions by an average of 5.2% below 1990 levels, by 2012. Due to its international nature, marine transportation could not be directly handled through the Kyoto Protocol by Annex I countries. Instead, they were tasked to work through the IMO, under Article 2.2 of the Kyoto Protocol, in order to “pursue limitation or reduction of emissions of greenhouse gases not controlled by the Montreal Protocol from ... marine bunker fuels.”

Mandatory measures to increase energy efficiency and reduce GHG emissions from international shipping were adopted in July 2011 by Parties to MARPOL Annex VI at the 62”’ meeting of the MEPC (Marine Environment Protection Committee) of the IMO. This represents the first ever mandatory global C02 reduction regime for an international industry sector. Also, it represents a unique technical standard amongst various transport sectors; where shipping embraces the state of the art regulatory regime for ship energy-efficient design and operation thus taking a leading role within transportation.

As a result, a new chapter entitled “Energy Efficiency Regulations for Ships” was added to MARPOL Annex VI with a number of additional regulations including:

• Regulation 20 on Attained EEDI• Regulation 21 on Required EEDI• Regulation 22 on SEEMP• Regulation 23 on technical cooperation and technology transfer, mainly to developing countries

Amongst the agreed regulations, both EEDI (Energy Efficiency Design Index) and SEEMP (Ship Energy Efficiency Management Plan) are mandatory measures for ships and will come into force from 1” January 2013.

The EEDI is applicable to new ships and will ensure promotion of energy-efficient ship design / building. The EEDI is a performance-based standard that requires certain minimum energy efficiency in new ships. Ship designers and builders are free to choose the technologies to satisfy the EEDI requirements in a specific ship design.

On the other hand, SEEMP is a management tool and establishes a mechanism for operators to improve the energy efficiency of ships and will be applicable to new and existing ships from and after 1 Jan. 2013.

What is EEDI?

The EEDI is an index that indicates the grams of C02 (generated)/tonne. Mile (cargo carried) for a ship for one of specific reference design point. The intention is that by imposing limits on this index, IMO will be able to drive ship technologies to more efficient ones over time. The EEDI framework will be used by the IMO for control of C02 from shipping in much the same way that MARPOL Annex VI has regulated NOx and SOx emissions - through phased reductions in limits.

Attained EEDI and Required EEDI

The Attained EEDI is the actual value of EEDI for a ship that is calculated using EEDI formula and verified within a tight verification regime. The EEDI formula and calculation details have been defined as part of supporting guidelines for the regulations. The attained EEDI must be less than the Required EEDI that will be calculated for each ship according to a well defined equation (representing “EEDI reference line”) in combination with a reduction factor.

While the calculation of Attained EEDI is mandated for a number of ship types over the size of 400 gross tonnage, the agreed phases for Required EEDI, together with ships included and level of EEDI reduction relative to “EEDI reference line” is shown in Table 1

EEDI (both attained and required) will not apply to ships with diesel-electric, steam turbine or hybrid propulsion systems. Ships such as smaller ships, Ro-Ros, passenger ships (cruise) will be included in at later stages of implementation once the technical methods for their EEDI framework have been developed and agreed.


Technical

EEDI =

EEDI formula and guidelines

The detailed description of EEDI formula is beyond the scope of this article. However, it can be mentioned that EEDI formula in its entirety is a complex one and its implementation in a consistent way will pause some difficulties. This will be the case in later years when the innovative energy technologies are embraced by the industry.

In addition to the formula, implementation of EEDI regulations involves use of a relatively large number of Guidelines, some of which are still under development. Overall and as it stands now, the following guidelines will be used (some of them depending on ship type and technology used):• Guideline for calculation of EEDI• Guidelines for survey and verification of EEDI• Guidelines for minimum power of ship for safe operation. • Guidelines for validation of ship electric power table (EPT). • Guidelines for verification of innovative technologies

It is anticipated that consistency of use of the above guidelines will pose a number of issues for the industry. The completion of the guidelines is underway and may continue till MEPC 64th meeting in October 2012.

EEDI Verification

EEDI verification will be carried out by Recognised Organisations (ROs) on behalf of flag States using corresponding data and documents and observing tank tests and sea trials. EEDI verification takes place in two stages:• Pre-verification• Final verification

Pre-verification will occur at the design stage whereas final verification will be conducted after construction and as part of the commissioning sea trials. Ship design data, tank test data and speed trial data will be subject to scrutiny and verification by ROs. Dedicated guidelines are developed to ensure consistency of verification, although some important issues such as speed-power scaling methods and unified approach for data correction have yet to be clarified.

Table 1 – EEDI reduction factors, cut off limits and implementation phases


Technical

Emission-Reduction Technology Options

There is a large list of existing and emerging technologies that could be used for EEDI reduction. Some of these technologies, such as extra smooth foul release paints, are gradually being used while others, such as waste heat recovery and hull propeller improvements, could be used if their cost effectiveness is improved. The advantage of application of new technologies for emission reductions on ships is that it can improve the EEDI value without changing DWT or ship speed; the improvement in efficiency would not cause any changes to, or constraints on, the operation pattern of the ship.

Main methods for EEDI reduction:

I. Deadweight increase

II. Advanced technologies:• Existing/proven technologies;• Innovative technologies;• Renewable energy technologies.

III. Alternative fuels:

• LNG

IV. Speed reduction

The point of “Base Ship” represents the EEDI and DWT of the average and representative ship among existing ships with a conventional machinery and propulsion system. The point of “Modified Ship” represents the EEDI and DWT where various efficiency improvement measures are assumed to have been applied to the “Base Ship”. The effect of (a) size increase is to move EEDI in parallel with the baseline; thus, it does not contribute to the downward shift of the lines. The effect of (b) speed reduction does contribute to the downward shift, however, it should be recalled that the required EEDI value for a new ship is “minimum” requirement for every new ship. No matter what special circumstances (route-specific) ships are obliged to operate under they would have

to satisfy this minimum requirement. Reduction rates should be determined ideally by the effects of (c) application of new technologies only while speed reduction should be kept aside as an option or some margin for shipbuilder / ship-owners to meet the required EEDI value.

Energy Losses On Board Ship

Only a fraction of the fuel energy going into the ship’s main engines actually ends up generating propulsion thrust. This is illustrated in Figure 6, which represents a small well-maintained cargo ship moving at about at 15 knots in Beaufort 6 head weather condition. The bottom bar in this diagram represents the energy input to the main engine from the fuel. In this case, 43% of the fuel energy is converted into shaft power while the remaining energy is lost in the exhaust or as heat losses. Due to further losses in the propeller and transmission, only 28% of the energy from the fuel that is fed to the main engine generates propulsion thrust in this example. The rest of the energy ends up as heat, as exhaust, and as transmission and propeller losses. The majority of these remaining 28%

Boilers are excluded from EEDI! Figure 4

Methods for EEDI ReductionFigure 5 above illustrates the relationship between the

EEDI and improvement measures.


Technical

are spent overcoming hull friction, while the remaining energy is spent in overcoming weather resistance and air resistance, as residual losses and for generating waves. Additional to this is the fuel energy for operation of auxiliary engines. Ships other than the case shown will have the same types of losses; however, the relative sizes will differ.

Figure 6 Use of propulsion energy on board a small cargo ship, head sea, Beaufort 6

Ship Technologies for EEDI Reduction

Technologies which are available to significantly improve ship’s energy efficiency in the short, medium and long-term include: 1. Ship capacity enhancement

• Larger ships. • Purposely designed ships for specific routes/cargo

mixes. • Multi-purpose ships (combination carriers) to avoid

ballast (empty) legs. • Use of light weight construction materials. • Zero or minimum ballast configurations.

2. Hull and propeller • Hull optimization for less resistance and improved

sea margins. • Advanced underwater hull coatings. • More hydro-dynamically efficient aft-ship, propeller

and rudder arrangements. • Reduced air drag through improved aerodynamics of

hull and superstructure. • Hull air lubrication systems.

No EEDI reduction measure Remark 1 Optimized hull dimensions and form Ship design for efficiency via choice of main dimensions (port and canal

restrictions) and hull forms. 2 Lightweight construction New lightweight ship construction material. 3 Hull coating Use of advanced hull coatings/paints. 4 Hull air lubrication system Air cavity via injection of air under/around the hull to reduce wet surface

and thereby ship resistance. 5 Optimization of propeller-hull

interface and flow devices Propeller-hull-rudder design optimization plus relevant changes to ship’s aft body.

6 Contra-rotating propeller Two propellers in series; rotating at different direction. This leads to overall reduction in propeller losses.

7 Engine efficiency improvement De-rating, long-stroke, electronic injection, variable geometry turbo charging, etc.

8 Waste heat recovery Main and auxiliary engines’ exhaust gas waste heat recovery and conversion to electric power.

9 Gas fuelled (LNG) Natural gas fuel and dual fuel engines. 10 Hybrid electric power and propulsion

concepts For some ships, the use of electric or hybrid would be more efficient.

11 Reducing on-board power demand (auxiliary system and hotel loads).

Maximum heat recovery and minimizing required electrical loads flexible power solutions and power management.

12 Variable speed drive for pumps, fans, etc.

Use of variable speed electric motors for control of rotating flow machinery leads to significant reduction in their energy use.

13 Wind power (sail, wind Engine, etc.) Sails, fletnner rotor, kites, etc. These are considered as emerging technologies.

14 Solar power Solar photovoltaic cells. 15 Design speed reduction (new builds) Reducing design speed via choice of lower power or de-rated engines

Table 2- List of technologies that is expected to be used for reducing the future ship’s EEDI


Technical


3. Engines, waste heat recovery and propulsion system • More efficient main and auxiliary engines (de-rating,

electronic control, long-stroke, variable geometry turbocharger, etc.).

• Waste heat recovery and ship’s thermal energy integration.

• Fuel cell and hybrid electric technologies

4. Alternative fuels • Natural gas such as LNG • Bio fules • Hydrogen • Nuclear

5. Alternative sources of energy • Solar panels • Wind power such as kites, sails and flettner rotors.

Categorizing of Innovative Energy Efficiency Technologies

Innovative energy efficiency technologies are allocated to category (A), (B) and (C), depending on their characteristics and effects to the EEDI formula. Furthermore, innovative energy efficiency technologies of category (B) and (C) are categorized to two sub-categories (category (B-1) and (B-2), and (C-1) and (C-2), respectively). (See figure 7)

Category (A): Technologies that shift the power curve, which results in the change of combination of PP and Vref: e.g., when Vref is kept constant, PP will be reduced and when PP is kept constant, Vref will be increased

Category (B): Technologies that reduce the propulsion power, PP, at Vref, but not generate electricity. The saved energy is counted as Peff

Category (B-1): Technologies which can be used at any time during the operation and thus the availability factor (feff) should be treated as 1.00.

Category (B-2): Technologies which can be used at their

full output only under limited condition. The setting of availability factor (feff) should be less than 1.00.

Category (C): Technologies that generate electricity. The saved energy is counted as PAEeff

Category (C-1): Technologies which can be used at any time during the operation and thus the availability factor (feff) should be treated as 1.00.

Category (C-2): Technologies which can be used at their full output only under limited condition. The setting of availability factor (feff) should be less than 1.00.

Propeller energy balance

Propeller efficiency comes down to simple physics; unfavourable wake flow from the hull into the propeller as well as energy losses from propeller rotation will reduce the potential thrust that can be gained from a propeller functioning in fully optimised conditions. In an effort to counteract this, appendages and supplements to propeller systems have been invented to create the conditions that are most conducive to obtaining maximum thrust from the propeller.

Detailed description of the above technologies is beyond the scope of this document and has been covered in a number of publications as identified in references section. However in the following paragraphs, key technical measures like optimization of propeller-hull interface, flow devices use of alternative fuels and renewable sources of power for improvement of ship propulsion efficiency are highlighted.

The ability to improve propulsive efficiency with mechanisms and devices added in front or astern of the propeller, is currently one of the surest ways to save fuel on a ship; many of the devices are well-developed and tested with extensive in-service data to support the claims and marketing hype of the manufacturers.

Ducts, fins, nozzles, bulbs and an array of other devices, as stated below, exist to reduce propeller losses (see figure 8) and propel vessels at reduced power and faster speeds.

• Rim drive thrusters

• Bulb hub cap twisted rudder

• CPP and feathering CPP

• Contra-rotating propeller / podded contra- rotating propeller.

• Non hub vortex propeller and propeller boss cap fins

• Azipod propulsion

• Grim wheel

• Ducted propeller – Mewis duct system

• Pre-swirl deviceFigure 8 - Most of the technologies aim to recover part

of the 40% losses


Technical

• Post-swirl devices

• Wake-equalizing duct for propeller efficiency

• High efficiency Rudder Propeller combination.

Shape and size of ship’s hull

An analysis for tankers and bulk carriers of the design parameters (block coefficient, length displacement ratio and Froude number) which have a direct influence on the propulsion power shows that during the last 20 years the block coefficient has increased by 1 - 5% and the length displacement ratio has decreased by 1-5%.

Both developments lead to higher EEDI values over the same period The speed and the Froude number have increased over the same 20 years, which also has a negative effect on the EEDI as this is strongly speed dependent. The combined increase of the block Coefficient and the Froude number are very problematic as it is against rules and guidelines based on hydrodynamic principles, according to which the block coefficient should be decreased when the Froude number is increased. Computer calculations where the above-mentioned parameters have been varied for the different tanker and bulk carrier sizes show that based on the typical ship design standard today, the EEDI may be decreased by 5-10% by selecting more favourable hull proportions result in a lower block coefficient and a hi g h e r slenderness ratio, even without changing the speed or introducing any new technical measures.

Hull air cavity system (ACS) or Hull air lubrication

Figure 9 -Schematic Illustration of an air bubble system (Source MEPC 64/4/8)

Although the wave-making resistance of ships can be minimised by careful hull design, friction drag is more important for large, slow speed, commercial ships.

Air bubble lubrication systems (Figure 9) are based on the powered injection of air beneath the ship. Several small holes on the hull’s bottom are used for injection of micro air bubbles into the flow stream. By interfering with the generation of vortices, the transition to the highly dissipative turbulent flow regime, which typically occurs around the hull, is delayed. Friction drag is reduced due to the lower

friction forces associated with laminar flow, compared with turbulent flow.

Uncertainties in the physical mechanisms, and the scaling and technical feasibility of this system, need to be solved by 2020. In particular, the potentially negative interactions of the dispersed bubbles with the propeller must be eliminated.

Hull air cavity system (ACS) or Hull air lubrication

The injection of air beneath a ship’s hull can have an alternative embodiment, but one that also results in friction drag forces being decreased. In air cavity systems, large indentations are opened on the hull’s bottom. Compressed air is pumped in to fill the void space and establish a continuous air cavity. The steel-seawater interface is thus replaced by a more slippery air-seawater interface, effectively. Reducing the hull’s wetted surface and thereby the friction forces. A decrease in fuel consumption of around 10 % is possible. As air will inevitably escape from the cavity, it has to be continuously replaced. Advantages of ACS system (figure 10);• Reduces hull skin friction by creating a partial air

cushion.• Up to 15% of fuel savings is claimed.• This technology is still under trials and a number of pilot

trials are underway.

How ACS Works

Figure 10

Negative side-effects include the generation of a destabilizing free surface under the hull. Energy will be lost, both by the formation of gravity waves on this free surface and by dispersion of bubbles into the propeller inflow.

Hybrid Materials for ship construction

Reducing the weight of a ship’s hull can decrease emissions and save fuel. Lightweight materials are used in smaller vessels and secondary structures, e.g. fibre reinforced plastics, aluminium, and titanium.Hybrid materials can be formed from multiple layers of


Technical

metal sheets and piles of polymer composite laminates. Fibre-metal laminates combine the qualities of metals (high impact resistance, durability, flexible manufacturing) with those of composites (high strength and stiffness to weight ratio, good resistance to fatigue and corrosion). The metal layers can be of either aluminium or steel plates, whereas the polymer core can be reinforced with carbon or glass fibres. The application of these materials in the aeronautical industry and in specialised ships provides an opening for introducing these materials into shipping. However, widespread adoption by 2020 is unlikely. The main obstacles include high costs, manufacturing and recycling challenges, and fire resistance issues.

Alternative Fuels

Within the foreseeable future, existing propulsion systems are likely to continue to dominate with carbon-based liquid fuels being the only realistic large volume fuel for shipping over the next 15 to 20 years.

With currently available propulsion machinery, natural gas emits around 20% less C02 emissions than residual or diesel oil fuels. Natural gas will initially become an alternative to conventional residual or diesel oil fuels in some regions and in particular for short sea shipping where the combined SOx and NOx and Energy Efficiency Regulations will add impetus to its uptake. Later, natural gas will be used more widely when liquefied natural gas (LNG) or compressed natural gas (CNG) distribution infrastructures become available.

BioFuelsBiofuel is a renewable energy source with the potential of considerable decrease in lifecycle CO2 emissions. In operation, SOx and particulate matter emissions are also reduced, while NOx emissions slightly increase. In principle, existing diesel engines can run on biofuel blends. The most promising biofuels for ships are biodiesel and crude plant oil. Biodiesel is most suitable for replacing marine distillate, and plant oil is suitable for replacing residual fuels. There are, however, various unresolved problems. These include fuel instability, corrosion, susceptibility to microbial growth, adverse effects on piping and instrumentation, and poor cold flow properties. Although these technical challenges could be resolved by 2020, widespread use of biofuel in shipping will depend on price, other incentives, and availability in sufficient volumes. Breakthroughs in production methods and new regulations could have a significant impact.

Renewable Energy Technologies This option would provide a reduction in EEDI via use of: • Wind power• Solar energy Renewable energy technologies are expected to play a major role in the long term, in particular for vessels with well-defined duty cycles and are operating over long routes. The modern versions of the wind technologies are currently under pilot testing and are expected to form part of the future ship power systems.KitesKites are smaller installations and provide a thrust force directly from the wind. The system consists of the kite, control lines with a control node, a Hawser connection to the forecastle, a winch, and the bridge control system.Commercial kites currently range from 160 to more than 300 m² and can substitute a propulsion power of up to 2000 kW depending on the wind conditions and ship’s speed. They fly at between 100 and 420m high, at wind speeds of 3 to 8 Beaufort scale. The automatic control system actively steers and stabilizes the kite, optimising its performance. The relative ease of kite installation for wind propulsion may result in ship retrofits within the next 10 years. Kite operation entails few additional tasks for the crew. Conflicts with cargo handling equipment could arise.Renewable energy – SolarPhotovoltaic (PV) power generation system set on a ship will provide part of the electric power either for propelling the ship or for use inboard. PV power generation system consists of PV modules and other electric equipments. Figure 11, shows a schematic diagram of PV power generation system. The PV module consists of combining solar cells and there are some types of solar cell such as “Crystalline silicon terrestrial photovoltaic” and “Thin-film terrestrial photovoltaic”, etc.

Figure 11. Schematic diagram of photo-voltaic power generation system (Source MEPC 64/4/8)


Technical

Solar cells have so far been tried and tested on a number of pilot cases on ships. They are feasible but provide significantly low power relative to the ship’s total power requirements. However, with the advent of flexible modern sails in the future, the sails would be fully covered with solar cells and this will increase the level of power production by this option.

Marine Fuel cell

In order to increase efficiency in power production, alternatives to combustion have to be considered. Fuel cells convert chemical energy directly to electricity, at a theoretical efficiency of up to 80 % (hydrogen), through a series of electrochemical reactions. They can be fuelled by natural gas, bio-gas, methanol, ethanol, diesel, or hydrogen. LNG fuel cells emit up to 50 % less CO per kW than diesel engines. Due to the establishment of Emissions Control Areas (ECAs), installation of LNG fuel cells will be favoured. Currently, a marine fuel cell prototype delivers power in the range of 0.3 MW. Initially, fuel cells will provide auxiliary power, e.g. hotel loads. Ultimately they will Figure 12

provide supplementary propulsion power in hybrid electric ships. The main barriers against uptake are cost, weight, size, lifetime, and slow response to load variations. During the next decade fully commercial marine fuel cells will become available.The use of fuel cells running on natural gas is expected first for auxiliary engines and, later, in the small ship category. Feasibility studies for fuel cells powered by natural gas report no emissions of NOx, SOx or particulate matter (PM)


Technical

and a significant reduction in C02 emissions compared to diesel engines burning a similar fuel. Fuel cell solutions will replace current power systems in the long term when feasibility and reliability of these technologies for ship-board application are proven. (See Figure 12)

SUMMARY

The foregoing paragraphs discuss the potential for saving energy and reducing CO2 emissions substantially from international shipping, as depicted in Figure 12 above. It has been assessed that, by application of known technology and practices, shipping could be 25–75% more energy-efficient, depending on the ship type and the degree of compromise.

Regulations aside, what can shipping actually do immediately?

• More efficient operations, e.g. weather routing, control of energy consumers onboard, speed optimizing and trim

• The introduction of more efficient technology – both for ships in operation and for new buildings

• Fuel shift from residual fuel oils, marine gasoil and diesel oil to use of natural gas; possibly other green fuels

• Improved infrastructure, including port turn-around times, port capacity / -logistics and size of ships

• Improved cooperation between players including owners/charterers, contractual issues, port integration

It’s not just technology; it’s also about people and their organisations.

List of abbreviations and acronyms

ACS Air cavity system

AGWP Absolute global warming potential

BC Black carbon

CDM Clean development mechanism

CFC Chlorofluorocarbons

CH4 Methane

CO Carbon monoxide

CO2 or CO2 Carbon dioxide

DPA Designated Person Ashore

ECA Emission Control Area

EEDI Energy Efficiency Design Index

EEOI Energy Efficiency Operational Indicator

EJ Exajoule (1019 joules)

EGR Exhaust gas recirculation (NOx reduction technology)

FAME Fatty Acid Methyl Ester (a type of bio-diesel)

FTD Fischer–Tropsch diesel (a type of synthetic diesel)

GCM Global climate model

GHG Green house gasses

GT Gross tonnage

GTP Global temperature change potential

GWP Global warming potential

HCFC Hydrochlorofluorocarbons

HFC Hydrofluorocarbons

HFO Heavy fuel oil

HVAC Heat, ventilation and air conditioning

ICF International Compensation Fund for GHG emissions from ships

IEA International Energy Agency

IMO International Maritime Organisation

INTERTANKO International Association of Independent Tanker Owners

IPCC Intergovernmental Panel on Climate Change

ISO International Organization for Standardization

ISM International Safety Management

LNG Liquefied natural gas

LRFPR Lloyd’s Register – Fairplay Research

LRIT Long range identification and tracking system

MARPOL International Convention for the Prevention of Pollution from Ships

MR Management Representative

MCFC Molten carbonate fuel cell

MCR Maximum continuous rating

MDO Marine diesel oil (distillate marine fuel with possible residual fuel traces)

MEPC Marine Environment Protection Committee

METS Maritime emissions trading scheme

MGO Marine gas oil (distillate marine fuel)

MSD Medium speed diesel

NOx Nitrogen oxides

Ppm Parts per million

Lpp Length between perpendiculars


Technical


Definitions

Various terms in the EEDI equation are fully defined in reference 4, a summary of which is given in the following table:

Term Unit Brief description Capacity [Tonne] Ship capacity in deadweight or gross tonnage at summer load line

(for container ships,70% of deadweight applies).CFAE [gCO2/g fuel] Carbon factor for fuel for auxiliary engines. CFME [gCO2/ g fuel] Carbon factor for fuel for in main engines. fEFF [-] Correction factor for availability of innovative technologies.fi [-] Correction factor for capacity for ships with technical/regulatory limitations in capacity.fc [-] Correction factor for capacity for ships with alternative cargo type that impact the

deadweight-capacity relationship (e.g. LNG ships in gas carrier segment). fj [-] Correction factor for ship specific design features (e.g. ice-class ships). fw [-] Correction factor for speed reduction due to representative sea conditionsneff [-] Number of innovative technologies. nME [-] Number of main engines. nPTI [-] Number of power take-in systems. PME [kW] Ship propulsion power that is 75% of main engine Maximum Continuous Rating or shaft

motor (where applicable); also taking into account the shaft generator.PAE [kW] Ship auxiliary power requirements at normal sea going conditions. PAEeff [kW] Auxiliary power reduction due to use of innovative technologiesPeff [kW] 75% of installed power for each innovative technology that contributes to ship propulsionPPTI [kW] 75% of installed power for each power take-in system (e.g. propulsion shaft motors). SFC SFCAE

[g/kWh] Specific fuel consumption for auxiliary engines as per NOx certification values.

SFCME [g/kWh] Specific fuel consumption for main engines as per NOx certification values.Vref [knots] Attained ship speed (at 75% main engines’ MCRat calm sea and deep water operation at

ship’s “capacity” as defined above).

Parameters for EEDI formula

Pp is the propulsion power and is defined as ΣPME (In case where shaft motor(s) are installed, ΣPME +ΣPPTI(i),shaft, [as shown in paragraph 2.5.3 of EEDI Calculations as shown in March, 2012 Guidelines on the method of calculation of the Attained Energy Efficiency Design Index (EEDI) for new ships , Resolution MEPC.212(63) – reference 4.

Scope of ship systems included in EEDI formula

The figure below shows the scope of ship systems that are represented in EEDI equation. The items contained within the dashed-line box are included in EEDI formula while everything outside the box is excluded.

Calculation of Attained EEDI involves the determination / measurement / calculation of all the terms as identified in Table above and their verification. The terms and their values shall be recorded in an “EEDI Technical File” and then submitted to Recognised Organisation (on behalf of flag Administration) for verification. IMO in its EEDI calculation Guidelines have provided a sample “EEDI Technical File”.

References:A number of publications have been referenced for compiling this paper. This is gratefully acknowledged by the Author. The list of references is as follows: 1. “Sustainable Energy in Marine Transportation”, IMarEST Conference on “Sustainable shipping: progress in a changing world”, February 2005, London, UK 2. IMO, Marine Environment Protection Committee, Guidelines for Voluntary Use of the Ship Energy Efficiency Operational Indicator, MEPC.1/Circ.684, 2009 3. IMO, Marine Environment Protection Committee, submission by Norway on “Updated Marginal Abatement Cost Curves for shipping”, MEPC 6011NF.19, 15 January 2010. 4. IMO Resolution MEPC.212 (63): “2012 Guidelines on the Method of Calculation of the Attained EEDI for new ships”, Adopted on 2 March 2012. 5. IMO Resolution MEPC.213 (63): “2012 Guidelines for the Development of a SEEMP”, Adopted on 2 March 2012. 6. IMO Resolution MEPC.214 (63): “2012 Guidelines on Survey and Certification of the EEDI”, Adopted on 2 March 2012.


Technical

7. IMO Resolution MEPC.215 (63): “Guidelines for Calculation of Reference Lines for use with the EEDI”, Adopted on 2 March 2012. 8. IMO Publication, “Guidance for Administrations on MARPOL Annex VI”, IMO, October 2010. 9. IMO document entitled “Summary, Implementing and Enforcing MARPOL Annex VI”. 10. Henrik Madsen, Tor Svensen, Sverre Alvik, 0yvind Endresen, Tore Longva and Magnus Eide” Pathways to Low Carbon Shipping”, DNV, June 9th 2009. 11. “Revised MARPOL Annex VI, October 2008 12. IMO Resolution A.963 (23) “IMO policies and practices related to the reduction of GHG emissions from ships”, 4 March 2004. 13. IMO Second GHG study, published by IMO, 2009. 14. “Marginal Abatement Costs and Cost Effectiveness of Energy Efficiency Measures”, document submitted by IMarEST, MEPC 62/INF.7, 8 April2011 15. “Example of a Ship Energy Efficiency Management Plan (SEEMP}”, document submitted by OCIMF, MEPC 62/INF.10, 8 April 2011. 16. Chatterjee, A “Operational Energy Efficiency Measures on Ships”, Lecture Notes, The Great Eastern Institute of Maritime Studies, Lonavala, India.

17. Nakicenovic, N. and Swart, R. (editors), Special Report on Emissions Scenarios: A Special Report of Working Group Ill of the Intergovernmental Panel on Climate Change, Cambridge University Press, Cambridge, UK, 2007. 18. International Maritime Organization, Marine Environment Protection Committee, Technical and operational means for reducing C02 emissions from shipping, MEPC 58/INF 14, 2008 19. Bertram, V. And Schneekluth, B. 1998. Ship Design for Efficiency and Economy. Second edition. Butterworth Heinemann. ISBN 0-7506-4133-9 (978-0-7506-4133-3).20. Wijnholst, N. and Wergeland, T. 2009. Shipping Innovation, IOS Press. ISBN 978-1-58603-943-121. Shine, K.P., Fuglestvedt, J.S., Hailemariam, K. and Stuber, N. 2005. “Alternatives to the global warming potential for comparing climate impacts of emissions of greenhouse gases”. Climatic Change, 68: 281–302.22. Panamax Tanker – A case study by Hans Otto Holmegaard Kristensen, Senior researcher, Technical University of Denmark ([email protected]) 23. International Maritime Organization, Document - Guidance on treatment of innovative energy efficiency technologies for calculation and verification of the attained EEDI - MEPC 64/4/8 Dated 29 June 2012

Scope of ship systems included in EEDI formula

Note 1: Mechanical recovered waste energy directly coupled to shafts need to be measured since the effect of the technolofy is directly reflected in the Vref

Note 2: In case of combined PTI/PTO the normal operational mode at sea will determine which of theseto be used in calculation.


Technical

Boiler Survey Preparation And Procedure

Cadet Wayne D’Souza, Cadet Shodhan Chodankar, Cadet Vialli Jones, & Cadet Avilton Fernandes Institute of Maritime Studies, Goa

t Introduction

The boiler is vital equipment on ships. It is used as main propulsion (in steam ships) and for auxiliary heating in other ships. It is very sensitive and dangerous equipment, where there should be regular inspections and surveys carried out to avoid accidents.

t Types of Boilers

There are two main types of boilers. The main two basic boilers are: • Water tube boiler • Fire tube boiler

The design and arrangement of both the types is just the opposite. In water tube boilers, the feed water passes through the tubes and the hot gases are made to pass over them, while in fire tube boilers, the hot gases passes through the tubes and the feed water surrounds them.

t Need For Boiler Survey or Inspection 1. Boilers are inspected to maintain the safe working

condition. 2. It is a statutory requirement to conduct survey

consisting of regular internal inspection and external examination.

t Frequency of Boiler Survey

1. Boilers on passenger ships are surveyed annually.

2. For cargo ships it is surveyed twice in five years with interval not more than 36 months.

3. Requirements may differ with different Flag states.

t Important checks to be carried out

The Inspection is not completed until the boiler has been examined under steam and the following items dealt with:

* Complete cleaning and survey preparations* Pressure gauge calibration.* Maintenance of water level indicators and protective devices.* Safety valves adjustment under steam to blow off at the required pressures.* Testing of remote control gear for fuel shut off valves.* Repairing/renewing worn or damaged boiler tubes.

* Overhauling of boiler valves.* Insulations and fire brick renewals.

tPlanning for Boiler Survey

1. Confirm time available, manpower, and time required.2. Check for spares e.g. manhole door joints, gauge glass, packing and steam joints.3. Check the tools required e.g. gagging tool, torque spanner, rope, chain block etc.4. Previous records, if any, should be examined and note taken of any previous defects 5. Review past incidents of failure, abnormal condition, or crack discovery .6. Steam requirement for the next port should be considered e.g. Tankers require steam in discharged Port.7. Briefing to other engineers of work involved.

t Preparation for Boiler Survey

Before inspection is to be carried out, the boiler which is firing should be shut down. These are the steps to be followed before shutting down the boiler for inspection.

1. Take the work permit and fill check list as per ISM2. Change over M/E, A/E, and Boiler to diesel oil.3. Change over from automation to manual firing of boiler.4. Stop the firing of the boiler and purge boiler for three to five minutes.5. Switch off power and off the circuit breaker for forced draught fan, FO pump, feed pump, and combustion control panel. Hang necessary notices.6. Consume as much steam as possible.7. Let the boiler cool down naturally.8. When boiler pressure is close to the atmospheric pressure, open the vent cock to prevent formation of vacuum.9. Once sufficient cooled, open manhole door first with all personal safety precaution.10. Ventilate the boiler for period of about 12 to 24 hours.

Student Section



11. Then check for oxygen, flammable vapour, and toxic gasses.12. If it is safe, prepare for entry.

t Preparation for Entry

These are the steps to be carried out before entering the boiler for inspection:

1. Take entry permit and fill the ISM check list.2. Check the Oxygen content in the furnace.3. Personnel safety protection wears, e.g. helmet, safety shoes, hand gloves, etc.4. No extra instruments to be brought in.5. Remain in communication and ensure proper lighting.

t Cleaning1. Boiler should be thoroughly cleaned, wire-brushed if required to clean the internal surfaces.2. The tubes must be cleaned internally and externally to remove any deposits of scales or combustion products.3. In case of difficulty in manual cleaning, chemical cleaning with citric acid can be done.

t Inspection

z Boiler Shell

The shell has to be first inspected because the mountings are placed on the shells of boiler. Boiler shell plates are inspected so that the mountings are firmly supported and safe to operate when the boiler is firing.

1. Boiler shell should be checked for any signs of leakages. Examine the condition of insulating material. 2. Internal examination is made for cracks, corrosion wastage, or deformation of shell plating particularly in way of opening in the shell, around welded connections and near tube connections.

3. The engine room floor underneath the boiler possess a damp atmosphere, and there may also be oil deposits and stored rags or paint drums. These are all potential hazards.4. Pitting corrosion in the area of the water level to be checked for, especially on idle boilers.5. Joint faces of manhole, handhole and mudhole doors should be checked to ensure their sealing faces are in good condition.

z Support and securing arrangement:

1. The attachment between the boiler and foundation structure should have adequate provision for expansion.

Fig: Boiler Foundation Arrangement

2. Examine the foundation and bracing bolts of boiler for corrosion, fretting and rusting.

z Inspection of tubes

1. Scale deposits

Scale formation in boilers leads to lower efficiency because of reduction in heat transfer rates which may lead to overheating of tubes.

These are resulting from excessive concentrations of dissolved solids or alkali or the presence of oil or other organic substances in the boiler water. Fig: Boiler Shell Cleaning

Fig: Boiler shell Thickness Testing


Student Section

2. Check for direction due to overheating maximum permissible deviation or sag may be 2 inch in 12 ft before renewal.

z Borescope Inspection of Boiler TubesThe video borescope inspection of the boiler tubes shows common problems such as pitting, corrosion, cracking, scale deposits and other defects.The purpose of this inspection is to ensure that the corrosion and deposit are not excessive.. The inspector simply snakes the video borescope camera down the boiler tube from one end to the other. As the inspector pulls the camera back towards him he can view the condition and record the inspect.

z Boiler Furnace

The boiler furnace is the place where the combustion of fuel takes place and it is covered by refractory materials which prevent the heat loss due to radiation.

z Inspection carried out in furnace1. Examine exterior of headers for corrosion, erosion, thermal cracking and condition of insulation.2. Condition of refractory.3. Around the burner assembly check refractory, tube condition and accumulation of soot or carbon.

z Check on steam drum for corrosion, scaling, and pitting:

1. Condition of manhole seats and surface must be checked.

2. Inspect tubes for corrosion, excessive deposits, flare-cracking, and pitting.

3. Inspect hand-hole plates and stud threads.

4. Make a complete waterside examination and check for scale build up as necessary.

z Water Drum

1. The internal plating of the water drum should be inspected for any defects like thermal cracking, pitting, scale formation, etc.

2. Manhole door along with necessary fittings on the water drum should be checked for proper seating.

3. Drum ends should be carefully examined for

Fig: Scale formation inside the boiler

Fig: Checking for distorted tubes

Fig: Boroscope view of boiler Tube

Fig: Manhole door


Student Section

cracking around the manhole which could lead to serious consequences.

The principal boiler mountings are to be examined externally, and opened up for internal inspection where considered necessary.

The main boiler mountings are:• Safety Valves• Steam Stop Valve• Feed Check or Control valve• Water level gauges• Pressure Gauge Connection• Air release Cock• Sampling Connection• Blow Down Valve• Scum Valve• Low level alarm• High level alarm• Chemical dosing valve

Inspections to be carried out on these are as follows:

1. Major mountings are removed, dismantled, and inspected.

2. Gauge glasses, safety valves, feed check valve, and steam stop valves are all checked for corrosion, erosion, strength, and correct operation.

3. Internal feed and chemical injection pipes are inspected for oxygen pitting and corrosion.

4. Leakage from manhole doors has been the cause of serious shell wastage. Where this is exceeded, the clearance can be restored by building up the door spigot with welding.

5. A careful check is made for strained door studs, stripped and slack nuts.

z Inspection of valves:

1. Check condition of internal parts of valve for sign of corrosion, galling and wear.

2. Check for pitting, cracking, resiliency, and condition of springs.3. Check spindle for straightness.4. Check the discharge and drain piping, it should be well clear.5. Check dampers to ensure that linkages are secured and well-greased.6. Check condition and operation of all feed water, blow down, drain, and other valves.7. Examine outside of lagging of rusty streaks and other telltale signs.

z Burner1. Proper housing of burner should be checked2. Carbon deposits on the burner tip indicate combustion taking place close to its tips.3. While cleaning the burner takes due care not to damage/scratch fined machined swirl orifice plate. 4. Renew orifice plate if wear taken place beyond the limit .and periodic checks to be carried out.

z Adjustments and Settings

Pressure Setting of the Boiler Safety Valve:

The adjustment can be carried out on this type of valve to give the desired discharge and blow down characteristic.

1. Take necessary personal safety precaution and arrange tools i.e. gagging tool and calibrated gauges.2. Remove the accessories like lock, easing gear, split compression ring, etc.3. Install a calibrated pressure gauge.4. Put gagging tool on the second valve.5. Shut off the Main Steam stop valve.6. Put the boiler in ‘Manual Mode’. 7. De energize the ‘High Steam Pressure Switch’, or bring it above normal range.8. Slightly loosen the set adjusting nut. 9. Slowly raise the boiler pressure.10. Adjust the lift pressure.11. Once the required lift pressure is set and the valve has lifted, note this pressure and also the pressure at which it seats. 12. Now gag this valve and calibrate the second valve.

13. Once the setting of second valve is done, remove the gagging tool and assemble both the valves completely. Don’t forget to put the split compression ring between the adjusting nut.

Fig: Fractures in drum ends


Student Section

14. Re energize the ‘High Steam Pressure Switch’ and bring it to set value.

15. Start the firing of boiler and raise the steam. Once the pressure reaches the set value the ‘High Steam Pressure Switch’ should stop the boiler before the Safety Valve opens.

16. Finally put the boiler back on ‘Auto Mode’.

z HydrostaticTesting

One of the most important yet simple test that ensures the integrity of the boiler is the ‘Hydrostatic Test’.

The test consists of filling the Boiler with water and pressurizing the water to at least 1.5 times the maximum operating pressure for a short time. This is an endurance test; any weak link fails during the test.

Test Requirements

1. Ensure that all work is completed and documented.

2. Remove lagging material near joints and areas where there may be leakages

3. Connect a high pressure positive displacement pump (Hydrostatic pump) to the boiler. Fix a calibrated and accurate pressure gauge to the boiler.

4. All valves and opening in the boiler are closed.

5. Fill the boiler with water using a high capacity filling pump.

6. During filing ensure removal of entrapped air by opening vents at the highest point in the boiler.

7. Gradually raise the pressure to 1.5 times the maximum allowable operating pressure.

8. The pressure in the boiler should maintain without dropping for at least 30 minutes.

9. Visually inspect for any signs leakages or wetting of the surfaces.

10. After the inspection reduce the pressure gradually to atmospheric and drain the boiler.

11. Test is witnessed by inspection agencies or regulatory authorities, who then approves and certifies the test.

The survey is not complete until the boiler has been examined under steam, and the pressure gauges checked against a test gauge. The water level indicators and protective devices must be tested.

Once all the repairs and tests are carried, safety valves are set in the presence of class surveyor and all the parameters are found satisfactory, the boiler is put into service.


Student Section

Manhole covers: expensive failures in basic procedures

The Association is currently handling several claims where either fuel oil or ballast water has entered into cargo holds through incorrectly secured manhole covers. In each case cargo has been damaged.In one incident a failure to tighten some of the manhole bolts properly permitted a small leakage of fuel oil and the contamination of cargo led to significant disposal and hold cleaning costs being incurred. In another incident all the manhole bolts were missing resulting in all bottom stowed containers being flooded when the ship started routine ballasting of the double bottom. In this latter incident ballast water flooded the hold to a depth of two metres which indicated that the crew were also not monitoring the ballasting of the double bottom closely.In two cases where the ship had been in dry dock prior to the incident, it is suspected that the shore-side working teams had failed to secure the manhole covers upon completion of their work. However, it is important to note that while the dock personnel failed to close the manhole covers, it is ultimately the ship’s responsibility to check all manhole covers are properly closed.

Members are reminded that whilst tanks will be opened for scheduled work during dry dock, it is possible that tanks that are not on the scheduled dry dock work list might be opened. Class for example, might require inspection of tanks that are not on the contractors work list or, if there is hot work, an adjacent tank might need to be opened for inspection purposes.It is also recommended that a checklist be maintained of tanks that are opened. The checklist should state who is responsible for closing the manholes and a responsible officer should follow up to check that they are closed.A regular maintenance programme should be in place to check that manhole covers and rubber packaging are in a good condition. In addition wherever grabs and bulldozers have been used in the hold a responsible officer should check after completion of discharge that no damage has been caused to the manhole covers and securing bolts.The Association recommends that during dry docking a member of the crew is tasked, wherever possible, with monitoring the progress of work performed in certain areas of the ship and that, in any event, at the end of the dry docking the crew should check

that all the tanks have been properly sealed.

(Sourse: Risk Watch, November 2012 issue, The Britannia Steam Ship Insurance Association Limited)


General

Maritime Events For Your DiaryFeb. 07-09, 2013 Chennai, India.WSF 2013, World Shipping Forum 2013. Organized by IMEI Chennai Branch. www.wsf2013.com

Feb. 16, 2013 Kolkata, India. Annual Contributory Dinner, Institute of Marine Engineers (India), Kolkata Branch Contact: 033-24987805, 9831385294

Mar. 02, 2013 Mumbai, India. Annual Dinner Meet, Institute of Marine Engineers (India), Mumbai Branch Contact: 022-22851195 or Email: [email protected]

Apr. 09-11, 2013 Singapore. Sea Asia 2013, Suntec Convention Centre, www.rina.org.uk/sea_asia_2013.html

Apr. 28-30, 2013 Sydney, Australia. Marine 13. Australia’s first ever International Marine Conference and Exhibition www.marine13.com

May 06-09, 2013 Houston, Texas, USA. Offshore Technology Conference www.otcnet.org/2013

Oct. 08-10, 2013 Mumbai, India. INMEX India 2013. www.Inmex_India_2013

Mar.11-13, 2014 London, UK. Oceanology International. www.oceanologyinternational.com


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• MEP - Marine Engineering Practices • Highlights

• SSEP – Ship Safety Environmental Protection

The Institute of Marine Engineers (India) aims to reduce the time that a maritime professionl spends away from his/her family when preparing for competency exams. Towards that, IMEI is proud to announce that its is the first maritime institution in India to introduce e-learning preparatory course for ‘Certificate of Competency‘ examiniations. Teledata Marine Solutions Ltd, IMEI’s partner in developing the e-learning course has a wealth of experience in developing Certificate of Competency (CoC), Academic and Professional e-learning programs for a number of leading maritime education providers around the world.

MEO Class IV (Motor)This is a e-preparatory program for Marine Engineering Officer Class IV Certificate of Competency (Motor) Examination conducted by the Directorate General of Shipping, (DGS), Govt. of India. This program meets the requirements of The Director General of Shipping (DGS) and the International Maritime Organization (IMO). Teledata’s expertise in developing maritime e-learning programs combined with thorough reviews by maritime professionals and educators at Teledata and IMEI means that the progarm is on par with the best in e-learning and also meets the reuirements of DGS. This assists engineer officers to attain knowledge and competence to pass the examination conducted by the DGS.

MER-Jan-13

Documents

marine engineers review

energy efficiency of

technical peer review

o ther

energy audits

energy savings

validity o f

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