tag:blogger.com,1999:blog-40822962930046486762024-03-12T21:06:21.325-04:00 Marine Survey PracticeThis blog intended to provide information and experience to professionals who work in the difficult career of Marine Surveyor.Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.comBlogger50125tag:blogger.com,1999:blog-4082296293004648676.post-59772449903983578462013-01-31T03:00:00.000-05:002013-03-24T08:32:51.802-04:00On/Off Hire Condition Survey<div dir="ltr" style="text-align: left;" trbidi="on">
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</xml><![endif]--><b><span lang="EN-US">Definitions</span></b><br />
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<span lang="EN-US">On Hire Survey - A complete survey of a
vessel to determine it’s condition prior to it being placed On-Hire.</span></div>
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<span lang="EN-US">Off Hire Survey - A complete survey of a
vessel to determine it’s condition prior to it being taken Off-Hire.</span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><b><span lang="EN-US">On/Off Hire Vessel Condition Surveys</span></b></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">On-Hire Surveys / Off-Hire Surveys of
vessels or marine structures undertaken either before the vessel or structure
is delivered into a charter, or redelivered from a charter. The survey report should
include a detailed description of a vessel’s cargo spaces/deck areas structural
condition, cargo space cleanliness, bunkers on board, listing of the vessel’s
statutory certificates, portable securing equipment, etc.</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><br /></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;">When discrepancies differences arise in a bunker delivery operation, the experience of the Surveyor should be able to find the error, if any, or to give out the right figures for third party agreement. </span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><br /></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;">The purpose of these On-Hire Surveys / Off-Hire Surveys is principally to determine the extent of damage, other than fair wear and tear, which may have occurred to the ship between two dates, usually those of the commencement and termination of charter. Whilst the determination of damage is the principle purpose of the two requisite reports, one being at the “on hire” survey and the other at the “off hire” survey, there are often three other requirements. These are generally: </span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><br /></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;">· The checking of documents and certificates </span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><br /></span></span></div>
<div style="text-align: left;">
<span style="font-size: small;"><span style="font-family: inherit;">· The establishment of quantities of fuel and stores on board </span></span></div>
<div style="text-align: left;">
<span style="font-size: small;"><span style="font-family: inherit;"><br /></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;">· Sometimes the establishment of the cleanliness of the cargo spaces </span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><br /></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;">Visual inspection conducted at the time of delivery or re-delivery of a vessel to/from a time charter. </span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><br /></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;">On-Hire Surveys / Off-Hire Surveys is very important for a client when hiring a vessel to limit their liability, by ensuring they have the correct information on the condition of the vessel and work required in respect of the Charter Party. Hence it is in the interest of a Client to get an independent survey carried out on their behalf which will then be used as evidence for their liabilities for the Charter period.</span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><br /></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">When attend to check the condition of the
vessel when it is chartered from or redelivered back to the owner which usually
includes in part the structure, document and bunker, Vessel survey to get a
general impression by inspecting selected areas:</span></span></span></div>
<div class="MsoListParagraphCxSpFirst" style="margin-left: 35.45pt; mso-add-space: auto; mso-list: l0 level1 lfo2; text-indent: -18.0pt;">
<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="font-family: Symbol; mso-bidi-font-family: Symbol; mso-fareast-font-family: Symbol;"><span style="mso-list: Ignore;">·<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;">
</span></span></span><span lang="EN-US">Accommodation</span></span></span></div>
<div class="MsoListParagraphCxSpMiddle" style="margin-left: 35.45pt; mso-add-space: auto; mso-list: l0 level1 lfo2; text-indent: -18.0pt;">
<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="font-family: Symbol; mso-bidi-font-family: Symbol; mso-fareast-font-family: Symbol;"><span style="mso-list: Ignore;">·<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;">
</span></span></span><span lang="EN-US">Passenger areas</span></span></span></div>
<div class="MsoListParagraphCxSpMiddle" style="margin-left: 35.45pt; mso-add-space: auto; mso-list: l0 level1 lfo2; text-indent: -18.0pt;">
<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="font-family: Symbol; mso-bidi-font-family: Symbol; mso-fareast-font-family: Symbol;"><span style="mso-list: Ignore;">·<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;">
</span></span></span><span lang="EN-US">Safety equipment</span></span></span></div>
<div class="MsoListParagraphCxSpMiddle" style="margin-left: 35.45pt; mso-add-space: auto; mso-list: l0 level1 lfo2; text-indent: -18.0pt;">
<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="font-family: Symbol; mso-bidi-font-family: Symbol; mso-fareast-font-family: Symbol;"><span style="mso-list: Ignore;">·<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;">
</span></span></span><span lang="EN-US">Cargo areas</span></span></span></div>
<div class="MsoListParagraphCxSpMiddle" style="margin-left: 35.45pt; mso-add-space: auto; mso-list: l0 level1 lfo2; text-indent: -18.0pt;">
<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="font-family: Symbol; mso-bidi-font-family: Symbol; mso-fareast-font-family: Symbol;"><span style="mso-list: Ignore;">·<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;">
</span></span></span><span lang="EN-US">Machinery spaces etc.</span></span></span></div>
<div class="MsoListParagraphCxSpMiddle" style="margin-left: 35.45pt; mso-add-space: auto; mso-list: l0 level1 lfo2; text-indent: -18.0pt;">
<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="font-family: Symbol; mso-bidi-font-family: Symbol; mso-fareast-font-family: Symbol;"><span style="mso-list: Ignore;">·<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;">
</span></span></span><span lang="EN-US">Planned Maintenance System for
outstanding items</span></span></span></div>
<div class="MsoListParagraphCxSpMiddle" style="margin-left: 35.45pt; mso-add-space: auto; mso-list: l0 level1 lfo2; text-indent: -18.0pt;">
<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="font-family: Symbol; mso-bidi-font-family: Symbol; mso-fareast-font-family: Symbol;"><span style="mso-list: Ignore;">·<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;">
</span></span></span><span lang="EN-US">Sample of any prearranged open
spaces (tanks etc).</span></span></span></div>
<div class="MsoListParagraphCxSpMiddle" style="margin-left: 35.45pt; mso-add-space: auto; mso-list: l0 level1 lfo2; text-indent: -18.0pt;">
<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="font-family: Symbol; mso-bidi-font-family: Symbol; mso-fareast-font-family: Symbol;"><span style="mso-list: Ignore;">·<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;">
</span></span></span><span lang="EN-US">Certification and
Classification records to be inspected</span></span></span></div>
<div class="MsoListParagraphCxSpLast" style="margin-left: 35.45pt; mso-add-space: auto; mso-list: l0 level1 lfo2; tab-stops: list 35.45pt; text-indent: -18.0pt;">
<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="font-family: Symbol; mso-bidi-font-family: Symbol; mso-fareast-font-family: Symbol;"><span style="mso-list: Ignore;">·<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;">
</span></span></span><span lang="EN-US">Brief interviews with some of
the crew members</span></span></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-size: small;"><span style="font-family: inherit;"><br /></span></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-size: small;"><span style="font-family: inherit;"><b><span lang="EN-US">On Hire Survey and Off Hire Survey
alternative choice:</span></b></span></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">On/Off Hire Condition Survey<br />
On/Off Hire ROB Bunker Survey<br />
On/Off Hire Condition and ROB Bunker Survey</span></span></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-size: small;"><span style="font-family: inherit;"><br /></span></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">On/Off hire vessel condition.</span></span></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">It’s a visual inspection of vessel holds,
main deck and cargo working areas are performed to identify any damage present
prior to the vessel going on/off hire. This survey is carried out by us and
after the completion we issue an attestation certificate.</span></span></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-size: small;"><span style="font-family: inherit;"><br /></span></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">This survey is compared with the previous
condition survey carried out to the vessel, in order to determine if new damage
have occurred to the vessel from cargo operations and/or stevedores damage.</span></span></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-size: small;"><span style="font-family: inherit;"><br /></span></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="mso-bidi-font-weight: bold;">On/Off
hire vessel rob bunker survey<b>.</b></span></span></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">This Bunker Survey must be done, taking
care to sound all tanks and correct for temperature and density, consumption of
D.O, F.O to vessel delivery at Pilot station of a Nation.</span></span></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-size: small;"><span style="font-family: inherit;"><br /></span></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">The survey goals are: </span></span></span></div>
<div class="MsoListParagraphCxSpFirst" style="mso-list: l2 level1 lfo3; text-indent: -18.0pt;">
<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="font-family: Symbol; mso-bidi-font-family: Symbol; mso-fareast-font-family: Symbol;"><span style="mso-list: Ignore;">·<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;">
</span></span></span><span lang="EN-US">ascertaining the condition of
the vessel prior to delivery, </span></span></span></div>
<div class="MsoListParagraphCxSpMiddle" style="mso-list: l2 level1 lfo3; text-indent: -18.0pt;">
<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="font-family: Symbol; mso-bidi-font-family: Symbol; mso-fareast-font-family: Symbol;"><span style="mso-list: Ignore;">·<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;">
</span></span></span><span lang="EN-US">recording any damage to hull or
cargo spaces, </span></span></span></div>
<div class="MsoListParagraphCxSpMiddle" style="mso-list: l2 level1 lfo3; text-indent: -18.0pt;">
<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="font-family: Symbol; mso-bidi-font-family: Symbol; mso-fareast-font-family: Symbol;"><span style="mso-list: Ignore;">·<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;">
</span></span></span><span lang="EN-US">certifying holds suitability
for loading of the intended cargoes, </span></span></span></div>
<div class="MsoListParagraphCxSpLast" style="mso-list: l2 level1 lfo3; text-indent: -18.0pt;">
<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="font-family: Symbol; mso-bidi-font-family: Symbol; mso-fareast-font-family: Symbol;"><span style="mso-list: Ignore;">·<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;">
</span></span></span><span lang="EN-US">validity of class and statutory
certificates, etc. </span></span></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-size: small;"><span style="font-family: inherit;"><br /></span></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">At re-delivery, the surveyor is to
ascertain whether during the time charter the vessel the vessel sustain any
damage.</span></span></span></div>
<br />
<br />
<b><span lang="EN-US">The Survey</span></b></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">1. <span style="mso-spacerun: yes;"> </span>On
or Off Hire Surveys are conducted to the extent requested by the client. If the
client has not detailed the specifics of the survey, <a href="https://docs.google.com/file/d/0B7qSY6KPZGtVQnJ2V3VIX2JVdk0/edit" target="_blank"><u><span style="font-size: small;"><span style="font-family: inherit;">Attachment A</span></span></u></a> - On/Off Hire
Survey Checklist furnished as part of this instruction is to be used as a
general guide for what is to be surveyed and recorded.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">2. The information required is generally
the same for On or Off Hire so a comparison can be made prior to and after
hiring a vessel out. Therefore, Attachment A - On/Off Hire Survey Checklist can
to be used as a guide for either an On or Off Hire Survey.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">3. <span style="mso-spacerun: yes;"> </span>Spares, loose items and consumable stores, to
the extent required by client, are to be surveyed and recorded.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">4. <span style="mso-spacerun: yes;"> </span>During the course of an Off-Hire survey, the
On-Hire survey report is to be referred to in order to determine any
differences in condition (normal wear and tear excepted).</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">5. <span style="mso-spacerun: yes;"> </span>The Off-Hire survey shall be conducted subject
to the same (or simulated) limitations encountered during the conduct of the
On-Hire survey, as set forth in the On-Hire survey report.</span></div>
<div class="MsoNormal">
<span lang="EN-US"></span></div>
<div class="MsoNormal">
<span lang="EN-US"></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US"><br /></span></div>
<a href="https://www.blogger.com/blogger.g?blogID=4082296293004648676">
</a>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-left: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi6HnyJs_CS7TWIq0ptLQtRtcd2nBZ2Gg1Dw4UpMx0L0h3RGYes4DgrLxIHOUfsrqC4jCkdkaJYasjKM1dtkzaS9Gk9O9CAJ4ITJU-Co1fCPs0Ta2P4XOA_PC85yNKVTwGmi5N8_5_3fPMu/s1600/images.jpeg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi6HnyJs_CS7TWIq0ptLQtRtcd2nBZ2Gg1Dw4UpMx0L0h3RGYes4DgrLxIHOUfsrqC4jCkdkaJYasjKM1dtkzaS9Gk9O9CAJ4ITJU-Co1fCPs0Ta2P4XOA_PC85yNKVTwGmi5N8_5_3fPMu/s1600/images.jpeg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span lang="EN-US" style="font-size: small;"><a href="https://docs.google.com/file/d/0B7qSY6KPZGtVQnJ2V3VIX2JVdk0/edit" target="_blank">Attachment A</a> On/Off HireSurvey Checklist</span></td></tr>
</tbody></table>
<div class="MsoNormal">
<a href="https://drive.google.com/?tab=wo&authuser=0#folders/0B7qSY6KPZGtVNmVfdnlwQi1aMlU" target="_blank"><br /></a>
<br />
<div class="separator" style="clear: both; text-align: center;">
</div>
<div class="separator" style="clear: both; text-align: center;">
</div>
<a href="https://www.blogger.com/blogger.g?blogID=4082296293004648676">
</a>
<a href="https://www.blogger.com/blogger.g?blogID=4082296293004648676">
</a><table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-left: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjFAHC1QIGmsX4g9WIfdfVAx5tG_-OJUMLEW-C4ID0OOBa9pLGzSJv5UeQ-9QIR6lkkmsKUw0d2vGt6bG1bzDIvCxeHTV2gwKdikmPLI-Y8V1MhJuV3ysjm7w4vzdthRxwJmOTCdp0I_IAa/s1600/word-icon.png" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjFAHC1QIGmsX4g9WIfdfVAx5tG_-OJUMLEW-C4ID0OOBa9pLGzSJv5UeQ-9QIR6lkkmsKUw0d2vGt6bG1bzDIvCxeHTV2gwKdikmPLI-Y8V1MhJuV3ysjm7w4vzdthRxwJmOTCdp0I_IAa/s1600/word-icon.png" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;"><a href="https://docs.google.com/file/d/0B7qSY6KPZGtVa0tGWUYtVGN4WjA/edit" target="_blank">Attachment A</a> On/Off Hire Survey C<span style="font-size: small;">hecklist</span></span></td></tr>
</tbody></table>
<br /></div>
<div class="MsoNormal">
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<div class="MsoNormal">
<br /></div>
</div>
Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.comtag:blogger.com,1999:blog-4082296293004648676.post-54329274656392374752013-01-31T02:00:00.000-05:002013-03-19T07:50:00.377-04:00Surveyor Guideline Note on Hull Coating Inspection.<div dir="ltr" style="text-align: left;" trbidi="on">
<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">This Surveyor guideline has been designed by
International to help you note the essential data that must be recorded when
you carry out your inspection in the drydock.</span></span></span><br />
<span style="font-size: small;"><span style="font-family: inherit;">
</span></span><br />
<div class="MsoNormal">
<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">From your observations noted in the dock
you can complete the Inspection and Coatings Report or New building Report in
full, back in your office.</span></span></span></div>
<span style="font-size: small;"><span style="font-family: inherit;">
</span></span><br />
<div class="MsoNormal">
<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">To assist you to collect the data for the Inspection
and Coatings Report, this aid outlines the key questions and contains the
illustrated standards and reference photographs.</span></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjGcVcybq1sznC24tND2N0-Z2QvrCKprhxiMoBh1HtnkB58JbNB-ZYxL8lP0nNz1hIgKt0WtWxIMJLOpssIwPuIf1jcVYBfvs838QSuoI_K1Fo-zYbbfJatV591OFys7tvC9SkShgmwcYKa/s1600/Table.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjGcVcybq1sznC24tND2N0-Z2QvrCKprhxiMoBh1HtnkB58JbNB-ZYxL8lP0nNz1hIgKt0WtWxIMJLOpssIwPuIf1jcVYBfvs838QSuoI_K1Fo-zYbbfJatV591OFys7tvC9SkShgmwcYKa/s1600/Table.jpg" /></a></div>
</div>
<div align="left">
<i><span lang="EN-US" style="line-height: 115%; mso-bidi-font-size: 12.0pt;">Comments on Previous Coating performance, Surface Preparation,
Coating Application and Recommendations for next Dry-docking.</span></i></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-size: small;"><span style="font-family: inherit;"><i><span lang="EN-US" style="line-height: 115%;">*This information is usually available
from Equasis or Class Society.</span></i></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<br /></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiNyzMvHyipRbPZEywH3tuPWu6QKwO6szTsLwknajbqdnzkAbEvCI9ckdEAOr3vHNA9gqwnhXTmStlp1dDwPC1-lTdu6jeAEXRNpQbojiANaDAu7WFKPU4wdL34wauThbqpLBtFVgLhqBkT/s1600/Extent+diagram.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiNyzMvHyipRbPZEywH3tuPWu6QKwO6szTsLwknajbqdnzkAbEvCI9ckdEAOr3vHNA9gqwnhXTmStlp1dDwPC1-lTdu6jeAEXRNpQbojiANaDAu7WFKPU4wdL34wauThbqpLBtFVgLhqBkT/s1600/Extent+diagram.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;"><span style="font-family: inherit;"><strong>Extent diagrams</strong></span><span style="font-family: inherit;"><i><span style="font-size: small;"><span style="font-family: "Times New Roman","serif";"><br /></span></span></i></span></span><br />
<span style="font-size: small;"><span style="font-family: inherit;"><i><span style="font-size: small;"><span style="font-family: "Times New Roman","serif";"> </span></span></i></span></span><br />
<span style="font-size: small;"><span style="font-family: inherit;"><i><span style="font-size: small;"><span style="font-family: "Times New Roman","serif";"></span></span></i></span></span></td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><br />
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiudukxJ52aJOqeEOM5zYzDLzi2vh7IoQfxlqNWUHJll_C3Xc8kJHRjk9QYP27-0dudtPQWSPQkZUHTYSHkXZ2ORrLinzl8R6BtP-ZWsrWAx1fx21kouSHEShyphenhyphenyRcg1H_XY2AVEFKS2x9AS/s1600/Extent+diagram+cont.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiudukxJ52aJOqeEOM5zYzDLzi2vh7IoQfxlqNWUHJll_C3Xc8kJHRjk9QYP27-0dudtPQWSPQkZUHTYSHkXZ2ORrLinzl8R6BtP-ZWsrWAx1fx21kouSHEShyphenhyphenyRcg1H_XY2AVEFKS2x9AS/s1600/Extent+diagram+cont.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;"><span style="font-family: inherit;"><span style="font-size: small;"><strong>Extent diagrams (cont...)</strong></span></span></span></td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><br />
<br />
<br />
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgO8weKBVzfeH-6c6bHI1EN3qQH-_MQJ9bnlwpAq2pLZbWSeXBh5xQr1akLzlqPX2Zvx_X8bHYdzzPPdto6z99JiFB6y8bcctlNTHiPja8nE69n3gL-D4lrkFwN9YZXG2bveOsdcSuEh23t/s1600/Typical+forms+of+corrosion+due+to+mechanical+damage.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgO8weKBVzfeH-6c6bHI1EN3qQH-_MQJ9bnlwpAq2pLZbWSeXBh5xQr1akLzlqPX2Zvx_X8bHYdzzPPdto6z99JiFB6y8bcctlNTHiPja8nE69n3gL-D4lrkFwN9YZXG2bveOsdcSuEh23t/s1600/Typical+forms+of+corrosion+due+to+mechanical+damage.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;"><span style="font-family: inherit;"><span style="font-size: small;"><strong>Typical forms of corrosion due to mechanical damage</strong></span></span></span></td></tr>
</tbody></table>
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<tr><td style="text-align: center;"><br />
<br />
<br />
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgPx4sdTuPIFjdPb4CbHrfICLMru1_fjcwXq6Az6B8HZwgS9rrHo66WWyuJZn_ExAQZDZkundgLBYcxbRxg1KfrGsLgswO1PL8t5ZtK3OpmBmDBGodGZX-PpoE0G8r7c7zBFpeGW_BKSWZa/s1600/Typical+forms+of+corrosion+due+to+non-mechanical+causes.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgPx4sdTuPIFjdPb4CbHrfICLMru1_fjcwXq6Az6B8HZwgS9rrHo66WWyuJZn_ExAQZDZkundgLBYcxbRxg1KfrGsLgswO1PL8t5ZtK3OpmBmDBGodGZX-PpoE0G8r7c7zBFpeGW_BKSWZa/s1600/Typical+forms+of+corrosion+due+to+non-mechanical+causes.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;"><span style="font-family: inherit;"><span style="font-size: small;"><strong>Typical forms of corrosion due to non<span style="font-size: small;">-mechanical causes</span></strong></span></span></span></td></tr>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiVWwa7ELGrktdHJSjzIX27C006iMGz5mQ_sWgNikNy5bC43sPXOj8oj_vTMsd58DmdHPwfntNsq2AQjBlXbNkcqInpONcAkoKaNjmjUm91Dd-uTTmvtLc6NoWJXZeSQylj1zoaUJuh8ZFS/s1600/Blistering.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiVWwa7ELGrktdHJSjzIX27C006iMGz5mQ_sWgNikNy5bC43sPXOj8oj_vTMsd58DmdHPwfntNsq2AQjBlXbNkcqInpONcAkoKaNjmjUm91Dd-uTTmvtLc6NoWJXZeSQylj1zoaUJuh8ZFS/s1600/Blistering.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;"><span style="font-family: inherit;"><span style="font-size: small;"><strong>Blistering</strong></span></span></span></td></tr>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><br />
<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhOuiuR2uueI2LGZJ9ltSB_ZpCuBdomDGw7Jto9Dd1jYquzfsB6YDGrb5wL9Ub4khLYJlm6B6o1Zfzvo1I9ozGEMCKTEKT5z7RolUPa83-_74SK2aqbfSqNzmUv1aXifh2HOYAUZrsjweBF/s1600/Typical+forms+of+cracking-crazing.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhOuiuR2uueI2LGZJ9ltSB_ZpCuBdomDGw7Jto9Dd1jYquzfsB6YDGrb5wL9Ub4khLYJlm6B6o1Zfzvo1I9ozGEMCKTEKT5z7RolUPa83-_74SK2aqbfSqNzmUv1aXifh2HOYAUZrsjweBF/s1600/Typical+forms+of+cracking-crazing.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;"><span style="font-family: inherit;"><strong>Typical forms of cracking/crazing</strong></span></span></td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><br />
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<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjWvxJwQkdex6I_lmnXJ0FyA01LdoMNgUSMN7beJR8QQIIpuBilY3kkIE40uhk6_cZGEkH6-BJM9E4eJye38YL8BLWeb5HWm3gFdHoYpKu-UY2apwyH6hPbQeuq56tKsuA-4NwjIZ2jGJCT/s1600/Common+forms+of+weed+fouling.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjWvxJwQkdex6I_lmnXJ0FyA01LdoMNgUSMN7beJR8QQIIpuBilY3kkIE40uhk6_cZGEkH6-BJM9E4eJye38YL8BLWeb5HWm3gFdHoYpKu-UY2apwyH6hPbQeuq56tKsuA-4NwjIZ2jGJCT/s1600/Common+forms+of+weed+fouling.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;"><span style="font-family: inherit;"><span style="font-size: small;"><strong>Common forms of weed fouling</strong></span></span></span></td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-RAmKM3F2kqCFP4BG8OF3Ch60d9vbPJkVpFDT-ayLrSQG3tGdTI57r0bX0uC0S33RVkzKPBuX6dXYBS95h-DOWOtgpIjq4A4ZcJRh7ZTHGJuMQ0bfnBxQUvfmkCpE95EiXTO762D5PgPu/s1600/Common+forms+of+animal+fouling.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-RAmKM3F2kqCFP4BG8OF3Ch60d9vbPJkVpFDT-ayLrSQG3tGdTI57r0bX0uC0S33RVkzKPBuX6dXYBS95h-DOWOtgpIjq4A4ZcJRh7ZTHGJuMQ0bfnBxQUvfmkCpE95EiXTO762D5PgPu/s1600/Common+forms+of+animal+fouling.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;"><span style="font-family: inherit;"><span style="color: black; font-size: small;"><strong>Common forms of animal fouling</strong></span></span></span></td></tr>
</tbody></table>
<div class="MsoNormal">
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj4ZV57wvPnoLt4EL-Sb4TD_7H40DbJ5JmDaXJcJH9MSto38FXVzn4ta398YQ0ok0cIKv2jvfKrORi0YZ14eAvEomGzZEeLKyZqs9_py_vppIR8vVvI0vJj1Kv1e1vCWhmN8IIPMhf1BVij/s1600/Severity+animal+fouling.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj4ZV57wvPnoLt4EL-Sb4TD_7H40DbJ5JmDaXJcJH9MSto38FXVzn4ta398YQ0ok0cIKv2jvfKrORi0YZ14eAvEomGzZEeLKyZqs9_py_vppIR8vVvI0vJj1Kv1e1vCWhmN8IIPMhf1BVij/s1600/Severity+animal+fouling.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;"><span style="font-family: inherit;"><span style="font-size: small;"><strong>Severity of animal fouling</strong></span></span></span></td></tr>
</tbody></table>
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Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.comtag:blogger.com,1999:blog-4082296293004648676.post-34374281137487923882013-01-31T01:30:00.000-05:002013-03-15T19:23:28.778-04:00Surveyor Guide Notes on Marpol Certificate Deficiencies<div dir="ltr" style="text-align: left;" trbidi="on">
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<span lang="EN-US">With marine pollution being a major concern
to Port States, Port Slate Control Inspectors are taking a hard look at
pollution prevention arrangements on board. Penalties can be quite stiff far an
Owner if the vessel fails to comply with required regulations. Following is a
comprehensive list of the types of deficiencies found. Note ¡that in some
instances the vessel was detained due lo inaccuracies in the</span></div>
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<span lang="EN-US">Supplement to the Marpol Certificate versus
actual arrangements on board. Surveyors shall pay strict attention to
statements made in the Supplement and reissue a correct version, if necessary.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">1. Oil content meter, printed circuit board
for control section to be repaired.</span></div>
<div class="MsoNormal">
<br />
<span lang="EN-US">2. Pollution placard not posted.</span></div>
<div class="MsoNormal">
<br />
<span lang="EN-US">3. Transfer procedures did not contain
procedures for reporting oil discharges (or hazardous material discharges) into
the water.</span></div>
<div class="MsoNormal">
<br />
<span lang="EN-US">4. Oil discharge monitors not operating satisfactorily.</span></div>
<div class="MsoNormal">
<br />
<span lang="EN-US">5. Oil record book not filled out properly,
not up-to-date.</span></div>
<div class="MsoNormal">
<br />
<span lang="EN-US">6. 15 ppm alarm out of order.</span></div>
<div class="MsoNormal">
<br />
<span lang="EN-US">7. Bilge and sludge pump arrangements not
in compliance with Marpol regulations.</span></div>
<div class="MsoNormal">
<br />
<span lang="EN-US">8. Oily water separator pump, automatic
stopping device not working; soft patches in associated </span><br />
<span lang="EN-US">piping of Oil Water Separator.</span></div>
<div class="MsoNormal">
<br />
<span lang="EN-US">9. Marpol Certificate Supplement not in
compliance with latest MARPOL Amendments (not latest revision).</span></div>
<div class="MsoNormal">
<br />
<span lang="EN-US">10. Sludge tank has direct connection over
board through bilge system. Sludge is mixing with Fuel Oil in settling tank.</span></div>
<div class="MsoNormal">
<br />
<span lang="EN-US">11. Quantities of sludge incinerated as
indicated in Oil Record Book do not correspond with quantities of fuel taken on
board.</span></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh4U3yonpOkMgbSyDPf1meIJVt9pB2gb7qEQtZqSHwnC98xQxdQz98FnnDmBpXiFt6B5_GKNrc6uW2lR9SuVsolOf1r8UB_h9PSFqFom48Hhh1HSkpuhEr8AmuqP76LNndtNpG6jdFNXN9u/s1600/ows.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh4U3yonpOkMgbSyDPf1meIJVt9pB2gb7qEQtZqSHwnC98xQxdQz98FnnDmBpXiFt6B5_GKNrc6uW2lR9SuVsolOf1r8UB_h9PSFqFom48Hhh1HSkpuhEr8AmuqP76LNndtNpG6jdFNXN9u/s1600/ows.JPG" /></a></div>
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</xml><![endif]--><span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">12. Oil Record Book format does not conform
to latest MARPOL Amendments (new format since 4 April 1993).</span></span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;">
</span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">13. Sludge tank full and bilge separator
pump is out of order, Sludge to be pumped ashore before departure.</span></span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;">
</span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">14. Tank being used as sludge tank is not
the tank indicated as the sludge tank in the IOPP Certificate Supplement.</span></span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;">
</span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">15. Supplement to Marpol Certificate,
section 2.6.2 has been filled out while vessel has no waiver from requirements
of Regulation 16.</span></span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;">
</span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">16. Oil record book. Letter Cedes have not
been used correctly.</span></span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;">
</span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">17. Part II of Oil Record Book has been
used to record Annex II (NLS) cargoes. Separate Cargo Record Book shall be used
for Annex II cargoes.</span></span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;">
</span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">18. Oily water separating equipment, 3 way
valve in ove<i>r </i>board line
not working.</span></span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;">
</span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">19. Vessel has incinerator on board which
has not been recorded in Supplement to Marpol Certificate.</span></span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;">
</span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">20. Control light on oily water separator
indicates dirty filters are being used.</span></span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;">
</span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">21. Oil residue tanks are not indicated in
the Supplement to Marpol Certificate.</span></span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;">
</span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">22. Marpol Certificate had expired.</span></span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;">
</span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">23. Only one entry made in Oil Record Book
regarding sludge being pumped into decanting tank.</span></span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;">
</span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">24. Tank being used for ER oil residue and
cargo slop tank is not indicated on approved plans. If tank is not accepted as
a slop tank, then the tank shall be discharged and cleaned.</span></span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;">
</span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">25. Sludge pump has direct connection
overboard; spool piece to be removed and blank fitted.</span></span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;">
</span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">26. Copy of MARPOL Regulations not on
board.</span></span></span><br />
<br />
<span style="font-family: inherit;"><span style="font-size: small;">
</span></span></div>
<div class="MsoNormal">
<span lang="EN-US"><br /></span></div>
<div class="MsoNormal">
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEij8mVWkrh_q3ulgo6wY1JAEZOFgp95ok1cUFjgQgPFQlirHSEvFchv1dX-JzATnXk-oDw9yBi0TjfjZiMnfJe0synZz1Eup-cTTIjMQK-xDIFdX1DL62VYqhtYd2EjdbaNxTFSUOoaWlx1/s1600/oil+water+separator.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEij8mVWkrh_q3ulgo6wY1JAEZOFgp95ok1cUFjgQgPFQlirHSEvFchv1dX-JzATnXk-oDw9yBi0TjfjZiMnfJe0synZz1Eup-cTTIjMQK-xDIFdX1DL62VYqhtYd2EjdbaNxTFSUOoaWlx1/s1600/oil+water+separator.JPG" /></a></div>
<span lang="EN-US"><br /></span></div>
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<span lang="EN-US"><br /></span></div>
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<br /></div>
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Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.comtag:blogger.com,1999:blog-4082296293004648676.post-32571475289529341672013-01-31T01:00:00.000-05:002013-03-08T18:43:34.131-05:00Surveyor Guide Notes on Loadline Certificate Deficiencies<div dir="ltr" style="text-align: left;" trbidi="on">
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<div class="MsoNormal">
<span lang="EN-US">The following listing deals mainly with
deficiencies pertaining to Load Line markings; other deficiencies found which
relate to structural items are discussed under class surveys.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">1. Port side load line marks incorrect.</span></div>
<div class="MsoNormal">
<span lang="EN-US">2. Stability information not in language
understandable to crew.</span></div>
<div class="MsoNormal">
<span lang="EN-US">3. Marks on vessel to not conform to
Freeboard Certificate.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">The following is a comprehensive listing of
the deficiencies found relating to the Annual Load Line.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">4. Plimsoll marks not clearly visible or missing
port/starboard sides of vessel.</span></div>
<div class="MsoNormal">
<span lang="EN-US">5. Summer and Tropical mark as noted on
vessels Load Line Certificate were not painted on the vessels sides.</span></div>
<div class="MsoNormal">
<span lang="EN-US">6. Scupper drains closed.</span></div>
<div class="MsoNormal">
<span lang="EN-US">7. Hull damage or wastage noted to closing
appliances.</span></div>
<div class="MsoNormal">
<span lang="EN-US">8. Far other applicable Load line items </span><span lang="EN" style="mso-ansi-language: EN;">corresponding to the hull integrity.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEikyUyrSwQ5jmu2mjBPrnizAZTUH_rn0FZnz_SA33rZQxO-MPkh9esP04JNAgilEgngE2UQ47BHzY9ZPiQkBqhnOUAqnvM6BtW50z-V7o0DfaX4DhCIoAyOojIlG5u_UlCBqCuF2ZcCdRnc/s1600/final+loadline+mark.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEikyUyrSwQ5jmu2mjBPrnizAZTUH_rn0FZnz_SA33rZQxO-MPkh9esP04JNAgilEgngE2UQ47BHzY9ZPiQkBqhnOUAqnvM6BtW50z-V7o0DfaX4DhCIoAyOojIlG5u_UlCBqCuF2ZcCdRnc/s1600/final+loadline+mark.jpg" height="483" width="640" /></a></div>
<div class="MsoNormal">
<br /></div>
</div>
Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.comtag:blogger.com,1999:blog-4082296293004648676.post-51736114671879206562013-01-31T00:30:00.000-05:002013-03-09T06:05:10.678-05:00Surveyor Guide Notes on Safety Equipment Certificate Deficiencies<div dir="ltr" style="text-align: left;" trbidi="on">
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<br />
<div class="MsoNormal">
<span lang="EN-US">Understandably, Port State Control
Inspectors are thoroughly inspecting safety equipment.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">Unfortunately, the majority of the
deficiencies found (around 80%) pertain to violations of safety equipment
requirements. The real problem areas are firemains and survival craft.
Following is a breakdown of the deficiencies found:</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<b style="mso-bidi-font-weight: normal;"><span lang="EN-US">Survival
Craft and Lifesaving Appliances</span></b></div>
<div class="MsoNormal">
<span lang="EN-US">a. Launching device to be <span style="mso-bidi-font-style: italic;">freed<i> </i></span>up.</span></div>
<div class="MsoNormal">
<span lang="EN-US">b. Releasing gear not operating properly.</span></div>
<div class="MsoNormal">
<span lang="EN-US">c. Inoperable lifeboat motor.</span></div>
<div class="MsoNormal">
<span lang="EN-US">d. Inadequate lifeboat equipment, including
missing food rations, spotlight, tin opener, sea sickness pills, fire
extinguisher, fishing tackle, radar reflectors, portable flashlights and batteries,
axes, oil, sea anchor and line, and lifeboat cover.</span></div>
<div class="MsoNormal">
<span lang="EN-US">e. Name <span style="mso-bidi-font-style: italic;">of<i> </i></span>vessel/port <span style="mso-bidi-font-style: italic;">of<i>
</i></span>registry not on lifebuoys.</span></div>
<div class="MsoNormal">
<span lang="EN-US">f. No embarkation ladders <span style="mso-bidi-font-style: italic;">for<i> </i></span>lifeboats.</span></div>
<div class="MsoNormal">
<span lang="EN-US">g. Lifeboat embarkation stations not illuminated.</span></div>
<div class="MsoNormal">
<span lang="EN-US">h. Wasted water containers in lifeboats.</span></div>
<div class="MsoNormal">
<span lang="EN-US">i. Lifeboat davits not operating properly,
were wasted, or were seized.</span></div>
<div class="MsoNormal">
<span lang="EN-US">j. Lifeboat’s keel rivets corroded.</span></div>
<div class="MsoNormal">
<span lang="EN-US">k. Grab rails on lifeboat to be replaced.</span></div>
<div class="MsoNormal">
<span lang="EN-US">l. Lifeboat fuel tank rusted through.</span></div>
<div class="MsoNormal">
<span lang="EN-US">m. Plugs <span style="mso-bidi-font-style: italic;">for<i> </i></span>lifeboats not properly marked nor indicated.</span></div>
<div class="MsoNormal">
<span lang="EN-US">n. Retro-reflective tape was not placed on
the bottoms of lifeboats that are not self-righting.</span></div>
<div class="MsoNormal">
<span lang="EN-US">o. Bilges of lifeboat to be cleaned.</span></div>
<div class="MsoNormal">
<span lang="EN-US">p. Missing weak links on liferafts.</span></div>
<div class="MsoNormal">
<span lang="EN-US">q. Man rapes to be repaired on lifeboats
and length not long enough.</span></div>
<div class="MsoNormal">
<span lang="EN-US">r. Braces <span style="mso-bidi-font-style: italic;">for<i> </i></span>lifeboat covers need repair.</span></div>
<div class="MsoNormal">
<span lang="EN-US">s. Holes in lifeboat.</span></div>
<div class="MsoNormal">
<span lang="EN-US">t. Free fall lifeboat not secure in its
cradle.</span></div>
<div class="MsoNormal">
<span lang="EN-US">u. Lifebuoy lights not working.</span></div>
<div class="MsoNormal">
<span lang="EN-US">v. Lifeboats not on board vessel.</span></div>
<div class="MsoNormal">
<span lang="EN-US">w. Additional lifejackets to be provided
for forward liferafts.</span></div>
<div class="MsoNormal">
<span lang="EN-US">x. Containers for liferafts not marked with
inspection stickers.</span></div>
<div class="MsoNormal">
<span lang="EN-US">y. Operating instructions <span style="mso-bidi-font-style: italic;">for<i> </i></span>lifeboats and liferafts
missing.</span></div>
<div class="MsoNormal">
<span lang="EN-US">z. Rotted wood seating and flooring in lifeboats.</span></div>
<div class="MsoNormal">
<span lang="EN-US">aa. Food and equipment storage lockers not
water tight.</span></div>
<div class="MsoNormal">
<span lang="EN-US">bb. Lifeboat wastage found in way of
rivets, and doublers to be removed.</span></div>
<div class="MsoNormal">
<span lang="EN-US">cc. Lifejacket rights not working.</span></div>
<div class="MsoNormal">
<span lang="EN-US">dd. Lifebuoys on navigating bridge not of
the quick release type.</span></div>
<div class="MsoNormal">
<span lang="EN-US">ee. Limit switches on davits not working.</span></div>
<div class="MsoNormal">
<span lang="EN-US">ff. Lifeboat bilge pump hoses rotted.</span></div>
<div class="MsoNormal">
<span lang="EN-US">gg. Lifeboat davits not turned end-for-end
or not renewed.</span></div>
<div class="MsoNormal">
<span lang="EN-US">hh. Tracings pennants for lifeboats incorrect
length.</span></div>
<div class="MsoNormal">
<span lang="EN-US">ii. Liferafts not serviced al proper
intervals.</span></div>
<div class="MsoNormal">
<span lang="EN-US">jj. Exposed, loose lifeboat equipment not
lashed to lifeboat.</span></div>
<div class="MsoNormal">
<span lang="EN-US">kk. Lifeboat engine exhaust pipe to be
renewed.</span></div>
<div class="MsoNormal">
<span lang="EN-US">ll. Fwd and Aft lifting hook check plates
to be renewed.</span></div>
<div class="MsoNormal">
<span lang="EN-US">mm. Lifeboat engine cover not watertight.</span></div>
<div class="MsoNormal">
<span lang="EN-US">nn. Becketed life lines wasted or not
connected lo lifeboat.</span></div>
<div class="MsoNormal">
<span lang="EN-US">oo. Lifeboat rudder cannot be operated and
rudder pulling away from hull.</span></div>
<div class="MsoNormal">
<span lang="EN-US">pp. Lifeboat flemming gear does not
operate.</span></div>
<div class="MsoNormal">
<span lang="EN-US">qq. Lifebuoys found with serf- igniting
lights <span style="mso-bidi-font-weight: bold;">and<b> </b></span>lifelines
attached.</span></div>
<div class="MsoNormal">
<span lang="EN-US">rr. Retro-reflective tape not found on
lifebuoys or to be renewed.</span></div>
<div class="MsoNormal">
<span lang="EN-US">ss. Lifeboat painter lines were not stowed
far quick release and wooden toggles missing.</span></div>
<div class="MsoNormal">
<span lang="EN-US">tt. Forward six man liferafts found locked
in storage locker.</span></div>
<div class="MsoNormal">
<span lang="EN-US">uu. Lifeboat tricing pennant connectors to
be repaired.</span></div>
<div class="MsoNormal">
<span lang="EN-US">vv. Liferafts were not free floating and
weak links missing.</span></div>
<div class="MsoNormal">
<span lang="EN-US">ww. Lifeboat oar locks frozen, missing, or
not lashed to lifeboat by chains.</span></div>
<div class="MsoNormal">
<span lang="EN-US">xx. Embarkation gates for lifeboats cannot
be opened with boats in way.</span></div>
<div class="MsoNormal">
<span lang="EN-US">yy. ER lifejackets missing for men on
watch.</span></div>
<div class="MsoNormal">
<span lang="EN-US">zz. Skates missing on lifeboats.</span></div>
<div class="MsoNormal">
<span lang="EN-US">aaa. Emergency lighting near lifeboats to
be repaired.</span></div>
<div class="MsoNormal">
<span lang="EN-US">bbb. Lifeboat oars missing and not marked
with name of vessel</span></div>
<div class="MsoNormal">
<span lang="EN-US">cee. Davit hand cranks to be repaired.</span></div>
<div class="MsoNormal">
<span lang="EN-US">ddd. Total number of persons not marked on
lifeboat.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<b style="mso-bidi-font-weight: normal;"><span lang="EN-US">Fire
and Emergency Equipment</span></b></div>
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<div class="MsoNormal">
<span lang="EN-US">a. Emergency fire pump not working</span></div>
<div class="MsoNormal">
<span lang="EN-US">b. Wasted firemains and firemains leaking.</span></div>
<div class="MsoNormal">
<span lang="EN-US">c. Defective or missing fire hoses.</span></div>
<div class="MsoNormal">
<span lang="EN-US">d. Smoke detection system to be repaired.</span></div>
<div class="MsoNormal">
<span lang="EN-US">e. Main fire pump, Engine Room, not working
satisfactorily.</span></div>
<div class="MsoNormal">
<span lang="EN-US">f. Paint locker without fire extinguishing
arrangement.</span></div>
<div class="MsoNormal">
<span lang="EN-US">g. Flammable materials and paints stowed in
forward stores, steering gear room and ER instead of in paint locker.</span></div>
<div class="MsoNormal">
<span lang="EN-US">h. Muster list not satisfactory, does not
define alternatives for key personnel.</span></div>
<div class="MsoNormal">
<span lang="EN-US">i. IGS system, pv valves on branch lines to
cargo tanks frozen and deck water seal and loop arrangement missing; piping
deteriorated; portable instruments for measuring 0<sub>2</sub> and flammable
vapor Inoperable.</span></div>
<div class="MsoNormal">
<span lang="EN-US">j. Emergency generator not working.</span></div>
<div class="MsoNormal">
<span lang="EN-US">k. Table of lifesaving signals not on
bridge.</span></div>
<div class="MsoNormal">
<span lang="EN-US">l. Muster point to be defined for fire and
emergency.</span></div>
<div class="MsoNormal">
<span lang="EN-US">m. Luminescent emergency posters/IMO
symbols to be posted.</span></div>
<div class="MsoNormal">
<span lang="EN-US">n. Fire dampers inoperative (unable to
close/open) or not marked.</span></div>
<div class="MsoNormal">
<span lang="EN-US">o. Spanners missing from fire stations; nozzles
not of dual purpose type.</span></div>
<div class="MsoNormal">
<span lang="EN-US">p. Fireman’s outfits missing equipment and
not ready for immediate use.</span></div>
<div class="MsoNormal">
<span lang="EN-US">q. Instructions for C0<sub>2</sub> release
missing.</span></div>
<div class="MsoNormal">
<span lang="EN-US">r. Fire station handles, hinges broken, and
hand wheel missing.</span></div>
<div class="MsoNormal">
<span lang="EN-US">s. Fire hoses not connected to fire main
and ready for immediate use.</span></div>
<div class="MsoNormal">
<span lang="EN-US">t. Flexible loops on C0<sub>2</sub> system
twisted, creating blockage for C0<sub>2</sub> to pass.</span></div>
<div class="MsoNormal">
<span lang="EN-US">u. Fire nozzles missing or wasted, gaskets to
be renewed.</span></div>
<div class="MsoNormal">
<span lang="EN-US">v. Main fire pump missing.</span></div>
<div class="MsoNormal">
<span lang="EN-US">w. Lighting fixtures missing globes.</span></div>
<div class="MsoNormal">
<span lang="EN-US">x. Insufficient portable extinguishers in
accommodation spaces and ER.</span></div>
<div class="MsoNormal">
<span lang="EN-US">y. Risk of fire due to oil accumulation in
ER, steering gear room, galley, mast house.</span></div>
<div class="MsoNormal">
<span lang="EN-US">z. Lifeboat drills not satisfactory; crew
not prepared.</span></div>
<div class="MsoNormal">
<span lang="EN-US">aa. Fire control plan to be updated and
written with correct IMO symbols. Fire control plan container, frozen.</span></div>
<div class="MsoNormal">
<span lang="EN-US">bb. Oxy/Acetylene cylinders found stowed in
crew’s quarters and in ER.</span></div>
<div class="MsoNormal">
<span lang="EN-US">cc. Doublers on fire main.</span></div>
<div class="MsoNormal">
<span lang="EN-US">dd. Line throwing apparatus not on board.</span></div>
<div class="MsoNormal">
<span lang="EN-US">ee. Galley’s flame/grease screen missing.</span></div>
<div class="MsoNormal">
<span lang="EN-US">ff. No valid sample test certificate for foam
on board.</span></div>
<div class="MsoNormal">
<span lang="EN-US">gg. C0<sub>2</sub> bottles to be serviced.</span></div>
<div class="MsoNormal">
<span lang="EN-US">hh. Storage locker far fireman’s outfits
not properly marked.</span></div>
<div class="MsoNormal">
<span lang="EN-US">ii. ER firebox without sand or scoop.</span></div>
<div class="MsoNormal">
<span lang="EN-US">jj. Breathing apparatuses not maintained.</span></div>
<div class="MsoNormal">
<span lang="EN-US">kk. Fire flaps in ER to be serviced.</span></div>
<div class="MsoNormal">
<span lang="EN-US">ll. Foremast electrical supply dangerously
exposed.</span></div>
<div class="MsoNormal">
<span lang="EN-US">mm. Flame screens on battery room vents
missing.</span></div>
<div class="MsoNormal">
<span lang="EN-US">nn. Fire doors to be repaired (closing
arrangement), and some provided with hold back hooks.</span></div>
<div class="MsoNormal">
<span lang="EN-US">oo. Oily rags stowed near ER air receivers
and in ER.</span></div>
<div class="MsoNormal">
<span lang="EN-US">pp. Excessive oil found, in ER bilges.</span></div>
<div class="MsoNormal">
<span lang="EN-US">qq. Guard missing on belt drive for
emergency fire pump priming pump.</span></div>
<div class="MsoNormal">
<span lang="EN-US">rr. Emergency generator room not properly
marked.</span></div>
<div class="MsoNormal">
<span lang="EN-US">ss. No <span style="mso-bidi-font-style: italic;">safety/fire<i> </i></span>control plans on the bridge and inside
accommodation passages.</span></div>
<div class="MsoNormal">
<span lang="EN-US">tt. Entries far abandon ship/boat drills not
made in ship’s lag.</span></div>
<div class="MsoNormal">
<span lang="EN-US">uu. Fire hydrant fire valve stems loose.</span></div>
<div class="MsoNormal">
<span lang="EN-US">vv. No operation instructions for fire
emergency pump.</span></div>
<div class="MsoNormal">
<span lang="EN-US">ww. C0<sub>2</sub> piping crimped, in way
of paint locker.</span></div>
<div class="MsoNormal">
<span lang="EN-US">xx. Fire hose nozzles not of dual purpose
type in ER.</span></div>
<div class="MsoNormal">
<span lang="EN-US">yy. Fire extinguisher in radio room,
missing.</span></div>
<div class="MsoNormal">
<span lang="EN-US">zz. Safety training manual not adapted for
vessel.</span></div>
<div class="MsoNormal">
<span lang="EN-US">aaa. C0<sub>2</sub> stations, no door
alarm, no instruction panel, door not properly marked, instructions in Spanish
only; door seized.</span></div>
<div class="MsoNormal">
<span lang="EN-US">bbb. Instructions in use and maintenance of
firefighting equipment are missing.</span></div>
<div class="MsoNormal">
<span lang="EN-US">ccc. C0<sub>2</sub> cylinder room to be
cleared of all items stored in it.</span></div>
<div class="MsoNormal">
<span lang="EN-US">ddd. Fireman’s suits to have lanterns, not
flashlights.</span></div>
<div class="MsoNormal">
<span lang="EN-US">eee. SOLAS training manuals not installed
in every mess room.</span></div>
<div class="MsoNormal">
<span lang="EN-US">fff. All paints to be removed from ER and
stowed in proper paint locker.</span></div>
<div class="MsoNormal">
<span lang="EN-US">ggg. General emergency signal not in
compliance with Regulation III/60. See SOLAS Chapter III</span></div>
<div class="MsoNormal">
<span lang="EN-US">hhh. Electric wiring on Christmas tree
(navigation lights) unsafe.</span></div>
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<br />
<b style="mso-bidi-font-weight: normal;"><span lang="EN-US">Navigation
Equipment</span></b></div>
<div class="MsoNormal">
<span lang="EN-US">a. No navigation charts of area navigated.</span></div>
<div class="MsoNormal">
<span lang="EN-US">b. Compass deviation chart missing or to be
updated.</span></div>
<div class="MsoNormal">
<span lang="EN-US">c. Charts, Tide Tables, and List <span style="mso-bidi-font-style: italic;">of<i> </i></span>Lights outdated.</span></div>
<div class="MsoNormal">
<span lang="EN-US">d. Gyro compass repeater, 30º off.</span></div>
<div class="MsoNormal">
<span lang="EN-US">e. Echo depth sounder not working.</span></div>
<div class="MsoNormal">
<span lang="EN-US">f. Pre-arrival tests not logged.</span></div>
<div class="MsoNormal">
<span lang="EN-US">g. Radar not operating properly.</span></div>
<div class="MsoNormal">
<span lang="EN-US">h. Latest Notices to Mariners not on board.</span></div>
<div class="MsoNormal">
<span lang="EN-US">i. Pilot ladder steps painted and embarkation
station stanchions corroded.</span></div>
<div class="MsoNormal">
<span lang="EN-US">j. Small pilot ladder, no spreader.</span></div>
<div class="MsoNormal">
<span lang="EN-US">k. Sailing Directions missing, and
Supplements to Sailing Directions outdated.</span></div>
<div class="MsoNormal">
<span lang="EN-US">1. Abandon ship drills not being held.</span></div>
<div class="MsoNormal">
<span lang="EN-US">m. Magnetic Compass/spare has 20% of liquid
missing.</span></div>
<div class="MsoNormal">
<span lang="EN-US">n. Navigation lights repaired.</span></div>
<div class="MsoNormal">
<span lang="EN-US">o. Charts not corrected and chart catalogues
outdated.</span></div>
<div class="MsoNormal">
<span lang="EN-US">p. Navigation light door hinge broken.</span></div>
<div class="MsoNormal">
<span lang="EN-US">q. No ITU volumes available. International
Code of Signals missing.</span></div>
<div class="MsoNormal">
<span lang="EN-US">r. Gyro repeater in steering gear room to
be aligned.</span></div>
<div class="MsoNormal">
<span lang="EN-US">s. Rudder angle indicator missing.</span></div>
<div class="MsoNormal">
<span lang="EN-US">t. Speaking tube between magnetic compass
and bridge missing.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<b style="mso-bidi-font-weight: normal;"><span lang="EN-US">Documentation/Certificates</span></b></div>
<div class="MsoNormal">
<span lang="EN-US">a. Improper keel date on Safety Equipment
Certificate.</span></div>
<div class="MsoNormal">
<span lang="EN-US">b. Records form E. P. do not indicate
proper number of persons being accommodated by lifesaving appliances.</span></div>
<div class="MsoNormal">
<span lang="EN-US">c. Manning Certificate expired.</span></div>
<div class="MsoNormal">
<span lang="EN-US">d. Manning exceeds number indicated on Safety
Equipment Certificate.</span></div>
<div class="MsoNormal">
<span lang="EN-US">e. Copy of SOLAS and all amendments not on
board.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">As can be seen from the above listed
deficiencies, Port State Control inspectors are carrying out very detailed
surveys, looking specifically for fire hazards, condition of equipment used for
fire and emergency, and crew preparedness. Surveyors shall remind the Owner to
remove any fire hazards they come across during the course of the survey.</span></div>
<div class="MsoNormal">
<br /></div>
</div>
Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.comtag:blogger.com,1999:blog-4082296293004648676.post-53187623641135137932013-01-31T00:00:00.000-05:002013-03-08T18:29:18.073-05:00Surveyor Guide Notes on Safety Construction Certificate Deficiencies<div dir="ltr" style="text-align: left;" trbidi="on">
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<br />
<div class="MsoNormal">
<span lang="EN-US">The following listing deals mainly with
deficiencies pertaining to the steering gear. Other deficiencies found which
relate to structural items are discussed under class surveys.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">1. Steering control system
malfunctioning/failure.</span></div>
<div class="MsoNormal">
<span lang="EN-US">2. Loss of steering power alarm to bridge.</span></div>
<div class="MsoNormal">
<span lang="EN-US">3. Low level alarm missing on fluid system
of steering gear.</span></div>
<div class="MsoNormal">
<span lang="EN-US">4, Officers not knowledgeable/did not drill
in emergency steering procedures (i.e., steering from steering gear room).</span></div>
<div class="MsoNormal">
<span lang="EN-US">5. Emergency manual steering to be
demonstrated.</span></div>
<div class="MsoNormal">
<span lang="EN-US">6. Steering gear motor found with low insulation
reading.</span></div>
<div class="MsoNormal">
<span lang="EN-US">7. Communication device in emergency
steering room to be operational.</span></div>
<div class="MsoNormal">
<span lang="EN-US">1. Stanchions on port/starboard gangways
were broken, missing, and steps on upper gangway platform heavily wasted/holed.</span></div>
<div class="MsoNormal">
<span lang="EN-US">2. Handrails broken, bent, or missing.</span></div>
<div class="MsoNormal">
<span lang="EN-US">3. Watertight doors holed, door edges
wasted, dogs missing or frozen, gaskets missing, and unable to close properly.</span></div>
<div class="MsoNormal">
<span lang="EN-US">4. Weathertight doors to Accommodation
Spaces not closing properly or missing.</span></div>
<div class="MsoNormal">
<span lang="EN-US">5. Serf-Closing doors were not working.</span></div>
<div class="MsoNormal">
<span lang="EN-US">6. Tank air vent pipes were wasted, holed,
soft-patched, and missing flame screens.</span></div>
<div class="MsoNormal">
<span lang="EN-US">7. Ventilators were missing covers, dogs,
found wasted/holed and associated vent duds found wasted and holed.</span></div>
<div class="MsoNormal">
<span lang="EN-US">6. Ventilators and vent ducts found
repaired with soft patches.</span></div>
<div class="MsoNormal">
<span lang="EN-US">9. Heavy corrosion noted in the Forecastle
Storage Spaces including holes in the forward transverse bulkheads.</span></div>
<div class="MsoNormal">
<span lang="EN-US">10. Holes (wastage) in way of the
Accommodation House Enclosed bulkheads.</span></div>
<div class="MsoNormal">
<span lang="EN-US">11. Manhole hatch covers missing, and studs
broken.</span></div>
<div class="MsoNormal">
<span lang="EN-US">12. Cargo Hatch Covers wasted, holed and
repaired by soft patches or doublers.</span></div>
<div class="MsoNormal">
<span lang="EN-US">13. Cargo Hatch Covers missing bolting
attachments or belting attachments damaged.</span></div>
<div class="MsoNormal">
<span lang="EN-US">14. Hatch comings were fractured in way of
the upper ends, and in way of lower connections to main deck. Main deck plating
in way of hatch coming connections found fractured.</span></div>
<div class="MsoNormal">
<span lang="EN-US">15. Doublers fitted on Main Deck between
Cargo Holds, and adjacent deck, plating suspect.</span></div>
<div class="MsoNormal">
<span lang="EN-US">16. Hatch Covers found holed.</span></div>
<div class="MsoNormal">
<span lang="EN-US">17. Deck in Mast house holed.</span></div>
<div class="MsoNormal">
<span lang="EN-US">18. Deck in Refrigeration Flat found wasted
and holed,</span></div>
<div class="MsoNormal">
<span lang="EN-US">19. Closing device, for Steering Gear Room door
was disconnected, and Steering Gear Room self-closing device for sounding pipes
were inoperable.</span></div>
<div class="MsoNormal">
<span lang="EN-US">20. Hydraulic lines for deck equipment.
found wasted, holed. and repaired with 50ft patches.</span></div>
<div class="MsoNormal">
<span lang="EN-US">21. Brake band seized on Cargo Hatch
winches.</span></div>
<div class="MsoNormal">
<span lang="EN-US">22. Wasted Anchor Chain.</span></div>
<div class="MsoNormal">
<span lang="EN-US">23, Chain shackles missing on port/starboard
Anchor chains.</span></div>
<div class="MsoNormal">
<span lang="EN-US">24. Clutch lever positioning location pins
on Windlass and Mooring Winch were missing.</span></div>
<div class="MsoNormal">
<span lang="EN-US">25. Procure proper grates for hawse pipe.</span></div>
<div class="MsoNormal">
<span lang="EN-US">26. Wasted Chain locker bottom structure.</span></div>
<div class="MsoNormal">
<span lang="EN-US">27. Repair holes in stack.</span></div>
<div class="MsoNormal">
<span lang="EN-US">28. Gross deterioration of all internal
structural numbers in the mid ship Upper Wing Ballast Tanks to the point of
their detachment room the side shell, main deck, and ballast lank slope
plating.</span></div>
<div class="MsoNormal">
<span lang="EN-US">29. Multiple lower Angle brackets in Cargo
Hold found fractured or wasted at the toes.</span></div>
<div class="MsoNormal">
<span lang="EN-US">30. Leaking Upper Wing Ballast Tanks.</span></div>
<div class="MsoNormal">
<span lang="EN-US">31. Fractured and wasted web frames in
Upper Wing Ballast Tanks.</span></div>
<div class="MsoNormal">
<span lang="EN-US">32. Numerous listings of damaged or wasted longitudinal
in topsides tanks.</span></div>
<div class="MsoNormal">
<span lang="EN-US">33. Holes in Cargo Hold Transverse
bulkheads.</span></div>
<div class="MsoNormal">
<span lang="EN-US">34. Bottom plating found set-up along with
associated bottom longitudinal.</span></div>
<div class="MsoNormal">
<span lang="EN-US">35. Damaged plating areas covered with
concrete patches prior to Classification notification or examination.</span></div>
<div class="MsoNormal">
<span lang="EN-US">36. Cargo leaking from Cargo Tanks into the
segregated ballast tanks.</span></div>
<div class="MsoNormal">
<span lang="EN-US">37. Engine room partially flooded with oily
water, and crew felt it necessary to cut a hole in the forward transverse
bulkhead lo allow the water to flow into the cargo hold.</span></div>
<div class="MsoNormal">
<span lang="EN-US">38. Severe pitting in way of the side shell
plating, wind and water strakes.</span></div>
<div class="MsoNormal">
<span lang="EN-US">39. Doublers on Nº 2 double bottom lank top
are considered temporary repairs which are to be further examined and made permanent
prior to renewal of full term Cargo Ship Safety Construction.</span></div>
<div class="MsoNormal">
<span lang="EN-US">40. All bilges, associated piping, and
strainers in cargo hold to be repaired.</span></div>
<div class="MsoNormal">
<span lang="EN-US">41. Fractures in Cargo on Tanks, and
adjacent void spaces.</span></div>
<div class="MsoNormal">
<span lang="EN-US">42. Heavy rust and scale found on
structural members and on bottom of ballast tanks. Tank could not be inspected
due to amount of loose scale and water in bottom of tank.</span></div>
<div class="MsoNormal">
<span lang="EN-US">43. Suspect plating to be checked by NDT
method for further consideration.</span></div>
<div class="MsoNormal">
<span lang="EN-US">44. Overdue for Completion of Special
Survey Nº 3, Gauging and Wastage Repairs Remain.</span></div>
<div class="MsoNormal">
<span lang="EN-US">45. Emergency fire pumps would not start,
or would not pump water lo main deck. Pumps would run hot and/or throttle
controls required constant manual adjustment.</span></div>
<div class="MsoNormal">
<span lang="EN-US">46. Fire pumps were found inoperable.</span></div>
<div class="MsoNormal">
<span lang="EN-US">47. Fire mains found holed, leaking, and or
covered with doublers or soft patches.</span></div>
<div class="MsoNormal">
<span lang="EN-US">48. Numerous fire hoses found missing
through-out numerous tire stations found with missing or no equipment.</span></div>
<div class="MsoNormal">
<span lang="EN-US">49. Numerous leaking fire hoses.</span></div>
<div class="MsoNormal">
<span lang="EN-US">50. Relief valve inoperable on firemains
system.</span></div>
<div class="MsoNormal">
<span lang="EN-US">51. Emergency engine for emergency lights
and auxiliary equipment found nol working.</span></div>
<div class="MsoNormal">
<span lang="EN-US">52. Emergency generators could not pass
operational safety trip test, and could not carry ships toad for required time.
Generators could not parallel.</span></div>
<div class="MsoNormal">
<span lang="EN-US">53. Excessive motor leak on generator.</span></div>
<div class="MsoNormal">
<span lang="EN-US">54. Emergency generator batteries with
charger were not suitable for use..</span></div>
<div class="MsoNormal">
<span lang="EN-US">55. Wrong, type of fire hose nozzles.</span></div>
<div class="MsoNormal">
<span lang="EN-US">56. Free-up firemains isolation valve.</span></div>
<div class="MsoNormal">
<span lang="EN-US">57. No rubber mal below emergency
switchboard.</span></div>
<div class="MsoNormal">
<span lang="EN-US">58. Emergency fighting to be repaired as
required.</span></div>
<div class="MsoNormal">
<span lang="EN-US">59. Control circuits relays (two) worm and
contacts burnt.</span></div>
<div class="MsoNormal">
<span lang="EN-US">60. Clean engine room. Remove excess oily
water from under generators and from engine room bilges.</span></div>
<div class="MsoNormal">
<span lang="EN-US">61. Nº 3 Cargo Pump found to be leaking
heavily, and not to be used for pumping cargo.</span></div>
<div class="MsoNormal">
<span lang="EN-US">62. Open wiring on forward section of
bridge.</span></div>
<div class="MsoNormal">
<span lang="EN-US">63. Lights improperly wired in main deck
house.</span></div>
<div class="MsoNormal">
<span lang="EN-US">64. Lights installed in paint locker not
explosion proof.</span></div>
<div class="MsoNormal">
<span lang="EN-US">65. Missing numerous guards on pulleys and
mooring equipment in engine room and aft steering.</span></div>
<div class="MsoNormal">
<span lang="EN-US">66. No proof of maintenance in tire fighting
equipment.</span></div>
<div class="MsoNormal">
<span lang="EN-US">67. Renew paint locker starboard electrical
switch and protective line.</span></div>
<div class="MsoNormal">
<span lang="EN-US">68. Renew missing glass globes in boson
stores forepeak.</span></div>
<div class="MsoNormal">
<span lang="EN-US">69. Modify sludge piping system</span></div>
<div class="MsoNormal">
<span lang="EN-US">70. One watertight cover missing and
another one to be repaired in electrical boxes on starboard side between cargos
holds.</span></div>
<div class="MsoNormal">
<span lang="EN-US">71. Ballast stripping ejector pipe leaking.</span></div>
<div class="MsoNormal">
<span lang="EN-US">72. Turbo charger gas inlets to be insulated.</span></div>
<div class="MsoNormal">
<span lang="EN-US">73. Repair/replace sea suction fine to ballast
pumps.</span></div>
<div class="MsoNormal">
<span lang="EN-US">74. Repair/replace fuel oil cooling line in
engine room.</span></div>
<div class="MsoNormal">
<span lang="EN-US">75. Correct coupling to be fitted on fire
hydrant, bridge deck port.</span></div>
<div class="MsoNormal">
<span lang="EN-US">76. Engine room bilge pumps could not be
used to pump out engine room.</span></div>
<div class="MsoNormal">
<span lang="EN-US">77. Missing breaker panel doors and electric
motor closures.</span></div>
<div class="MsoNormal">
<span lang="EN-US">78. Exhaust has leaks on main engine.</span></div>
<div class="MsoNormal">
<span lang="EN-US">79. Could not move any ballast water out of
ballast tanks.</span></div>
<div class="MsoNormal">
<span lang="EN-US">80. Thrust collar heavily scored in way of
bearing surfaces on the ahead face.</span></div>
<div class="MsoNormal">
<span lang="EN-US">81. Unit, two (2) main bearing bottom half
scored and white metal lining partly wiped out.</span></div>
<div class="MsoNormal">
<span lang="EN-US">82. Main engine diesel oil line leaking.</span></div>
<div class="MsoNormal">
<span lang="EN-US">83. Naked lights in engine room.</span></div>
<div class="MsoNormal">
<span lang="EN-US">84. Repack fire pumps shaft in both pumps.</span></div>
<div class="MsoNormal">
<span lang="EN-US">85. Repair auxiliary S.W. pump suction
pipe.</span></div>
<div class="MsoNormal">
<span lang="EN-US">86. The sludge pump discharge fine is
approximately 30 feet of PVC pipe and rubber tube. Replace with adequate steel
piping.</span></div>
<div class="MsoNormal">
<span lang="EN-US">87. Demonstrate the operation of the local
steering gear control using the bypass valve instead of disconnecting the
control linkage.</span></div>
<div class="MsoNormal">
<span lang="EN-US">88. Communication bridge-steering gear room
not functioning.</span></div>
<div class="MsoNormal">
<span lang="EN-US">89. The 110 volt A.C. system was not
grounded.</span></div>
<div class="MsoNormal">
<span lang="EN-US">90. Following piping systems found with
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<div class="MsoNormal" style="margin-left: 14.2pt;">
<span lang="EN-US">c. Main diesel
air cooler salt water cooling.</span></div>
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<span lang="EN-US">d. Main ballast suction
line.</span></div>
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in engine room</span></div>
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<span lang="EN-US">95. Grounds need repair on main switchboard
in engine room.</span></div>
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<span lang="EN-US">96. Large B-V fire extinguisher in engine
room has deteriorated hose.</span></div>
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<span lang="EN-US">97. Fuel oil leaks in engine room.</span></div>
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<span lang="EN-US">98. No. 4 cylinder is not functioning on
starboard main diesel engine.</span></div>
<div class="MsoNormal">
<span lang="EN-US">99. Rudder angle indicator missing.</span></div>
</div>
Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.comtag:blogger.com,1999:blog-4082296293004648676.post-49582479688453321292013-01-30T18:26:00.000-05:002013-03-08T22:00:03.702-05:00Surveyor Guide Notes for Prepurchase Condition Survey<!--[if gte mso 9]><xml>
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<span lang="EN-US" style="line-height: 115%; mso-bidi-font-size: 12.0pt;">Pre-Purchase can
be carried out (e.g. for owners, banks, etc for mortgage purposes; for underwriters
pre-entry surveys, etc.)</span></div>
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<span lang="EN-US" style="line-height: 115%; mso-bidi-font-size: 12.0pt;">The vessel is to
be surveyed from an operator’s point of view. It is not enough for</span><span lang="EN-US"> the vessel to be satisfactory from a class point of view. The
surveyor should also comment on all non-class items such as coatings, condition
of steel under coatings, accommodations and their condition and outfit,
standards, of maintenance, etc.</span></div>
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<span lang="EN-US" style="line-height: 115%; mso-bidi-font-size: 12.0pt; mso-fareast-font-family: Arial;"><span style="mso-list: Ignore;">1.<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span lang="EN-US">The Surveyor’s report should clearly describe items inspected as
being in “good”, “fair”, “poor” or “unsatisfactory” condition and, specifically
mention those in need of immediate attention/repair. <u>The following
definitions are to be included in the formal report</u>.</span></div>
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<b style="mso-bidi-font-weight: normal;"><span lang="EN-US">Good</span></b><span lang="EN-US"><span style="mso-tab-count: 1;"> </span>Unimpaired condition
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<b style="mso-bidi-font-weight: normal;"><span lang="EN-US">Fair</span></b><span lang="EN-US"><span style="mso-tab-count: 1;"> </span>Condition with wear
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repair.</span></div>
<div class="MsoNormal" style="margin-left: 99.25pt; mso-layout-grid-align: none; text-autospace: none; text-indent: -99.25pt;">
<b style="mso-bidi-font-weight: normal;"><span lang="EN-US">Poo</span></b><span lang="EN-US">r<span style="mso-tab-count: 1;"> </span>Condition
in which the adequacy of strength or operational efficiency is marginally below
acceptable limits or is in doubt. Remedial action is required.</span></div>
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<b style="mso-bidi-font-weight: normal;"><span lang="EN-US">Unsatisfactory</span></b><span lang="EN-US"><span style="mso-tab-count: 1;"> </span>Condition of undoubtedly inadequate strength or operational
efficiency. Immediate extensive repair or renewal required to reinstate
serviceability.</span></div>
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<span lang="EN-US">If any conditions are considered poor or unsatisfactory, our report
should be specific as to the reasons for same.</span></div>
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<span lang="EN-US" style="line-height: 115%; mso-bidi-font-size: 12.0pt; mso-fareast-font-family: Arial;"><span style="mso-list: Ignore;"><br /></span></span></div>
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<span lang="EN-US" style="line-height: 115%; mso-bidi-font-size: 12.0pt; mso-fareast-font-family: Arial;"><span style="mso-list: Ignore;"></span></span></div>
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<span lang="EN-US" style="line-height: 115%; mso-bidi-font-size: 12.0pt; mso-fareast-font-family: Arial;"><span style="mso-list: Ignore;">2.<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span lang="EN-US">It is just as important to report upon items/areas not inspected as
upon those that are inspected.</span></div>
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<span lang="EN-US">Such as:</span></div>
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<span lang="EN-US">“Cargo hold (tank) Nº __________ was not available for internal
examination due to cargo in way (tank fully/partially loaded).”</span></div>
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<span lang="EN-US">Freshly coated areas may hide deficiencies and should be closely
examined and noted in the report as "freshly painted".</span></div>
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<span lang="EN-US" style="line-height: 115%; mso-bidi-font-size: 12.0pt; mso-fareast-font-family: Arial;"><span style="mso-list: Ignore;">3.<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span lang="EN-US">Every survey report should contain an appropriate preamble similar
to the following:</span></div>
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<span lang="EN-US">“It is to be clearly understood that the conditions and/or states of
items reported upon herein below are strictly the opinions of the undersigned
and that those opinions fairly reflect the findings made during the course of
this survey. All statements of condition are made in comparison with new
condition.”</span></div>
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<span lang="EN-US" style="line-height: 115%; mso-bidi-font-size: 12.0pt; mso-fareast-font-family: Arial;"><span style="mso-list: Ignore;">4.<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span lang="EN-US">The Survey report should have an appropriate summary and conclusion
similar to the following:</span></div>
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<span lang="EN-US">“Based on findings of limited physical inspection, without exposing
areas normally concealed, testing or opening out the machinery, gauging the
structure, or testing for tightness, it is the opinion of the undersigned that
subject vessel was generally in (good, fair, poor, or unsatisfactory) condition
on (insert <span style="mso-bidi-font-style: italic;">day/month/year<i>), </i></span>subject
to exceptions which may be set forth herein above.”</span></div>
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<span lang="EN-US" style="line-height: 115%; mso-bidi-font-size: 12.0pt; mso-fareast-font-family: Arial;"><span style="mso-list: Ignore;">5.<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span lang="EN-US">If a Pre-Purchase Condition Survey is being carried out (vessel is
not ABS Classed), it is important to note that the memorandum of agreement of
the ship sale will specify that the prospective purchaser must make his
declaration of intention within a certain time frame (such as 48 or 72 hours)
after completion of survey inspection. Therefore, immediately after completion
of the survey a short preliminary report (hand written if necessary) must be
faxed to the client informing them of significant conditions found (good and
bad) and that our formal survey report will be air expressed ASAP (normally
this should be within three (3) days).</span></div>
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<span lang="EN-US" style="line-height: 115%; mso-bidi-font-size: 12.0pt; mso-fareast-font-family: Arial;"><span style="mso-list: Ignore;"></span></span></div>
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<span lang="EN-US" style="line-height: 115%; mso-bidi-font-size: 12.0pt; mso-fareast-font-family: Arial;"><span style="mso-list: Ignore;">6.<span style="font: 7.0pt "Times New Roman";">
</span></span></span><span lang="EN-US" style="line-height: 115%; mso-bidi-font-size: 12.0pt;">It is also most important that a representative set of
photographs suitably labeled, be taken which will give a general overall impression
of the vessels condition, plus any damage or unsatisfactory areas</span><span lang="EN-US" style="font-size: 9.0pt; line-height: 115%;">.</span></div>
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<span lang="EN-US" style="line-height: 115%; mso-bidi-font-size: 12.0pt; mso-fareast-font-family: Arial;"><span style="mso-list: Ignore;">7.<span style="font: 7.0pt "Times New Roman";">
</span></span></span><span lang="EN-US" style="line-height: 115%; mso-bidi-font-size: 12.0pt;">In order for our services to be of any value to our client,
our information must be forwarded as soon as possible to our client as
instructed. It is an aid in their decision on making process, and places them
in a competitive position. The importance of this promptness to our clients is stressed
as a reminder to avoid complacency and to maintain our competitive position in
meeting the requirements of our clients.</span></div>
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<span lang="EN-US" style="line-height: 115%; mso-bidi-font-size: 12.0pt; mso-fareast-font-family: Arial;"><span style="mso-list: Ignore;">8.<span style="font: 7.0pt "Times New Roman";">
</span></span></span><span lang="EN-US" style="line-height: 115%; mso-bidi-font-size: 12.0pt;">In conclusion, we would add the following instructions to
Surveyors, the intent of which should be clearly understood before writing up
the report;</span></div>
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<span lang="EN-US" style="line-height: 115%; mso-bidi-font-size: 12.0pt; mso-fareast-font-family: Arial;"><span style="mso-list: Ignore;">a)<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span lang="EN-US" style="line-height: 115%; mso-bidi-font-size: 12.0pt;">Condition Surveys
must contain statements of fact as to the actual condition of the vessel. No
unsubstantiated opinions and no recommendations as to method of repair are to
be included in the report.</span></div>
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<span lang="EN-US" style="line-height: 115%; mso-bidi-font-size: 12.0pt; mso-fareast-font-family: Arial;"><span style="mso-list: Ignore;">b)<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span lang="EN-US" style="line-height: 115%; mso-bidi-font-size: 12.0pt;">There must be no
comments which are vague or ambiguous.</span></div>
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<span lang="EN-US" style="line-height: 115%; mso-bidi-font-size: 12.0pt; mso-fareast-font-family: Arial;"><span style="mso-list: Ignore;">c)<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span lang="EN-US" style="line-height: 115%; mso-bidi-font-size: 12.0pt;">All statement
contained in the survey report can be supported and defended in a court of law.</span></div>
Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.comtag:blogger.com,1999:blog-4082296293004648676.post-35829993130009106502013-01-30T17:30:00.000-05:002013-03-07T16:01:50.659-05:00Surveyor Guide Notes for Marine Diesel Engine Survey<div dir="ltr" style="text-align: left;" trbidi="on">
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<span class="" id="result_box" lang="en"><span class="hps">You should always</span> <span class="hps">take into</span> <span class="hps">consideration</span> <span class="hps">the requirements of</span> <span class="hps">SOLAS 74</span><span class="">, as amended</span><span class="">, and</span> <span class="hps">the manufacturer's manual</span></span><br />
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<span style="font-size: small;"><span style="font-family: inherit;"><b><span lang="EN-US">Crankshaf </span></b></span></span></div>
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<span lang="EN-US">These are most useful when taken with the engine “hot” and the vessel in a similar loading condition to the previous or reference readings.</span></div>
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<span lang="EN-US">Readings taken in drydock are of no significant use since the ship is supported by blocks and not taking it’s natural shape as in water.</span></div>
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<span lang="EN-US">Excessive deflections may be caused by :</span></div>
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<span lang="EN-US">Bearing wear (adjust or renew bearings)</span></div>
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<span lang="EN-US">Misalignment (re-align)</span></div>
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<span lang="EN-US">Loose or fretted chocks (re-chock engine). </span></div>
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<span lang="EN-US">Since there are many diverse designs of engines, gears etc, the Surveyors should consults the manufacturer’s instructions for recommended limits of wear, In some cases manufacturers recommend renewal of bearings and bolts based on running hours.</span></div>
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<b>How to take Crankshaft Deflections? </b></div>
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The figure shown below gives an idea of which measurement is taken to find the deflections of the crankshaft. </div>
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As you can see from the picture a dial gauge is inserted between the crank-webs to find out the distance between them. If the deflection is measured after the specified interval, it is necessary that it is taken at the same point otherwise the reading will not give a real reflection about the degree of deflection. Normally a center punch is used to make markings so that each time the deflection is taken at the same point.</div>
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<span lang="EN-US">Apart from using the same point on the crank-web for measuring deflection there are other factors which need to be kept in mind and these include load on the ship, trim, hog, sag etc. Ideally the deflection needs to be taken at four points of the crank namely top, bottom and the two sides. In actual practice however the bottom reading is not taken due to chances of fouling by the connecting rod and instead reading is taken on both sides of the bottom position, thereby in total 5 readings are taken from each crank-web at the positions shown by the following figure.</span></div>
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In other cases bearing renewal is dependent on measured crown thickness or % age wear of overlay plating or visibility of bearing backing. <br />
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Additionally such factors as spelling or fretting of the back of shells are reason for renewal. In some engines it may be recommended to renew main bearings in sets, in others it may be possible to renew bearings by halves. </div>
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<span lang="EN-US">In large engines adjustment of clearances may be possible.</span></div>
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<span lang="EN-US">When manufacturer’s recommendations are not available the following Guidance may be followed:</span></div>
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<b style="mso-bidi-font-weight: normal;"><span lang="EN-US">Clearances Of Diesel Engines </span></b><span lang="EN-US">(Fitting and maximum clearances)</span></div>
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<u><span lang="EN-US">The table gives the fitting diameter clearance</span></u><span lang="EN-US"> <b style="mso-bidi-font-weight: normal;">Jo</b> and the <u>maximum clearance</u></span></div>
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<u><span lang="EN-US">allowed </span></u><b style="mso-bidi-font-weight: normal;"><span lang="EN-US">Jm</span></b><span lang="EN-US">. Any clearance above <b style="mso-bidi-font-weight: normal;">Jm</b> is reason enough for renewal even if the</span></div>
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<span lang="EN-US">Babbitt-metal is satisfactory.</span></div>
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<u><span lang="EN-US" style="mso-fareast-font-family: "Times New Roman"; mso-fareast-theme-font: minor-fareast;">Jm = 1.75 x Jo</span></u><span lang="EN-US" style="mso-fareast-font-family: "Times New Roman"; mso-fareast-theme-font: minor-fareast;"> for top end of connecting rods with bearings on 2 stroke engines</span></div>
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<u><span lang="EN-US" style="mso-fareast-font-family: "Times New Roman"; mso-fareast-theme-font: minor-fareast;">Jm = 2 x Jo</span></u><span lang="EN-US" style="mso-fareast-font-family: "Times New Roman"; mso-fareast-theme-font: minor-fareast;"> for bearings with joints and rotating completely </span></div>
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<span lang="EN-US" style="mso-fareast-font-family: "Times New Roman"; mso-fareast-theme-font: minor-fareast;">(bearings, bottom ends of connecting rods)</span></div>
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<u><span lang="EN-US" style="mso-fareast-font-family: "Times New Roman"; mso-fareast-theme-font: minor-fareast;">Jm = 3 x Jo</span></u><span lang="EN-US" style="mso-fareast-font-family: "Times New Roman"; mso-fareast-theme-font: minor-fareast;"> for bushes</span></div>
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<b style="mso-bidi-font-weight: normal;"><span lang="EN-US" style="mso-fareast-font-family: "Times New Roman"; mso-fareast-theme-font: minor-fareast;">Bottom and top ends (connecting rods) of four (4) stroke engines.</span></b></div>
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<u><span lang="EN-US" style="mso-fareast-font-family: "Times New Roman"; mso-fareast-theme-font: minor-fareast;">Jm = 1.5 to 1.75 x Jo</span></u><span lang="EN-US" style="mso-fareast-font-family: "Times New Roman"; mso-fareast-theme-font: minor-fareast;"> for top ends of connecting rods with bearings (depending on the engine speed high or low speed)</span></div>
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<u><span lang="EN-US" style="mso-fareast-font-family: "Times New Roman"; mso-fareast-theme-font: minor-fareast;">Jm = 2 x Jo</span></u><span lang="EN-US" style="mso-fareast-font-family: "Times New Roman"; mso-fareast-theme-font: minor-fareast;"> for bottom ends of connecting rods</span></div>
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<u><span lang="EN-US" style="mso-fareast-font-family: "Times New Roman"; mso-fareast-theme-font: minor-fareast;">Jm = 2.5 x Jo</span></u><span lang="EN-US" style="mso-fareast-font-family: "Times New Roman"; mso-fareast-theme-font: minor-fareast;"> for top ends of connecting rods with bushes </span></div>
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<span lang="EN-US" style="mso-fareast-font-family: "Times New Roman"; mso-fareast-theme-font: minor-fareast;"><br /></span></div>
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<span lang="EN-US" style="mso-fareast-font-family: "Times New Roman"; mso-fareast-theme-font: minor-fareast;"><u>Note</u>: Bearing shells with relatively thick Babbitt-metal will always show wear-down after the engine is run-in.</span></div>
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<span lang="EN-US">For bearing shells with lead bronze which is more resistant than Babbitt-metal, the flitting clearances must be adjusted accordingly.</span></div>
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<span lang="EN-US">A few high spots or hard spots will be sufficient to cause over-heating.</span></div>
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<span lang="EN-US">Thin shell bearings (medium speed engines) Reasons for rejection.</span></div>
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<span style="font-family: inherit; font-size: small;"><span lang="EN-US" style="line-height: 115%;">Layer configuration of tri-metal lead bronze bearings (as used in medium-speed diesel engines):</span></span><br />
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<div align="center">
<table border="1" cellpadding="0" cellspacing="0" class="MsoTableGrid" style="border-collapse: collapse; border: none; mso-border-alt: solid black .5pt; mso-border-themecolor: text1; mso-padding-alt: 0cm 5.4pt 0cm 5.4pt; mso-yfti-tbllook: 1184;"><thead>
<tr style="mso-yfti-firstrow: yes; mso-yfti-irow: 0; page-break-inside: avoid;"><td style="border: solid black 1.0pt; mso-border-alt: solid black .5pt; mso-border-themecolor: text1; mso-border-themecolor: text1; padding: 0cm 5.4pt 0cm 5.4pt; width: 224.45pt;" width="299"><div align="center" class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm; margin-left: 14.2pt; margin-right: 0cm; margin-top: 0cm; tab-stops: 21.3pt; text-align: center; text-indent: -14.2pt;">
<span lang="EN-US">Finding</span></div>
</td><td style="border-left: none; border: solid black 1.0pt; mso-border-alt: solid black .5pt; mso-border-left-alt: solid black .5pt; mso-border-left-themecolor: text1; mso-border-themecolor: text1; mso-border-themecolor: text1; padding: 0cm 5.4pt 0cm 5.4pt; width: 156.6pt;" width="209"><div align="center" class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin: 0cm; tab-stops: 7.1pt; text-align: center;">
<span lang="EN-US">Action</span></div>
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</thead><tbody>
<tr style="mso-yfti-irow: 1; page-break-inside: avoid;"><td style="border-top: none; border: solid black 1.0pt; mso-border-alt: solid black .5pt; mso-border-themecolor: text1; mso-border-themecolor: text1; mso-border-top-alt: solid black .5pt; mso-border-top-themecolor: text1; padding: 0cm 5.4pt 0cm 5.4pt; width: 224.45pt;" width="299"><div class="MsoListParagraph" style="line-height: 115%; margin-bottom: 6.0pt; margin-left: 14.2pt; margin-right: 0cm; margin-top: 6.0pt; mso-list: l0 level1 lfo1; tab-stops: 21.3pt; text-indent: -14.2pt;">
<span lang="EN-US" style="mso-fareast-font-family: Arial;"><span style="mso-list: Ignore;">1.<span style="font: 7pt 'Times New Roman';"> </span></span></span><span lang="EN-US">Uniform running pattern, minor scratches and corrosion in the plated overlay (proper L.O. treatment)</span></div>
</td><td style="border-bottom: solid black 1.0pt; border-left: none; border-right: solid black 1.0pt; border-top: none; mso-border-alt: solid black .5pt; mso-border-bottom-themecolor: text1; mso-border-left-alt: solid black .5pt; mso-border-left-themecolor: text1; mso-border-right-themecolor: text1; mso-border-themecolor: text1; mso-border-top-alt: solid black .5pt; mso-border-top-themecolor: text1; padding: 0cm 5.4pt 0cm 5.4pt; width: 156.6pt;" width="209"><div class="MsoNormal" style="line-height: 115%; margin-bottom: 6.0pt; margin-left: 0cm; margin-right: 0cm; margin-top: 6.0pt; tab-stops: 7.1pt;">
<span lang="EN-US">Satisfactory.</span></div>
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<tr style="mso-yfti-irow: 2; page-break-inside: avoid;"><td style="border-top: none; border: solid black 1.0pt; mso-border-alt: solid black .5pt; mso-border-themecolor: text1; mso-border-themecolor: text1; mso-border-top-alt: solid black .5pt; mso-border-top-themecolor: text1; padding: 0cm 5.4pt 0cm 5.4pt; width: 224.45pt;" width="299"><div class="MsoListParagraph" style="line-height: 115%; margin-bottom: 6.0pt; margin-left: 14.2pt; margin-right: 0cm; margin-top: 6.0pt; mso-list: l0 level1 lfo1; tab-stops: 21.3pt; text-indent: -14.2pt;">
<span lang="EN-US" style="mso-fareast-font-family: Arial;"><span style="mso-list: Ignore;">2.<span style="font: 7pt 'Times New Roman';"> </span></span></span><span lang="EN-US">Minor corrosion of the plated overlay. small area of nickel dam exposed one side.</span></div>
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<span lang="EN-US">Satisfactory further use.</span></div>
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<tr style="mso-yfti-irow: 3; page-break-inside: avoid;"><td style="border-top: none; border: solid black 1.0pt; mso-border-alt: solid black .5pt; mso-border-themecolor: text1; mso-border-themecolor: text1; mso-border-top-alt: solid black .5pt; mso-border-top-themecolor: text1; padding: 0cm 5.4pt 0cm 5.4pt; width: 224.45pt;" width="299"><div class="MsoListParagraph" style="line-height: 115%; margin-bottom: 6.0pt; margin-left: 14.2pt; margin-right: 0cm; margin-top: 6.0pt; mso-list: l0 level1 lfo1; tab-stops: 21.3pt; text-indent: -14.2pt;">
<span lang="EN-US" style="mso-fareast-font-family: Arial;"><span style="mso-list: Ignore;">3.<span style="font: 7pt 'Times New Roman';"> </span></span></span><span lang="EN-US">Heavier corrosion of the plated overlay. Nickel dam exposed both sides. The shell has reached the wear limit, a good adaptation is no longer assured.</span></div>
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<span lang="EN-US">Satisfactory for limited use.</span></div>
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<tr style="mso-yfti-irow: 4; page-break-inside: avoid;"><td style="border-top: none; border: solid black 1.0pt; mso-border-alt: solid black .5pt; mso-border-themecolor: text1; mso-border-themecolor: text1; mso-border-top-alt: solid black .5pt; mso-border-top-themecolor: text1; padding: 0cm 5.4pt 0cm 5.4pt; width: 224.45pt;" width="299"><div class="MsoListParagraph" style="line-height: 115%; margin-bottom: 6.0pt; margin-left: 14.2pt; margin-right: 0cm; margin-top: 6.0pt; mso-list: l0 level1 lfo1; tab-stops: 21.3pt; text-indent: -14.2pt;">
<span lang="EN-US" style="mso-fareast-font-family: Arial;"><span style="mso-list: Ignore;">4.<span style="font: 7pt 'Times New Roman';"> </span></span></span><span lang="EN-US">A large area of plating area corroded, but no bronze showing, running pattern good. But bearing should be renewed because it can no longer embed dirt and adapt itself.</span></div>
</td><td style="border-bottom: solid black 1.0pt; border-left: none; border-right: solid black 1.0pt; border-top: none; mso-border-alt: solid black .5pt; mso-border-bottom-themecolor: text1; mso-border-left-alt: solid black .5pt; mso-border-left-themecolor: text1; mso-border-right-themecolor: text1; mso-border-themecolor: text1; mso-border-top-alt: solid black .5pt; mso-border-top-themecolor: text1; padding: 0cm 5.4pt 0cm 5.4pt; width: 156.6pt;" width="209"><div class="MsoNormal" style="line-height: 115%; margin-bottom: 6.0pt; margin-left: 0cm; margin-right: 0cm; margin-top: 6.0pt; tab-stops: 7.1pt;">
<span lang="EN-US">Renew.</span></div>
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<tr style="mso-yfti-irow: 5; page-break-inside: avoid;"><td style="border-top: none; border: solid black 1.0pt; mso-border-alt: solid black .5pt; mso-border-themecolor: text1; mso-border-themecolor: text1; mso-border-top-alt: solid black .5pt; mso-border-top-themecolor: text1; padding: 0cm 5.4pt 0cm 5.4pt; width: 224.45pt;" width="299"><div class="MsoListParagraph" style="line-height: 115%; margin-bottom: 6.0pt; margin-left: 14.2pt; margin-right: 0cm; margin-top: 6.0pt; mso-list: l0 level1 lfo1; tab-stops: 21.3pt; text-indent: -14.2pt;">
<span lang="EN-US" style="mso-fareast-font-family: Arial;"><span style="mso-list: Ignore;">5.<span style="font: 7pt 'Times New Roman';"> </span></span></span><span lang="EN-US">Heavy corrosion and abrasion of the plated overlay. L.O. contaminated by solid foreign particles causing wear and scratches Into the bronze. Check journal for scratches and smooth with oil stone ff necessary. This bearing condition is considerable risk for engine.</span></div>
</td><td style="border-bottom: solid black 1.0pt; border-left: none; border-right: solid black 1.0pt; border-top: none; mso-border-alt: solid black .5pt; mso-border-bottom-themecolor: text1; mso-border-left-alt: solid black .5pt; mso-border-left-themecolor: text1; mso-border-right-themecolor: text1; mso-border-themecolor: text1; mso-border-top-alt: solid black .5pt; mso-border-top-themecolor: text1; padding: 0cm 5.4pt 0cm 5.4pt; width: 156.6pt;" width="209"><div class="MsoNormal" style="line-height: 115%; margin-bottom: 6.0pt; margin-left: 0cm; margin-right: 0cm; margin-top: 6.0pt; tab-stops: 7.1pt;">
<span lang="EN-US">Renew.</span></div>
<div class="MsoNormal" style="line-height: 115%; margin-bottom: 6.0pt; margin-left: 0cm; margin-right: 0cm; margin-top: 6.0pt; tab-stops: 7.1pt;">
<span lang="EN-US">Inspect other bearings</span></div>
</td></tr>
<tr style="mso-yfti-irow: 6; mso-yfti-lastrow: yes; page-break-inside: avoid;"><td style="border-top: none; border: solid black 1.0pt; mso-border-alt: solid black .5pt; mso-border-themecolor: text1; mso-border-themecolor: text1; mso-border-top-alt: solid black .5pt; mso-border-top-themecolor: text1; padding: 0cm 5.4pt 0cm 5.4pt; width: 224.45pt;" width="299"><div class="MsoListParagraph" style="line-height: 115%; margin-bottom: 6.0pt; margin-left: 14.2pt; margin-right: 0cm; margin-top: 6.0pt; mso-list: l0 level1 lfo1; tab-stops: 21.3pt; text-indent: -14.2pt;">
<span lang="EN-US" style="mso-fareast-font-family: Arial;"><span style="mso-list: Ignore;">6.<span style="font: 7pt 'Times New Roman';"> </span></span></span><span lang="EN-US">Plated overlay almost completely removed by corrosion and wear. Partial scoring (Dirt in L.O.). Bearing may fall and cause heavy damages. Check journal for scratches and smooth with oil stone.</span></div>
</td><td style="border-bottom: solid black 1.0pt; border-left: none; border-right: solid black 1.0pt; border-top: none; mso-border-alt: solid black .5pt; mso-border-bottom-themecolor: text1; mso-border-left-alt: solid black .5pt; mso-border-left-themecolor: text1; mso-border-right-themecolor: text1; mso-border-themecolor: text1; mso-border-top-alt: solid black .5pt; mso-border-top-themecolor: text1; padding: 0cm 5.4pt 0cm 5.4pt; width: 156.6pt;" width="209"><div class="MsoNormal" style="line-height: 115%; margin-bottom: 6.0pt; margin-left: 0cm; margin-right: 0cm; margin-top: 6.0pt; tab-stops: 7.1pt;">
<span lang="EN-US">Renew.</span></div>
<div class="MsoNormal" style="line-height: 115%; margin-bottom: 6.0pt; margin-left: 0cm; margin-right: 0cm; margin-top: 6.0pt; tab-stops: 7.1pt;">
<span lang="EN-US">Inspect other bearings.</span></div>
<div class="MsoNormal" style="line-height: 115%; margin-bottom: 6.0pt; margin-left: 0cm; margin-right: 0cm; margin-top: 6.0pt; tab-stops: 7.1pt;">
<span lang="EN-US">Inspect L.O. filters & separators.</span></div>
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<span lang="EN-US">Clean L.O. circuit.</span></div>
</td></tr>
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</div>
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<b><span lang="EN-US">Connecting rod bottom ends</span></b></div>
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<br />
<span lang="EN-US">For some engines there are special procedures to tension the bottom end bolts which must be carefully followed. - Consult maker’s instructions. For some engines bottom end bolts have a limit life - consult maker’s instructions.</span></div>
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</div>
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<span lang="EN-US">For engines with serrated couplings the lit of the bearing caps should be checked and the serrations crack detected.</span></div>
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<span lang="EN-US">In all cases refer to maker’s instructions.</span></div>
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</div>
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<br />
<span lang="EN-US">Crankshaft deflections</span></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
</div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">These are most useful when taken with the engine “hot” and the vessel in a similar loading condition to the previous or reference readings.</span></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">Readings taken in drydock are of no significant use since the ship is supported by blocks and not taking it’s natural shape as in water.</span></div>
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<span lang="EN-US">Excessive deflections may be caused by :</span></div>
<div class="MsoNormal" style="margin-left: 7.1pt; tab-stops: 7.1pt;">
<br />
<span lang="EN-US">Bearing wear (adjust or renew bearings)</span></div>
<div class="MsoNormal" style="margin-left: 7.1pt; tab-stops: 7.1pt;">
<span lang="EN-US">Misalignment (re-align)</span></div>
<div class="MsoNormal" style="margin-left: 7.1pt; tab-stops: 7.1pt;">
<span lang="EN-US">Loose or fretted chocks (re-chock engine). </span></div>
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiF_lV0vmXaaX6yuYz3PkZpI6Oje8fEG03y6km2As9uuKu3Z2HNcqUrvJbXjdP6bbDXzJSU1iN7X0t3xIEb0gKr_W7mQQpobbk_en-EzqOr5dkYqsDnuPDgPezzqxNjgupEJ_QKcX3pg2fp/s1600/b1.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiF_lV0vmXaaX6yuYz3PkZpI6Oje8fEG03y6km2As9uuKu3Z2HNcqUrvJbXjdP6bbDXzJSU1iN7X0t3xIEb0gKr_W7mQQpobbk_en-EzqOr5dkYqsDnuPDgPezzqxNjgupEJ_QKcX3pg2fp/s1600/b1.JPG" height="397" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><br />
<br />
<div class="MsoNormal">
<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">Low oil supply or oil starvation doesn’t just sound bad; it does bad things inside the engine.</span></span></span><br />
<div style="text-align: left;">
<span style="font-family: inherit;"><span style="font-size: small;"><br /></span></span>
<a href="http://www.agkits.com/bearing-failure-analysis.aspx" target="_blank"><span style="font-family: inherit;"><span style="font-size: small;">Bearing failure Analysis</span></span></a><br />
<span style="font-family: inherit;"><span style="font-size: small;"><br /></span></span></div>
<div style="text-align: left;">
<span style="font-size: small;"><span style="font-family: inherit;"><b>Cylinder Liner</b></span></span></div>
<div style="text-align: left;">
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<![endif]--><span style="font-size: small;"><span style="font-family: inherit;">
</span></span><br />
<br />
<span style="font-size: small;"><span style="font-family: inherit;"><b>Reasons for
Cylinder Liner Wear</b></span></span><br />
<span style="font-size: small;"><span style="font-family: inherit;">
</span></span><br />
<span style="font-size: small;"><span style="font-family: inherit;">The wear in the cylinder
liner is mainly because of following reasons:-</span></span><br />
<span style="font-size: small;"><span style="font-family: inherit;">
</span></span><span style="font-size: small;"><span style="font-family: inherit;">1) Due to friction.<br />
2) Due to corrosion.</span></span>
<span style="font-size: small;"><span style="font-family: inherit;">3) Abrasion<br />
4) Scuffing or Adhesion</span></span></div>
</div>
</td></tr>
</tbody></table>
<br />
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Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.comtag:blogger.com,1999:blog-4082296293004648676.post-47568243751348187812013-01-30T17:24:00.000-05:002013-05-18T17:54:00.727-04:00Surveyor Guide Notes for Boiler Survey<div dir="ltr" style="text-align: left;" trbidi="on">
<b><span lang="EN-US">Boiler Surveys (Including Thermal Oil Heaters)</span></b><br />
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<b><span lang="EN-US">General</span></b></div>
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A complete boiler survey allows us to check out if any build-up of deposits has taken place, and deformations or wastage of plate work, piping or any of the various parts, which may compromise the sale working order of the unit. The survey should include research as to cause of any anomalies found and also their correction.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi3adpvJ1tVpQxJjI7x5ypd509tC4pzReJTPTpJaO0s7hQFY8UOzMHI-7Facde8x7g1YrNQc427_CPVDDkYfxaM2kP5TReP2N6HxlHo1EAX5enIf0Dmbq18Nyeja-wsXeZfdxR5zYc_jO4K/s1600/2012-10-25-marine-boilers-oil-contamination-figure-4.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="137" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi3adpvJ1tVpQxJjI7x5ypd509tC4pzReJTPTpJaO0s7hQFY8UOzMHI-7Facde8x7g1YrNQc427_CPVDDkYfxaM2kP5TReP2N6HxlHo1EAX5enIf0Dmbq18Nyeja-wsXeZfdxR5zYc_jO4K/s400/2012-10-25-marine-boilers-oil-contamination-figure-4.jpg" width="400" /></a></div>
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<span lang="EN-US">Any repair will have to ensure the sale working order of the boiler until the next survey.</span></div>
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<span lang="EN-US">A complete survey means a lull internal and external examination of all parts of the boiler and accessories such as super heater, economizer, air-heater internal organs and all mountings. This examination may lead the Surveyor to require thickness gauging of plate or tubes that appear to be wasted and eventually to a lower assigned working pressure, if calculations prove this necessary.</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhSJNc1L43tpq-g8NySeV6hdYvYDDSGxgv2yuam7NA1kn5CB9d2lzuGx1QM4o8aLoWBxDd_DzwlmJnJfkMeKf2k1vWzlW5YnD71CBjenqgcBKKfnNJRSrpT_8zw48uu4DBZMS3vSd4Fo_Zb/s1600/boiler1.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="158" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhSJNc1L43tpq-g8NySeV6hdYvYDDSGxgv2yuam7NA1kn5CB9d2lzuGx1QM4o8aLoWBxDd_DzwlmJnJfkMeKf2k1vWzlW5YnD71CBjenqgcBKKfnNJRSrpT_8zw48uu4DBZMS3vSd4Fo_Zb/s1600/boiler1.JPG" width="200" /></a></div>
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<span lang="EN-US"> </span><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgumg911NPKlzHaqc9ED-B5H9pWNhYc97y29Voj8uPXB9Y17a8GVA1uMtfwkv6gN6eZAD7dJTQLiG-Zp00YojvSwvrAF0Wkah_XrBo1cNYJPJAYRsRv34flcy0-nU2YeMW4oSt3-MeVABZu/s1600/2012-10-25-marine-boilers-oil-contamination-figure-5.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="138" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgumg911NPKlzHaqc9ED-B5H9pWNhYc97y29Voj8uPXB9Y17a8GVA1uMtfwkv6gN6eZAD7dJTQLiG-Zp00YojvSwvrAF0Wkah_XrBo1cNYJPJAYRsRv34flcy0-nU2YeMW4oSt3-MeVABZu/s400/2012-10-25-marine-boilers-oil-contamination-figure-5.jpg" width="400" /></a></div>
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<span lang="EN-US">Collision chocks, rolling stays and boiler stools are to be examined. The oil fuel burning system is to be examined under working conditions and safely devices are to be checked, including any automatic burner light-up sequence to verify purging of the furnace prior to lighting burners. A general examination is to be made of fuel tank valves, pipes etc. and fuel pipes between pumps and burners.</span></div>
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<span lang="EN-US">Safety valves are to be adjusted to a pressure not greater than 105 % of design pressure.</span><br />
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<b><u><span lang="EN-US">Water-tube boilers</span></u></b></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjVmGE8NPpXDvoapEV3lw1VJjlhz69zzD5hn_-PVMyUKigjJmTAINDjbeYfkm6UqlkcxUi8QXX37D3nNDQUxh5PJXWG2jCrlqvQXBKzkaaW2cJgdB7TDw0SmXcpttL946wDUcuZPtmOXrvS/s1600/bo1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjVmGE8NPpXDvoapEV3lw1VJjlhz69zzD5hn_-PVMyUKigjJmTAINDjbeYfkm6UqlkcxUi8QXX37D3nNDQUxh5PJXWG2jCrlqvQXBKzkaaW2cJgdB7TDw0SmXcpttL946wDUcuZPtmOXrvS/s1600/bo1.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">Typical survey plan</span></span></span></td></tr>
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<span style="font-size: small;"><span style="font-family: inherit;"></span></span><br />
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">The main points to remember are:</span></span></span></div>
<span style="font-size: small;"><span style="font-family: inherit;"></span></span><br />
<ul>
<li><div class="MsoNormal">
<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">At superheat temperatures > 400 °C special steels and more advanced welding techniques will be involved.</span></span></span></div>
</li>
<li><span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">Check drawings of unfamiliar designs of boiler to correctly plan the survey.</span></span></span></li>
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<table border="1" cellpadding="0" cellspacing="0" class="MsoNormalTable" style="border-collapse: collapse; border: none; margin-left: -2.8pt; mso-border-alt: solid windowtext .5pt; mso-border-insideh: .5pt solid windowtext; mso-border-insidev: .5pt solid windowtext; mso-padding-alt: 0cm 3.5pt 0cm 3.5pt; width: 566px;"><tbody>
<tr style="height: 17.0pt; mso-yfti-firstrow: yes; mso-yfti-irow: 0;"><td style="border: solid windowtext 1.0pt; height: 17.0pt; mso-border-alt: solid windowtext .5pt; padding: 0cm 3.5pt 0cm 3.5pt; width: 155.15pt;" width="207"><div class="MsoNormal" style="margin-left: 6.3pt; tab-stops: 0cm;">
<span lang="EN-US">Steam drum and tubes</span></div>
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<span lang="EN-US">Pitting, fit of manhole door</span></div>
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<tr style="height: 17.0pt; mso-yfti-irow: 1;"><td style="border-top: none; border: solid windowtext 1.0pt; height: 17.0pt; mso-border-alt: solid windowtext .5pt; mso-border-top-alt: solid windowtext .5pt; padding: 0cm 3.5pt 0cm 3.5pt; width: 155.15pt;" width="207"><div class="MsoNormal" style="margin-left: 261.45pt; tab-stops: 0cm; text-indent: -9.0cm;">
<span lang="EN-US">Super heater</span></div>
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<span lang="EN-US">Short-circuiting, erosion in headers. Weld fractures.</span></div>
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<tr style="height: 17.0pt; mso-yfti-irow: 2;"><td style="border-top: none; border: solid windowtext 1.0pt; height: 17.0pt; mso-border-alt: solid windowtext .5pt; mso-border-top-alt: solid windowtext .5pt; padding: 0cm 3.5pt 0cm 3.5pt; width: 155.15pt;" width="207"><div class="MsoNormal" style="margin-left: 254.1pt; tab-stops: 0cm; text-indent: -247.5pt;">
<span lang="EN-US">Boiler casing</span></div>
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<span lang="EN-US">Overheating, leakage.</span></div>
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<tr style="height: 17.0pt; mso-yfti-irow: 3;"><td style="border-top: none; border: solid windowtext 1.0pt; height: 17.0pt; mso-border-alt: solid windowtext .5pt; mso-border-top-alt: solid windowtext .5pt; padding: 0cm 3.5pt 0cm 3.5pt; width: 155.15pt;" width="207"><div class="MsoNormal" style="margin-left: 254.4pt; tab-stops: 0cm; text-indent: -247.8pt;">
<span lang="EN-US">Furnace</span></div>
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<span lang="EN-US">Distortion of tubes, bulging of tubes. Condition of baffles Refractory.</span></div>
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<span lang="EN-US">Water drums</span></div>
</td><td style="border-bottom: solid windowtext 1.0pt; border-left: none; border-right: solid windowtext 1.0pt; border-top: none; height: 17.0pt; mso-border-alt: solid windowtext .5pt; mso-border-left-alt: solid windowtext .5pt; mso-border-top-alt: solid windowtext .5pt; padding: 0cm 3.5pt 0cm 3.5pt; width: 269.35pt;" width="359"><div class="MsoNormal" style="tab-stops: 0cm;">
<span lang="EN-US">Pitting fit of manhole door.</span></div>
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<b><u><span style="mso-spacerun: yes;"> </span><span lang="EN-US">Scotch boiler type</span></u></b></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-sitksGRxQH87D_2fddelMj599ZcMq2AgTfXbkAQAfUY8kKByQK9iWkDyLTQzPzqBXfg261s_scKOrpMyrIGLuPv2-y87Hv3m2ydHtGtbT0hb-aps0q3BVvSK5quOvix4jMRdrqXnk7ut/s1600/bo2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-sitksGRxQH87D_2fddelMj599ZcMq2AgTfXbkAQAfUY8kKByQK9iWkDyLTQzPzqBXfg261s_scKOrpMyrIGLuPv2-y87Hv3m2ydHtGtbT0hb-aps0q3BVvSK5quOvix4jMRdrqXnk7ut/s1600/bo2.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">Typical survey plan</span></span></span></td></tr>
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<span lang="EN-US">The main points to remember are:</span></div>
<ul>
<li><span lang="EN-US">Boiler should be thoroughly cleaned and prepared for survey.</span></li>
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<table border="1" cellpadding="0" cellspacing="0" class="MsoTableGrid" style="border-collapse: collapse; border: none; margin-left: 12.5pt; mso-border-alt: solid black .5pt; mso-border-themecolor: text1; mso-padding-alt: 0cm 5.4pt 0cm 5.4pt; mso-yfti-tbllook: 1184;"><tbody>
<tr style="height: 17.0pt; mso-yfti-firstrow: yes; mso-yfti-irow: 0;"><td style="border: solid black 1.0pt; height: 17.0pt; mso-border-alt: solid black .5pt; mso-border-themecolor: text1; mso-border-themecolor: text1; padding: 0cm 5.4pt 0cm 5.4pt; width: 175.25pt;" width="234"><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin: 0cm;">
<span lang="EN-US">Furnaces</span></div>
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<span lang="EN-US">Overheating and subsequent distortion</span></div>
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<tr style="height: 17.0pt; mso-yfti-irow: 1;"><td style="border-top: none; border: solid black 1.0pt; height: 17.0pt; mso-border-alt: solid black .5pt; mso-border-themecolor: text1; mso-border-themecolor: text1; mso-border-top-alt: solid black .5pt; mso-border-top-themecolor: text1; padding: 0cm 5.4pt 0cm 5.4pt; width: 175.25pt;" width="234"><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin: 0cm;">
<span lang="EN-US">Combustion Chambers</span></div>
</td><td style="border-bottom: solid black 1.0pt; border-left: none; border-right: solid black 1.0pt; border-top: none; height: 17.0pt; mso-border-alt: solid black .5pt; mso-border-bottom-themecolor: text1; mso-border-left-alt: solid black .5pt; mso-border-left-themecolor: text1; mso-border-right-themecolor: text1; mso-border-themecolor: text1; mso-border-top-alt: solid black .5pt; mso-border-top-themecolor: text1; padding: 0cm 5.4pt 0cm 5.4pt; width: 239.55pt;" width="319"><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin: 0cm;">
<span lang="EN-US">Overheating and distortion of crown.</span></div>
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<span lang="EN-US">Leaking tubes and stays.</span></div>
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<tr style="height: 17.0pt; mso-yfti-irow: 2;"><td style="border-top: none; border: solid black 1.0pt; height: 17.0pt; mso-border-alt: solid black .5pt; mso-border-themecolor: text1; mso-border-themecolor: text1; mso-border-top-alt: solid black .5pt; mso-border-top-themecolor: text1; padding: 0cm 5.4pt 0cm 5.4pt; width: 175.25pt;" width="234"><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin: 0cm;">
<span lang="EN-US">Tubes</span></div>
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<span lang="EN-US">Thinning at ends, repeated expansion.</span></div>
</td></tr>
<tr style="height: 17.0pt; mso-yfti-irow: 3;"><td style="border-top: none; border: solid black 1.0pt; height: 17.0pt; mso-border-alt: solid black .5pt; mso-border-themecolor: text1; mso-border-themecolor: text1; mso-border-top-alt: solid black .5pt; mso-border-top-themecolor: text1; padding: 0cm 5.4pt 0cm 5.4pt; width: 175.25pt;" width="234"><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin: 0cm;">
<span lang="EN-US">Shell Internal</span></div>
</td><td style="border-bottom: solid black 1.0pt; border-left: none; border-right: solid black 1.0pt; border-top: none; height: 17.0pt; mso-border-alt: solid black .5pt; mso-border-bottom-themecolor: text1; mso-border-left-alt: solid black .5pt; mso-border-left-themecolor: text1; mso-border-right-themecolor: text1; mso-border-themecolor: text1; mso-border-top-alt: solid black .5pt; mso-border-top-themecolor: text1; padding: 0cm 5.4pt 0cm 5.4pt; width: 239.55pt;" width="319"><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin: 0cm;">
<span lang="EN-US">Wastage, grooving</span></div>
</td></tr>
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<span lang="EN-US">Shell External</span></div>
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<span lang="EN-US">Wastage, in way of leaking mountings.</span></div>
</td></tr>
</tbody></table>
</div>
<br />
<br />
<div class="MsoNormal" style="tab-stops: 0cm;">
<b><u><span lang="EN-US">Cochran type boiler</span></u></b></div>
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgeZKZEz5GLedTwRQ6cEn8ajQYIsp0eCyQjT4oko97d-oozdQXR5jBoChRSko3c9cje2ZB0PrxuwUdEeANwd8Omg-jZKQRATjcPQDJGQCSrcBZdDpy5QlIx3-R8uq8rByJbBzyV3QzFNqHg/s1600/bo3.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgeZKZEz5GLedTwRQ6cEn8ajQYIsp0eCyQjT4oko97d-oozdQXR5jBoChRSko3c9cje2ZB0PrxuwUdEeANwd8Omg-jZKQRATjcPQDJGQCSrcBZdDpy5QlIx3-R8uq8rByJbBzyV3QzFNqHg/s1600/bo3.JPG" /></a></div>
<br />
<br />
<div class="MsoNormal" style="tab-stops: 0cm;">
<span lang="EN-US">The main points lo remember for these varied designs are similar to the foregoing:</span></div>
<ul>
<li><span lang="EN-US">Wastage, lire and water side.</span></li>
<li><span lang="EN-US">Deformations due to overheating.</span></li>
<li><span lang="EN-US"><span style="font-size: small;">L</span>eaking lubes.</span></li>
<li><span lang="EN-US">Wastage externally due lo leaking mountings, manholes and handholds.</span></li>
</ul>
<div class="MsoNormal" style="tab-stops: 0cm;">
<b><span lang="EN-US">Hydraulic testing</span></b></div>
<div class="MsoNormal" style="tab-stops: 0cm;">
<br /></div>
<div class="MsoNormal" style="tab-stops: 0cm;">
<span lang="EN-US">Following major repairs or as required by the Surveyor hydraulic testing may be required.</span></div>
<div class="MsoNormal" style="tab-stops: 0cm;">
<br /></div>
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<div class="MsoNormal" style="tab-stops: 0cm;">
</div>
<div align="center" class="MsoNormal" style="tab-stops: 0cm; text-align: center;">
<span lang="EN-US">Hydraulic test of boilers in service</span></div>
<br />
<br />
<div class="MsoNormal" style="tab-stops: 0cm;">
<span lang="EN-US">P = Working pressure in bars.</span></div>
<br />
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<div class="MsoNormal" style="margin-left: 163.05pt; tab-stops: 21.3pt;">
<span lang="EN-US">Before<span style="mso-tab-count: 2;"> </span>1.25 P if P < 40</span></div>
<div class="MsoNormal" style="margin-left: 163.05pt; tab-stops: 21.3pt;">
<u><span lang="EN-US">12<sup>th</sup> year <span style="mso-tab-count: 1;"> </span>1.2 P + 2 if P > 40</span></u></div>
<div class="MsoNormal" style="margin-left: 163.05pt; tab-stops: 21.3pt;">
<span lang="EN-US">After<span style="mso-tab-count: 2;"> </span>1.15 P whatever P</span></div>
<div class="MsoNormal" style="margin-left: 163.05pt; tab-stops: 21.3pt;">
<span lang="EN-US">12<sup>th</sup> year <span style="mso-tab-count: 1;"> </span>value</span></div>
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<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgN9CrkEJwM8bRdY2j_qYzaBP9eNXM33YwMjw5SvEITV9jjUHsx1AcOClREzLMPZzyJ9-eWrJeDrMFiNquoGXvjyeCN2lKqlGSQlDEUD3kVdJd7X_W1NQeyGNaRagLiemaKuCvx1hWE_a14/s1600/boiler4.JPG" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="408" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgN9CrkEJwM8bRdY2j_qYzaBP9eNXM33YwMjw5SvEITV9jjUHsx1AcOClREzLMPZzyJ9-eWrJeDrMFiNquoGXvjyeCN2lKqlGSQlDEUD3kVdJd7X_W1NQeyGNaRagLiemaKuCvx1hWE_a14/s640/boiler4.JPG" width="640" /></a></td></tr>
<tr style="font-family: inherit;"><td class="tr-caption" style="text-align: center;"><span style="font-size: small;"><span class="figure">Typical safety valve designs</span></span></td></tr>
</tbody></table>
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<div class="MsoNormal" style="tab-stops: 0cm;">
<span lang="EN-US">Pressure tightness tests at working pressure may also be carried out after small maintenance jobs such as part re-tubing, renewal of rivets or extensive caulking of seams or rivets, welding of small cracked areas.</span></div>
<div class="MsoNormal" style="tab-stops: 0cm;">
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<b><span lang="EN-US">Plugging of Boiler Tubes</span></b></div>
<div class="MsoNormal" style="tab-stops: 0cm;">
<br /></div>
<div class="MsoNormal" style="tab-stops: 0cm;">
<b><span lang="EN-US">Water tube boilers</span></b></div>
<div class="MsoNormal" style="tab-stops: 0cm;">
<br /></div>
<div class="MsoNormal" style="tab-stops: 0cm;">
<span lang="EN-US">Screen tubes - These are the first rows of tubes and are exposed directly to the flame, they are gene rally very closely slacked lo afford protection to the super-heater elements which lie behind.</span></div>
<div class="MsoNormal" style="tab-stops: 0cm;">
<br /></div>
<div class="MsoNormal" style="tab-stops: 0cm;">
<span lang="EN-US">Wale wall tubes - these are subject to the same defects as screen tubes, but more sensitive to poor circulation, particularly roof tubes.</span><br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjd7o4BIABMbjAJtTOsbmLNbEMsufIGdQn3O7K2yrGFk6CiPFtQv79-ZBd9kGeDTtdoH65yPQ4d05HL3TM-GILM1IfCOEZII_ZUU-XsPAGstZrzVJhqxY546NDbNpdG-7uckgUxpwJNQE0x/s1600/boiler2.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="257" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjd7o4BIABMbjAJtTOsbmLNbEMsufIGdQn3O7K2yrGFk6CiPFtQv79-ZBd9kGeDTtdoH65yPQ4d05HL3TM-GILM1IfCOEZII_ZUU-XsPAGstZrzVJhqxY546NDbNpdG-7uckgUxpwJNQE0x/s1600/boiler2.JPG" width="320" /></a></div>
</div>
<div class="MsoNormal" style="tab-stops: 0cm;">
</div>
<div class="MsoNormal" style="tab-stops: 0cm;">
<span lang="EN-US">Any tubes found plugged or (bulged) should be renewed.</span><br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi4-EdzR6fGlmk12TTeTKB_raT2q8rM6YVjlbLjae31s77so1iXk4yokrQPjtaNPL0GIBGpmNdHUp4jvFPb6EhS4tOqRXGdVMIXgp8MaDncynK5Qy9JsYlLDfXp2ko91NkLOMe91YQtn7Hn/s1600/boiler+plug.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi4-EdzR6fGlmk12TTeTKB_raT2q8rM6YVjlbLjae31s77so1iXk4yokrQPjtaNPL0GIBGpmNdHUp4jvFPb6EhS4tOqRXGdVMIXgp8MaDncynK5Qy9JsYlLDfXp2ko91NkLOMe91YQtn7Hn/s1600/boiler+plug.jpeg" /></a></div>
</div>
<div class="MsoNormal" style="tab-stops: 0cm;">
<br /></div>
<div class="MsoNormal" style="tab-stops: 0cm;">
<span lang="EN-US">Main steam generating lube bank - a maximum of 10 % of the tubes may be accepted plugged before renewals are required.</span></div>
<div class="MsoNormal" style="tab-stops: 0cm;">
<br /></div>
<div class="MsoNormal" style="tab-stops: 0cm;">
<span lang="EN-US"><u>Note</u>: In all cases of boiler problems it is important to ascertain the cause of damage (flame impingement, lack of boiler water treatment etc.) and take remedial action.</span></div>
<div class="MsoNormal" style="tab-stops: 0cm;">
<br /></div>
<div class="MsoNormal" style="tab-stops: 0cm;">
<b><span lang="EN-US">Smoke tube boilers</span></b></div>
<div class="MsoNormal" style="tab-stops: 0cm;">
<br /></div>
<div class="MsoNormal" style="tab-stops: 0cm;">
<span lang="EN-US">Any tubes found plugged should be renewed.</span></div>
<div class="MsoNormal" style="tab-stops: 0cm;">
<br /></div>
<div class="MsoNormal" style="tab-stops: 0cm;">
<span lang="EN-US">Tubes with excessive thinning at the ends because of repeated rolling or showing signs of movement should be renewed.</span></div>
<div class="MsoNormal" style="tab-stops: 0cm;">
<br /></div>
<div class="MsoNormal" style="tab-stops: 0cm;">
<span lang="EN-US">The maker’s instructions should be consulted where available.</span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjxReddjDOQZtAXMKHwOLi2TVDQaGbSmYeWtvN1GVPO9rYFzhvpZI3K1p0lqof8qpUCN40PqrooxacVnl3U4KKQqLmBbqhM6gK0CwqzkWzOa2H7X0fE7f0o3Wm14u6TEQwYQK0eQM4todHu/s1600/bo4.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="519" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjxReddjDOQZtAXMKHwOLi2TVDQaGbSmYeWtvN1GVPO9rYFzhvpZI3K1p0lqof8qpUCN40PqrooxacVnl3U4KKQqLmBbqhM6gK0CwqzkWzOa2H7X0fE7f0o3Wm14u6TEQwYQK0eQM4todHu/s1600/bo4.JPG" width="640" /></a></div>
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Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.comtag:blogger.com,1999:blog-4082296293004648676.post-51465994742510406112013-01-30T06:00:00.000-05:002013-03-09T16:11:18.477-05:00Surveyor Guide Notes on Tailshaft/Propeller Assemblies<div dir="ltr" style="text-align: left;" trbidi="on">
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<div class="MsoNormal">
<b><span lang="EN-US">1. Propeller and tailshaft assembly, filling
of void spaces and sealing.</span></b></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">In a large number of fractured tailshaft
cases, there has been evidence that water had probably entered the propeller assembly
from the after end, in several cases this evidence has been indisputable. There
also has been evidence of detective seals at the forward end of the propeller
and of poor propeller and key fits. As a result of these reports a survey was
made of the procedures being followed in a number of representative shipyards
and this survey disclosed that in many yards, one or more of the details of assembly
were not being carried out as originally intended by the designers.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">In view of the importance of a good
propeller assembly to the safety of the ship, and for large vessels, the problem
of large drydock availability and cost, the following noted should be carefully
studied. Each Surveyor shall check the exact procedure being followed in any
yard coming under his/her supervision. If the yard practice deviates from that
recommended in the notes, the subject shall be discussed with the proper
Shipyard Authorities with a view towards correcting the Yard practice. The experience
Surveyor will assist in the matter in every way possible.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">a. A good fit of the propeller hub on the
shaft taper is essential. The number of reports being received stating that the
wheel tit was found slack indicates that considerably more attention needs to
be paid to securing a satisfactory tit. There shall be a uniformly good tit
over the whole of the taper, and it is necessary that the final fit be checked
with a light coaling of Prussian blue or similar compound. A slightly heavier
fit should be obtained on the big end.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">b. The keyways in the hub and shaft shall
be checked to see that they are parallel to avoid any wedging action by the key
when the propeller is driven up.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">c. The key shall fit snugly in both
propeller and shaft so that there will be no possibility of play al either side
of the key. A clearance of about 1/32 inch should be provided at the top of the
key.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">d. It is considered inadvisable to use blue
compound, grease, oil or similar substances on the taper to facilitate driving
up the propeller; dry metal to metal contact gives a better grip between hub and
shaft.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">e. In the final assembly, the propeller
shall be driven up beyond the mark al which an acceptable fit was obtained. The
amount will vary depending on the material of the hub and the degree of fit obtained.
For a solid bronze propeller a good average is about 6 thousandths on an inch
per Inch of shaft diameter, which would give about 3/32” <span style="mso-bidi-font-style: italic;">for a</span> 15 inch shaft and about <span style="mso-bidi-font-style: italic;">1/8<i>" </i>for<i> </i></span>a 20 inch
shaft.</span></div>
<div class="MsoNormal">
<span lang="EN-US">After having secured a good fit of the
propeller hub on the shaft and a good key fit the primary object is to exclude
all salt air from the void spaces in the assembly and to prevent the access of sea
water,</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">f. Before the propeller nut is put on, the
recess formed at the small end of the taper by the overhanging propeller hub
should be packed with red lead or one of the corrosion-inhibiting products such
as Esso Rust Ban #324, Gulf No-Rust #1 or #3. It is extremely important to pack
this material solidly into the open space a<span style="font-size: small;"><span style="font-family: inherit;">t </span></span>the top of the key in the
propeller hub keyway so that it will act as a positive water stop and prevent any
possibility of water finding its way along the top of the key to the forward
end of the keyway, where the failures are occurring.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">This practice is carried out in only a very
few yards. We feel that this should always be done as it places a positive
water stop exactly where it is most needed al the after end of the assembly. We
also feel that tack of this seal has contributed directly to the increase in
the number of shaft failures.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">Red lead or other compound should not be
used where the nut bears on the hub as metal to metal contact is necessary.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">g. The fairwater cone should be filled with
tallow or one of the above mentioned petroleum products.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">Filling the fairwater cone with tallow is
not in itself a sufficiently positive means for excluding all water from the after
end of the assembly. There are several reasons why this is so. The joint between
the hub and the cone is seldom if ever light. Some cones, such as those on the
T-2 tankers, are made in halves and these joints are not tight. If no provision
has been made <span style="mso-bidi-font-style: italic;">for </span>filing the
cone after assembly, the tendency is not to put enough tallow in the cone as it
squeezes out on the operator and is messy when the cone is being bolted in
place. If the cone is filled after it is in place, care must be taken to see that
it is properly vented so that no air pockets will be formed and It the weather
is cold there is always the possibility of the warm tallow solidifying when it
strikes the cold shaft and nut thus also leaving void spaces.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">It is, however, good practice to fill the
cone with tallow as it serves to protect the steel shaft and nut from salt
water corrosion and electrolytic action from the bronze propeller as well as to
help exclude salt water from the more critical parts <span style="mso-bidi-font-style: italic;">of<i> </i></span>the assembly.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">In view <span style="mso-bidi-font-style: italic;">of<i> </i></span>the above we do not feel it is <span style="mso-bidi-font-style: italic;">of<i> </i></span>vital importance whether the cone is filled with
tallow before assembly or after assembly. It is felt, however, that proper
packing of the recess under the propeller nut shouted be considered the primary
means for preventing water from reaching the forward end <span style="mso-bidi-font-style: italic;">of<i> </i></span>the assembly along the top of
the key.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">The other major source <span style="mso-bidi-font-style: italic;">of<i> </i></span>difficulty in securing a
watertight assembly seems to be the installation of the rubber sealing ring at
the forward end <span style="mso-bidi-font-style: italic;">of </span>the
propeller.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">h. A seamless soft rubber ring of circular
cross section should be used. If a seamless ring of the proper size is not
available the joint should be carefully scarfed and vulcanized in order to
ensure tightness. A number of cases of defective joints have been reported.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">A hard rubber ring shall never be used nor
shall a ring having a square or rectangular cross section.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">If natural gum rubber is used it is
necessary to prevent it from coming into contact with oil or grease as these
cause natural rubber to become “tacky” and lose its springiness. If “neoprene”,
or other oil resistant synthetic rubber, is used this precaution is not
necessary. However, it is not desirable to smear the ring with red lead or
other material as is sometimes done. A previously used ring which has lost its resilience
shall not be refitted.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">When an externally fitted packing gland is
used at the forward end of the propeller there is believed to be no particular
difficulty in making a proper installation except for the type of soft rubber
ring. The space between the end <span style="mso-bidi-font-style: italic;">of<i> </i></span>the
shaft liner and the bottom <span style="mso-bidi-font-style: italic;">of<i> </i></span>the
propeller hub counterbore, however, must be filled either with red lead or
equivalent, or one of the petroleum products previously mentioned or by
installing another round soft rubber ring in this space.</span><br />
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<span lang="EN-US">i. When red lead or one of the other
suitable compounds is used <span style="mso-bidi-font-style: italic;">for </span>filling
the space in the forward counterbore the arrangements must be such that alt moist
salt air will be excluded. In order to accomplish this is customary to drill at
least two holes through the hub 180º apart. It is believed desirable to locate
the filling hole directly over the keyway in order to insure that this vital
spot will be solidly packed.</span><br />
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<br />
<span lang="EN-US">j. When a round soft rubber ring, as
outlined in 8, is fitted in this space it is essential that the bottom of the </span><span class="hps"><span lang="EN" style="mso-ansi-language: EN;">counterbore</span></span><span lang="EN-US"> always be smooth and flush against the rubber sealing ring. The key
should be shortened if necessary so that it will not extend beyond the end of the
keyway in the hub. If the key is short, a filler piece should be fitted in the
space. The rubber ring shall never be cut back to clear the end of a protruding
key.</span></div>
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<span lang="EN-US">When an internal sealing ring is used it is
also desirable to have the propeller counterbore diameter about 1/2 inch larger
than the outside diameter of the shaft liner and the rubber ring shall be large
enough to squeeze into the 1/4 inch clearance. This arrangement prevents the
rubber <span style="mso-bidi-font-style: italic;">from </span>becoming “column
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<span lang="EN-US">k. In order to exclude all salt air and to
prevent as <span style="mso-bidi-font-style: italic;">far </span>as practicable
any seepage of moisture through possible slight porosity in the casting, the
cored recess in the propeller hub should be packed with warm tallow or
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<span lang="EN-US">l. Before the wheel is put on care should
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<span lang="EN-US">The use of Esso Rust Ban #324, Gulf No-Rust
#1 or #3, and similar corrosion inhibiting compounds instead of red lead putty
or tallow has been approved by Flag Administration or Class Society<span style="color: red;"> </span>and has been used by several of the oil companies on
their tankers. The experience with these materials is limited but they are
believed to be well suited to the purpose. Red lead putty is not entirely
satisfactory for pumping up void spaces because it tends to harden and crack in
service.</span></div>
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<div class="MsoNormal">
<span lang="EN-US">In order to reduce as far as possible shaft
failures which may be the result of improperly installed propellers, it is
requested that the contents of this attachment be discussed with all shipyards,
ship repair yards and Owners’ representatives in your area. Additional
uncontrolled copies of this attachment may be obtained for the use of the
shipyard and other interested persons if desired.</span></div>
<div class="MsoNormal">
<span lang="EN-US">We believe that the procedures outlined are
representative of good practice and that if they be rigidly adhered to and care
be taken with all other details of the assembly there should be an appreciable
reduction, within the next few years, of the number of shaft failures being
experienced.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<b style="mso-bidi-font-weight: normal;"><span lang="EN-US">2. Stress
concentrations in propeller assembles</span></b></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">Most of the cracks in the shafting occurred
near the end of the keyway, in way of the forward end at the fit of the
propeller hub on the shaft or in way of the end of the fit of the shaft liner.
The suggestions given below might prove effective in helping to alleviate this
condition should any of the Owners wish to incorporate them on their ships.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">The suggestions are indicated on the
attached sketches and as follows:</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">a. In most assemblies the keyway in the
shaft runs out approximately at the bottom of the propeller hub counterbore of
the propeller hub. Since both the keyway itself and the edge of a press fit cause
stress concentrations, it was suggested that the stress concentration at this location
might be reduced by stopping the keyway several inches short of the bottom of
the hub counterbore.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">b. In order to further reduce the stress concentration
al the end of the keyway smooth fillets should be provided at the bottom comers
of the keyway and at the forward end reverse fillets be used at the top of the
keyway to blend it gradually and smoothly into the contour of the shaft; this
would make a “spoon-shaped” ending to the keyway. It was also suggested that
two saw slots or a “fish-tail” slot be provided in the end of the key itself in
order to avoid a sudden change in loading at the end of the key.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">c. A considerable amount of research had
been carried out on the problem of fatigue of shafts at fitted members. One
simple method found for reducing the stress concentration in such locations as
at the end of the shaft liner and at the edge at the propeller hub fit is to
provide hoop-stress relief grooves in the end of the liner and in the forward
face of the propeller hub at the bottom of the counterbore as shown on the attached
sketch. Some indication of the effectiveness of these grooves in reducing
stress concentrations is given by the accompanying photoelastic studies which
have been reproduced from a paper entitled <i style="mso-bidi-font-style: normal;">“Fatigue
of Shafts at Fitted Members with a Related Photoelastic Analysis”</i>, by
Peterson and Wahl, published in the ASME Transactions for 1935.</span></div>
<br />
<div class="separator" style="clear: both; text-align: left;">
<br /></div>
<div class="separator" style="clear: both; text-align: left;">
</div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjTepgTm7XyCRl22QVbY0dV7j0nBkxt1gDe3RaRAJgJiWMCrSWk2YkgxJO77iSL8LXKw9jFs2jtoafspBfzaWD_vTz8cg-uAAm2e7EDYA6OwTXiFDER78EU0I3A9TQmS4p8Q8s4NRBD6YBX/s1600/Skeectch+showing+suggested+hoop+stress.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="211" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjTepgTm7XyCRl22QVbY0dV7j0nBkxt1gDe3RaRAJgJiWMCrSWk2YkgxJO77iSL8LXKw9jFs2jtoafspBfzaWD_vTz8cg-uAAm2e7EDYA6OwTXiFDER78EU0I3A9TQmS4p8Q8s4NRBD6YBX/s400/Skeectch+showing+suggested+hoop+stress.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;"><span style="font-family: inherit;"><span style="font-size: small;"><span style="font-family: inherit;">Sketch showing suggested hoop stress relief for propeller hub and shaft liner.</span></span></span></span></td></tr>
</tbody></table>
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<span style="font-size: small;"><span style="font-family: inherit;">NOTE: it is important that the stress relief grooves be at least 1/2 inch deep and that the thickness of the lip at the edge be held at 1/16 inch. The side of the stress relief groove adjacent to the shaft should have an easy slope as shown to provide effective relief over a distance of at least 1/4 inch from the edge of the fit.</span></span></div>
<div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjZ-DHXlDMnuZqHoA85mly7sFiXrxFOmh79sJjOwZrWU2__74SR0jFiYRGjm9YjYR3muIWTXFU2lAdIj5Xh-p42llFlFnwO1OYGEL5fwotFl7nD1PUurNtwz-P7V-JYtQj5Qx6AtffBM4H0/s1600/section+through+propeller+hub+at+centerline+of+keyway+showing+shortened+keyway.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjZ-DHXlDMnuZqHoA85mly7sFiXrxFOmh79sJjOwZrWU2__74SR0jFiYRGjm9YjYR3muIWTXFU2lAdIj5Xh-p42llFlFnwO1OYGEL5fwotFl7nD1PUurNtwz-P7V-JYtQj5Qx6AtffBM4H0/s640/section+through+propeller+hub+at+centerline+of+keyway+showing+shortened+keyway.JPG" width="560" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;"><span style="font-family: inherit;">Section through propeller hub at centerline of keyway showing shortened keyway</span></span></td></tr>
</tbody></table>
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<div class="separator" style="clear: both; text-align: center;">
Guide for Propeller Plug Gage to Hub Bore Contact Impression Patterns</div>
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Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.comtag:blogger.com,1999:blog-4082296293004648676.post-11679991720745246842013-01-30T05:40:00.000-05:002013-03-09T09:40:53.271-05:00Surveyor Guide Notes on Tailshaft Survey<div dir="ltr" style="text-align: left;" trbidi="on">
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</xml><![endif]--><b style="mso-bidi-font-weight: normal;"><span lang="EN-US">1. Propeller Shafts</span></b><br />
<br />
<b style="mso-bidi-font-weight: normal;"><span lang="EN-US">1.1 Propeller Shaft
Clearances - Measurement</span></b><br />
<div class="MsoNormal" style="tab-stops: 0cm;">
<br />
<span lang="EN-US">Periodical docking
surveys and periodical propeller shaft surveys are incomplete without propeller
shaft clearances. These may be determined as bellows:</span></div>
<ul>
<li><span lang="EN-US" style="font-family: Symbol; mso-bidi-font-family: Symbol; mso-fareast-font-family: Symbol;"><span style="mso-list: Ignore;"><span style="font: 7.0pt "Times New Roman";"> </span></span></span><span lang="EN-US">When the shaft is removed for
survey or maintenance, by calibration of journals and bearing bores.</span></li>
<li><span lang="EN-US">When bearing is exposed with
shaft in place for partial survey or seal maintenance, by leveler gauges, or
soft wood wedge driven between shaft and bearing then measured with calipers.</span></li>
<li><span lang="EN-US" style="font-family: Symbol; mso-bidi-font-family: Symbol; mso-fareast-font-family: Symbol;"><span style="mso-list: Ignore;"><span style="font: 7.0pt "Times New Roman";"></span></span></span><span lang="EN-US">Normal running condition, by
poker gauge comparing readings with previous measurements.</span></li>
<li><span lang="EN-US" style="font-family: Symbol; mso-bidi-font-family: Symbol; mso-fareast-font-family: Symbol;"><span style="mso-list: Ignore;"><span style="font: 7.0pt "Times New Roman";"></span></span></span><span lang="EN-US">In normal running condition, by
lifting shaft and measuring the lift by dial gauge (Less accurate). Case needed
to avoid undue force. Assessment of poker gauge readings can only be made if
records of the previous readings are available and the relative shaft clearance
is known. Poker gauge readings taken in isolation produce no reliable value of
bearing clearance.</span></li>
</ul>
<div class="MsoNormal" style="tab-stops: 0cm;">
<br />
<u><span lang="EN-US">NOTE</span></u><span lang="EN-US">: When stem tube bearings are renewed or re-metallic, clearances
will be back to original. On refit, it is essential that these clearances are
recorded and also the corresponding new poker gauge readings for future
comparison.</span></div>
<div class="MsoNormal" style="tab-stops: 0cm;">
<br />
<span lang="EN-US">With most modem stem
tube seal designs, the poker gauge measures from the seal box “OD” to the seal
sleeve “OD”. Hence, whenever the seal is fitted with a new sleeve or the sleeve
is machined, the poker gauge readings “as fitted” should be recorded in
conjunction with the measured clearance, by feeler gauges, calibration or both,
since the bearing will be accessible during seal overhaul.</span></div>
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<b style="mso-bidi-font-weight: normal;"><span lang="EN-US">1.2 Propeller Shaft Clearances - Initial and Maximum Allowed</span></b></div>
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<span lang="EN-US">1.2.1 The following
clearances are intended for the guidance of Surveyors.</span></div>
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<span lang="EN-US">Recommendations of
designers and manufacturers may differ and the Surveyor should take notice of
these in deciding whether departures from the values given here are justified.</span></div>
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<span lang="EN-US">In the case of
initial clearances drawings should be checked and for special materials such as
“Tufnol” the manufacturer’s technical information should be heeded to allow for
expansion of the bearing material on submersion in water.</span></div>
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<span lang="EN-US">1.2.2 Propeller
shafts running in white metal bearings - oil lubricated.</span></div>
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<u><span lang="EN-US">NOTE</span></u><span lang="EN-US">: The stern gland should be repacked or at least partially repacked
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<span lang="EN-US">1.2.4 Propeller
shafts lubricated by grease.</span></div>
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<b style="mso-bidi-font-weight: normal;"><span lang="EN-US">1.3 Crack detection of propeller shafts</span></b></div>
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<span lang="EN-US">1.3.1 Area to be
crack detected.</span></div>
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<span lang="EN-US">1.3.2 Crack
detection may be by dye penetrant method or magnetic particle method. Magnetic
particle inspection is preferred because it is more sensitive when properly
carried out.</span></div>
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area to be checked must be thoroughly cleaned. Where possible a qualified
technician is preferred working to recognized standards.</span></div>
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the magnetic particle inspection is easily checked using a field strength
indicator (burmah castrol strip).</span></div>
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<br />
<span lang="EN-US">If cracks are
detected and not easily removed by light polishing it is advisable to check the
crack depth by ultrasonic before proceeding.</span></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<br />
<span lang="EN-US">1.3.3 It is allowed
to reduce the rule diameter by 3 % (corresponding to a decrease in torsion
strength of 10 %) by machining or grinding. Therefore if crack depth deeper
than 1.5 % or shaft diameter (shaft being rule size) the shaft shall be
rejected. Repairs of corroded or cracked shafts within limits given above shall
be smoothly ground out to reduce stress concentrations to a minimum. The
hollows should be filled with propriety metal filler if in way of sealing rings
etc.</span></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<br />
<span lang="EN-US">Slight surface
defects (corrosion or cracks) can be machined out provided that rule diameter
is not reduced by more than 3 %.</span></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<br />
<span lang="EN-US">1.3.4 In the case of
a propeller-shaft in normal steel and the propeller hub in stainless steel, the
holes of the propeller-flange and the propeller-flange itself have to be
carefully inspected for electric-chemical corrosion.</span></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">Seawater has to be
avoided and adequate protection is to be foreseen.</span></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<br />
<b style="mso-bidi-font-weight: normal;"><span lang="EN-US">1.4 Repairs to Propeller shaft cone</span></b></div>
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<br />
<span lang="EN-US">Corrosion on the
conical part of the propeller shaft may be repaired by machining the taper.</span></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">This will result in
the propeller moving forward which must be contracted by fitting a spacer
between the shaft couplings. The maximum thickness allowed for this spacer is
25 % of the intermediate shaft flange thickness. It is therefore the
intermediate shaft flange thickness which determines the maximum amount which
can be machined off the cone.</span></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">e.g. Intermediate
shaft coupling flange thickness 100 mm, then maximum spacer which may be
employed = 25 mm, if propeller shaft taper = 1 in 12 the radial amount which
may be machined = 25/12= approx. 2 mm<span style="font-family: Symbol;"><b>.</b></span></span></div>
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<span lang="EN-US">Surface contact of
propeller bore to shaft cone should be checked using Prussian blue. There
should be a minimum of 70 % contact equally distributed.</span></div>
</div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
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<u><span lang="EN-US">NOTE</span></u><span lang="EN-US">: As well as rectification of the damage, the cause must also be
determined and repairs and preventative action taken to avoid a recurrence. The
usual source of leakages are from a badly jointed and sealed lairing cone on
the ack of the propeller or leakage past the sealing ring and/or gasket on the
forward face - ensure the “O” ring is the correct size so that compression and
sealing is achieved.</span></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<br />
<span lang="EN-US">All free spaces
between propeller shaft cone, propeller boss, nut and propeller cap are to be
filled with a material insoluble in sea water and non-corrosive.</span></div>
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<br /></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<b style="mso-bidi-font-weight: normal;"><span lang="EN-US">1.5 Protection of propeller shaft against corrosion</span></b></div>
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<br /></div>
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<span lang="EN-US">Arrangements are to
be made to allow any air present in these spaces to escape at the moment of
filling. It is recommended to test these spaces under a pressure at least equal
to that corresponding to the immersion of the propeller in order to check,
after filling, the tightness obtained.</span></div>
<div class="separator" style="clear: both; text-align: center;">
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<b style="mso-bidi-font-weight: normal;"><span lang="EN-US">1.6 Propeller shafts with bronze liners</span></b></div>
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<br /></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">1.6.1 General</span></div>
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<br /></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">Always check
carefully the inboard part of the shaft where water from the stern gland may
have caused corrosion cracking, characteristic X-shaped fissures particularity
on the coupling Flange filled. This part of the shaft is best protected by a
special coating.</span></div>
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<br /></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">Beware also of
electro-chemical corrosion in the region of the end of the liner.</span></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">The bronze liners
protect those parts of the shaft which would otherwise be in contact with sea
water. </span></div>
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<br /></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">Continuous liners -either in one piece or in several sections cover the
shaft from forward propeller boss to forward part of the stern gland. Parts of
liner most liable to wear are those in way of stern gland packing, or the liner
can be eroded by vibration or hammering of the shaft. Su objected to torque
reaction with the shaft; the liner can crack (on its surface, or in other
places). Cracks may also result from occasional over-heating. Sea water can
seep through the cracks and cause rapid corrosion of the shaft.</span></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<br /></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">Other types of
corrosion are the result of liner assembly. Liners are generally held to tail
shaft by shrinkage. Shafts are submitted to helical stress and it is unlikely
that the same distortions are equally applied over the whole length of liner.</span></div>
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<br /></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">Such fretting is
often the cause of corrosion noted under aft extremity of liners where sea
water filters in. What has been said about shaft and liner relative motions is
also true for liner sections connected by (hammered or shrunk) red copper
joints. Connections of two adjacent liner sections are submitted to torque
reactions and if copper joints no longer ensure the necessary water tightness: corrosion
is then frequent under joints and adjacent area.</span></div>
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<br /></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">1.6.2 Checking the fit and condition of liners</span></div>
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<br /></div>
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<span lang="EN-US">The Surveyor shall
hammer test the liner and joints between sections - bearing in mind that liners
may be chamfered beyond the bearing surfaces and will, therefore, give a
different sound, not to be mistaken with that of a slackening liner.</span></div>
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<span lang="EN-US">Slackness is
usually noted at extremities of liner. It may be caused by heating (of aft
bearing, gland) or cracks in liner.</span></div>
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<br /></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">The Surveyor shall
also examine carefully the surface of the liner for cracks or porosity, and if
in doubt, he will carry out a non-destructive check.</span></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">Any cracking or
slackening of the liner (especially all, next to propeller) or loosening of copper
joints will result in corrosion of the shaft.</span></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<br />
<span lang="EN-US">s for such
defects, loose copper joints will need to be withdrawn and the liner surface in
way machined off and other corroded areas should also be machined so that the
shaft surface can be inspected.</span></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">The Surveyor will
also check the bearing surface and wear in way of bush(es) and stern gland.</span></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<br /></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">1.6.3
Renewal/Repairs of liners</span></div>
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<br /></div>
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<span lang="EN-US">Cracks, wear</span></div>
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<br /></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">Fully penetrating
cracks always imply renewal of damaged part of liner.</span></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">Fissures can be
machined down provided that liner's thickness remains within the limits given
below for wear, otherwise the damaged part shall be renewed.</span></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">Major wear means
that liner is unlit for use; the maximum wear allowed being as follows:</span></div>
<ul>
<li><span lang="EN-US">25 % of rule thickness in way
of the bearing area.</span></li>
<li><span lang="EN-US">50 % of rule thickness in way
of out the stern-gland.</span></li>
</ul>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">These measurements
shall be taken alter machining of corroded or ribbed areas of the liner. When
damage (fissures or wear) is important and requires the renewal of the liner,
the Surveyor shall proceed as for the liner of a new shaft.</span></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<br /></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">The new liner or
liner sections ordered shall be submitted to the Society’s factory inspection
test (quality of material, hydraulic test), and liner lit and good condition
(no defects) shall be checked alter machining.</span></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<br /></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">When renewal of the
liner is not necessary and it is difficult or impossible to change only a
section of it without removing the part of liner in good condition, it is often
easier to have the damaged part re-metallic.</span></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<br /></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">Some yards can
replace the damaged liner portion by two hail shells fitted on to the shaft and
welded together longitudinally. Any such repair shall be submitted to Technical
Office for approval.</span></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<br /></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">1.6.4 Ribbing in
way of the stern-gland</span></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<br /></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">Ribbing requires
the complete - or part renewal of the liner only if thickness inside of grooves
is inferior to hall the regulation thickness. When ribbing is slight, however, i.e.
when depth of grooves is 3 mm, liner shall be machined over the whole length in
way of aft stuffing box.</span></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<span lang="EN-US">Slight ribbing
needs only to be filed down or smoothed away with emery cloth.</span></div>
<div class="MsoNormal" style="tab-stops: 7.1pt;">
<br /></div>
</div>
</div>
Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.comtag:blogger.com,1999:blog-4082296293004648676.post-20534946636397231242013-01-30T00:00:00.000-05:002013-04-26T17:26:01.076-04:00Surveyor Guide Notes for P&I insurance Surveys<div dir="ltr" style="text-align: left;" trbidi="on">
<b>Protection and indemnity insurance</b>, commonly known as P&I insurance, is a form of marine insurance provided by a P&I club. A P&I club is a mutual (i.e. co-operative) insurance association that provides cover for its members, who will typically be ship-owners, ship-operators or demise charterers. Unlike a marine insurance company, which is answerable to its shareholders, a P&I club is the servant only of its members.<br />
<br />
Both P&I clubs and conventional marine insurers are governed by the provisions of the Marine Insurance Act 1906. Marine insurers provide cover for known quantifiable risks, mainly Hull & Machinery insurance for shipowners, and Cargo Insurance for cargo owners. By contrast, P&I Clubs provide insurance cover for broader indeterminate risks, such as third party liabilities that marine insurers are loath to cover. Third party risks include a carrier’s liability to a cargo-owner for damage to cargo, a ship’s liability after a collision, environmental pollution and war risk insurance; (although some marine insurers are also prepared to cover war risks).<br />
<br />
It follows that any given cargo may be insured twice: the shipper/cargo-owner will take out conventional cover, and the carrier will have P&I cover. If the cargo is lost or damaged, the cargo-owner should first make a cargo claim against the carrier; but the latter may avoid liability because either<span style="font-size: small;">:</span><br />
<br />
(i) he did not cause the loss, or<br />
<br />
(ii) the Hague-Visby (Roterdam) Rules grant exemption from liability . In such a case, the cargo owner will claim against his own insurer. If the cargo-owner fails to claim first against the carrier, but claims against his own insurer, the latter (having reimbursed their client) will, through subrogation, be able to pursue the claim in their own right against the carrier.<br />
<br />
Marine insurers charge a premium, which guarantees to the assured full cover during the validity of the policy; but P&I insurance is financed not by premiums but by “calls”. Club members contribute to the club’s common pool, out of which claims are paid. If the pool is insufficient, the club members will be asked to pay a further call; but if the pool is in surplus, the club will ask for a reduced call the following year, or may even make a refund to members. (Only ship operators with a sound reputation will be allowed to join a P&I club; and any P&I club member who incurs reckless or avoidable losses to the club may be asked to leave).<br />
<br />
Whereas a marine insurer will, on average, pay out £70 for every £100 received in premiums, a P&I club seeks to run as a non-profit-making business. Curiously, the largest P&I club, Norway’s Gard, manages to combine mutual P&I business with conventional marine insurance. Should the Rotterdam Rules come into force, third-party liabilities will increase; and this may result in conventional insurers losing more and more business to P&I clubs.<br />
<br />
<div class="firstHeading" id="firstHeading" lang="en">
<span style="font-family: inherit;"><span style="font-size: small;"><span dir="auto">Protection and indemnity insurance<span style="font-size: small;">: <a href="http://en.wikipedia.org/wiki/Protection_and_indemnity_insurance">http://en.wikipedia.org/wiki/Protection_and_indemnity_insurance</a></span></span></span></span></div>
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<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: inherit;"><span style="font-size: small;">They had secured properly for sea</span></span></td></tr>
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<span lang="en"><span class="hps">Here you are</span> <span class="hps">some links</span> <span class="hps">that</span> <span class="hps">consulting them</span> <span class="hps">will</span> <span class="hps">be very helpful:</span></span><br />
<span id="result_box" lang="en"><span class="hps"><br /></span></span><span id="result_box" lang="en"><span class="hps">Do not forget that</span> <span class="hps">each</span> <span class="hps">P & I Club</span> <span class="hps">has its rules and</span> <span class="hps">procedures</span> <span class="hps">which</span> <span class="hps">must</span> <span class="hps">always</span> <span class="hps">be present.</span> <span class="hps">The following is only</span> <span class="hps">a guide</span>.</span><br />
<br />
<span id="result_box" lang="en"><br /></span>North of England P&I Association Ltd/Guides: <a href="http://www.nepia.com/loss-prevention/publications-and-guides/guides/">http://www.nepia.com/loss-prevention/publications-and-guides/guides/</a><br />
<br />
North of England P&I Association Ltd/Survey: <a href="http://www.nepia.com/loss-prevention/survey/">http://www.nepia.com/loss-prevention/survey/</a><br />
<br />
UK P&I Club/Reading room: <a href="http://www.ukpandi.com/publications/reading-room/">http://www.ukpandi.com/publications/reading-room/</a><br />
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<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh6JoqQK-ydANeT2XmnU51SMF2rij_DamtWzfjgynuRLIU0Rt9pEBckcTOS0hWbJ4Lsq36k4gw6xowvMoCFkfSyaGf_aCqWhTyx215uy6augoxEz61k-ev1QoTmAzzLrcuIvn_VWxPMZZZz/s1600/p&i2.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="208" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh6JoqQK-ydANeT2XmnU51SMF2rij_DamtWzfjgynuRLIU0Rt9pEBckcTOS0hWbJ4Lsq36k4gw6xowvMoCFkfSyaGf_aCqWhTyx215uy6augoxEz61k-ev1QoTmAzzLrcuIvn_VWxPMZZZz/s1600/p&i2.JPG" width="640" /></a></div>
<br />
Are presented below some reports and guide that may be helpful during your field work. <span class="short_text" id="result_box" lang="en"><span class="hps">Read them</span> <span class="hps">and</span> <span class="hps">always</span> <span class="hps">do</span> <span class="hps">better.</span></span><br />
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<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEivqAr_173J5KO-SasO3jj8tVhBkjTHNPpv-xIRe7JNBIJm0PScx7GS5FtUlft-F4ILgYA_0SriTBIXtJ4uc72WsWNnpAGpqFiC_XwnWyEblb4crmk00r9ajHQdRMmWQhtYRuaVU5NcmjfA/s1600/pdf_icon.png" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEivqAr_173J5KO-SasO3jj8tVhBkjTHNPpv-xIRe7JNBIJm0PScx7GS5FtUlft-F4ILgYA_0SriTBIXtJ4uc72WsWNnpAGpqFiC_XwnWyEblb4crmk00r9ajHQdRMmWQhtYRuaVU5NcmjfA/s1600/pdf_icon.png" /></a></div>
<span class="short_text" id="result_box" lang="en"><span class="hps"> </span></span>An introduction to P and I insurance for mariners: <a href="https://docs.google.com/file/d/0B7qSY6KPZGtVa3FvaV9lNTROUjA/edit">https://docs.google.com/file/d/0B7qSY6KPZGtVa3FvaV9lNTROUjA/edit</a><br />
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<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEivqAr_173J5KO-SasO3jj8tVhBkjTHNPpv-xIRe7JNBIJm0PScx7GS5FtUlft-F4ILgYA_0SriTBIXtJ4uc72WsWNnpAGpqFiC_XwnWyEblb4crmk00r9ajHQdRMmWQhtYRuaVU5NcmjfA/s1600/pdf_icon.png" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEivqAr_173J5KO-SasO3jj8tVhBkjTHNPpv-xIRe7JNBIJm0PScx7GS5FtUlft-F4ILgYA_0SriTBIXtJ4uc72WsWNnpAGpqFiC_XwnWyEblb4crmk00r9ajHQdRMmWQhtYRuaVU5NcmjfA/s1600/pdf_icon.png" /></a></div>
Condition Survey Report: <a href="http://www.american-club.com/files/files/PART_A_-_Condition_Survey_Report_Form.pdf">http://www.american-club.com/files/files/PART_A_-_Condition_Survey_Report_Form.pdf</a><br />
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<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEivqAr_173J5KO-SasO3jj8tVhBkjTHNPpv-xIRe7JNBIJm0PScx7GS5FtUlft-F4ILgYA_0SriTBIXtJ4uc72WsWNnpAGpqFiC_XwnWyEblb4crmk00r9ajHQdRMmWQhtYRuaVU5NcmjfA/s1600/pdf_icon.png" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEivqAr_173J5KO-SasO3jj8tVhBkjTHNPpv-xIRe7JNBIJm0PScx7GS5FtUlft-F4ILgYA_0SriTBIXtJ4uc72WsWNnpAGpqFiC_XwnWyEblb4crmk00r9ajHQdRMmWQhtYRuaVU5NcmjfA/s1600/pdf_icon.png" /></a></div>
<div class="MsoNormal">
<span lang="EN-US">Survey Questionnaire. All ship types</span>: <a href="https://docs.google.com/file/d/0B7qSY6KPZGtVVHdEZVRNYWwwS1E/edit">https://docs.google.com/file/d/0B7qSY6KPZGtVVHdEZVRNYWwwS1E/edit</a></div>
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<div class="separator" style="clear: both; text-align: left;">
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<div class="separator" style="clear: both; text-align: left;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEivqAr_173J5KO-SasO3jj8tVhBkjTHNPpv-xIRe7JNBIJm0PScx7GS5FtUlft-F4ILgYA_0SriTBIXtJ4uc72WsWNnpAGpqFiC_XwnWyEblb4crmk00r9ajHQdRMmWQhtYRuaVU5NcmjfA/s1600/pdf_icon.png" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEivqAr_173J5KO-SasO3jj8tVhBkjTHNPpv-xIRe7JNBIJm0PScx7GS5FtUlft-F4ILgYA_0SriTBIXtJ4uc72WsWNnpAGpqFiC_XwnWyEblb4crmk00r9ajHQdRMmWQhtYRuaVU5NcmjfA/s1600/pdf_icon.png" /></a></div>
<div class="MsoNormal">
<span lang="EN-US">Survey Questionnaire. Bulk, General Cargo, Container and Other: <a href="https://docs.google.com/file/d/0B7qSY6KPZGtVUG96YUx3Wmw5dGs/edit">https://docs.google.com/file/d/0B7qSY6KPZGtVUG96YUx3Wmw5dGs/edit</a></span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEivqAr_173J5KO-SasO3jj8tVhBkjTHNPpv-xIRe7JNBIJm0PScx7GS5FtUlft-F4ILgYA_0SriTBIXtJ4uc72WsWNnpAGpqFiC_XwnWyEblb4crmk00r9ajHQdRMmWQhtYRuaVU5NcmjfA/s1600/pdf_icon.png" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEivqAr_173J5KO-SasO3jj8tVhBkjTHNPpv-xIRe7JNBIJm0PScx7GS5FtUlft-F4ILgYA_0SriTBIXtJ4uc72WsWNnpAGpqFiC_XwnWyEblb4crmk00r9ajHQdRMmWQhtYRuaVU5NcmjfA/s1600/pdf_icon.png" /></a></div>
<span lang="EN-US">Survey Questionnaire. Chemical Tanker: </span><a href="https://docs.google.com/file/d/0B7qSY6KPZGtVanJCQV84UGl2eGc/edit">https://docs.google.com/file/d/0B7qSY6KPZGtVanJCQV84UGl2eGc/edit</a><br />
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<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEivqAr_173J5KO-SasO3jj8tVhBkjTHNPpv-xIRe7JNBIJm0PScx7GS5FtUlft-F4ILgYA_0SriTBIXtJ4uc72WsWNnpAGpqFiC_XwnWyEblb4crmk00r9ajHQdRMmWQhtYRuaVU5NcmjfA/s1600/pdf_icon.png" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEivqAr_173J5KO-SasO3jj8tVhBkjTHNPpv-xIRe7JNBIJm0PScx7GS5FtUlft-F4ILgYA_0SriTBIXtJ4uc72WsWNnpAGpqFiC_XwnWyEblb4crmk00r9ajHQdRMmWQhtYRuaVU5NcmjfA/s1600/pdf_icon.png" /></a></div>
ISM & ISPS pocket checklist: <a href="https://docs.google.com/file/d/0B7qSY6KPZGtVU3owdEhVU2NuMms/edit">https://docs.google.com/file/d/0B7qSY6KPZGtVU3owdEhVU2NuMms/edit</a><br />
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<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEivqAr_173J5KO-SasO3jj8tVhBkjTHNPpv-xIRe7JNBIJm0PScx7GS5FtUlft-F4ILgYA_0SriTBIXtJ4uc72WsWNnpAGpqFiC_XwnWyEblb4crmk00r9ajHQdRMmWQhtYRuaVU5NcmjfA/s1600/pdf_icon.png" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEivqAr_173J5KO-SasO3jj8tVhBkjTHNPpv-xIRe7JNBIJm0PScx7GS5FtUlft-F4ILgYA_0SriTBIXtJ4uc72WsWNnpAGpqFiC_XwnWyEblb4crmk00r9ajHQdRMmWQhtYRuaVU5NcmjfA/s1600/pdf_icon.png" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><br /></td></tr>
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<span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 12.0pt; line-height: 115%; mso-ansi-language: EN-US; mso-bidi-font-size: 11.0pt; mso-bidi-language: AR-SA; mso-fareast-font-family: Calibri; mso-fareast-language: EN-US; mso-fareast-theme-font: minor-latin;">Survey Questionnaire for:</span><br />
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Gas Tanker: <a href="https://docs.google.com/file/d/0B7qSY6KPZGtVYkF2RXNfQk5uTHM/edit">https://docs.google.com/file/d/0B7qSY6KPZGtVYkF2RXNfQk5uTHM/edit</a><br />
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Oil Tanker. <a href="https://docs.google.com/file/d/0B7qSY6KPZGtVNldqUWRfLTMzNlU/edit">https://docs.google.com/file/d/0B7qSY6KPZGtVNldqUWRfLTMzNlU/edit</a><br />
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Passenger RO/Pax: <a href="https://docs.google.com/file/d/0B7qSY6KPZGtVVDRWNDNPRXhVakU/edit">https://docs.google.com/file/d/0B7qSY6KPZGtVVDRWNDNPRXhVakU/edit</a><br />
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Reefer Ship: <a href="https://docs.google.com/file/d/0B7qSY6KPZGtVMmFRYUNuRGxfZ1k/edit">https://docs.google.com/file/d/0B7qSY6KPZGtVMmFRYUNuRGxfZ1k/edit</a><br />
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Ro-Ro: <a href="https://docs.google.com/file/d/0B7qSY6KPZGtVYlQ5RHQzNGVZQVk/edit">https://docs.google.com/file/d/0B7qSY6KPZGtVYlQ5RHQzNGVZQVk/edit</a><br />
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List of Defects: <a href="http://www.american-club.com/files/files/PART_D_-_List_of_Defects.pdf">http://www.american-club.com/files/files/PART_D_-_List_of_Defects.pdf</a><br />
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Towage Guidance Note: <a href="https://docs.google.com/file/d/0B7qSY6KPZGtVRTc4eS1TUFZyUDQ/edit">https://docs.google.com/file/d/0B7qSY6KPZGtVRTc4eS1TUFZyUDQ/edit</a><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEirbj6R3ZwkILpQs72oIRb8MYu4FAD_SMN1mWIg000FI4n_S4Mm0LdbNHWxsrRCj5qlJqk56ot986T03jNXE9nisq25yq-Ifs98n-m1ifhLDgwL10TAGoaeOQc5mKKLfOcm90Gh2H7hSEhy/s1600/word-icon.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEirbj6R3ZwkILpQs72oIRb8MYu4FAD_SMN1mWIg000FI4n_S4Mm0LdbNHWxsrRCj5qlJqk56ot986T03jNXE9nisq25yq-Ifs98n-m1ifhLDgwL10TAGoaeOQc5mKKLfOcm90Gh2H7hSEhy/s1600/word-icon.JPG" /></a></div>
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Survey Damage Report Guide: <a href="https://docs.google.com/file/d/0B7qSY6KPZGtVWDdJM1pDWjM3WmM/edit">https://docs.google.com/file/d/0B7qSY6KPZGtVWDdJM1pDWjM3WmM/edit</a><br />
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<i><span id="result_box" lang="en"><span class="hps">Do not forget</span>. <span class="hps">You are not a</span> <span class="hps">Class</span> <span class="hps">Surveyor</span>, <span class="hps">you're not a</span> <span class="hps">Port</span> <span class="hps">State</span> <span class="hps">Control</span> <span class="hps">Surveyor</span>, <span class="hps">you're not</span> <span class="hps">a cop</span>, <span class="hps">you're just a</span> <span class="hps">P</span> <span class="hps">& I</span> <span class="hps">Surveyor</span>. <span class="hps">Your eyes</span> <span class="hps">and your mind</span> <span class="hps">should</span> <span class="hps">be</span> <span class="hps">only</span> <span class="hps">on</span> <span class="hps">the objectives of the</span> <span class="hps">Club</span>.</span></i><br />
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Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.comtag:blogger.com,1999:blog-4082296293004648676.post-73916370651250854002013-01-29T00:00:00.000-05:002013-06-22T06:24:03.737-04:00Surveyor Guide Notes for Ship Stability, Inclining Test Procedure.<div dir="ltr" style="text-align: left;" trbidi="on">
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The purpose of a stability test is to determine the lightship parameters of a vessel, from which the stability characteristics can be determined for each condition of loading, principally:</div>
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<li>Lightship displacement of the vessel;</li>
<li>Longitudinal centre of gravity; and</li>
<li>Vertical centre of gravity.</li>
</ul>
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<b>1. Introduction </b><br />
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1.1 These entry are intended to provide practical guidance in order to minimize inaccuracies and ensure that the information derived from the inclining test provides a satisfactory basis, acceptable to the Surveyor or delegated Authority, for the determination of the ship's stability characteristics. <br />
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1.2 It is appreciated that the following recommended procedures for inclining tests cannot always be achieved and equally efficient alternative procedures may have to be adopted to suit particular circumstances. <br />
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1.3 For small ships where it is considered impracticable to adopt procedures as given in these notes, advice may be sought from Headquarters. <br />
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1.4 The inclining test must be witnessed by a Surveyor of the Surveyor or delegated Authority. <br />
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1.5 Advice on the procedure when an inclining test may be dispensed with in certain circumstances as sister ship etc. <br />
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<b><span lang="EN-US">2 Preparations for Test</span></b><br />
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<span lang="EN-US">2.1 </span><span lang="EN-US">Preliminary meeting with builders/owners</span></div>
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<span lang="EN-US">2.1.1 </span><span lang="EN-US">The Surveyor should inspect the ship shortly before the test to satisfy himself that the ship will be in an acceptable condition. If this is not so the Surveyor may require that the test be postponed.</span></div>
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<span lang="EN-US">2.1.2 </span><span lang="EN-US">An opportunity should be taken to discuss and confirm arrangements for the test with the Builder/Owner with particular regard to the following:</span></div>
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<span lang="EN-US"> </span></div>
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<span lang="EN-US">(a) Inclining weight data:</span></div>
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<span lang="EN-US">(i) type, amount and position on board; </span></div>
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<span lang="EN-US">(ii) method of handling weights; and</span></div>
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<span lang="EN-US">(iii) anticipated maximum angle of heel to each side from upright.</span></div>
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<span lang="EN-US" style="line-height: 115%;">(b) Pendulums; approximate location and length.</span></div>
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<span lang="EN-US">(c) Stabilograph or similar instrument; calibration and position.</span></div>
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<span lang="EN-US">(d) Condition of tanks and approximate trim; consideration being given to practical measures to minimize the free surface of liquids, excessive trim or initial heel.</span></div>
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<span lang="EN-US">(e) Draught marks:</span></div>
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<span lang="EN-US">(i) should have been checked on the building berth or in dry dock by the Surveyor from the Surveyor or delegated Authority as appropriate;</span></div>
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<span lang="EN-US">(ii) keel sight readings indicating the baseline from which the draught marks have been measured should be available for reference;</span></div>
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<span lang="EN-US">(iii) whether a plastic damping tube with engraved scale would be of assistance in reading marks if the water surface is likely to be disturbed;</span></div>
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<span lang="EN-US">(iv) whether suitable datum marks required to be established should the draught marks be inaccessible e.g. when there is a flat overhang at the stern;</span></div>
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<span lang="EN-US">(v) that a recently calibrated hydrometer with suitable density bucket is available; and</span></div>
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<span lang="EN-US">(vi) that a suitable small boat is available.</span><br />
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<span lang="EN-US"></span>(f) Degree of completion:<br />
<span lang="EN-US">(i) items to be added;</span><br />
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<span lang="EN-US">(ii) items to be deducted;</span><br />
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<span lang="EN-US">(iii) items to be relocated; and e</span><br />
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<span lang="EN-US">(iv) removal of debris and overall cleanliness.:</span><br />
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<span lang="EN-US"> </span><span lang="EN-US" style="font-family: inherit;">(g) Location and timing:</span></div>
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<span lang="EN-US">(i) the test should be carried out where possible in a wet dock basin to provide stable conditions and minimize disturbance from passing craft;</span></div>
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<span lang="EN-US">(ii) where the test may be affected by a tidal stream or current it may require to be timed with a slack water period; and</span></div>
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<span lang="EN-US">(iii) there should be no risk of grounding during the test.</span></div>
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<span lang="EN-US">(h) Specialized ship types:</span></div>
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<span lang="EN-US">(i) hopper and suction dredgers; where underwater hopper doors, dump or suction valves are fitted, their closed or open position should be established;</span></div>
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<span lang="EN-US">(ii) oil rig drill ships; the relatively large windage may cause errors in observed deflections. (At an early stage, consideration should have been given in inclining the ship without the tower and correcting results by calculation); and</span></div>
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<span lang="EN-US">(iii) vehicle carriers with removable or hinged decks; the centre of gravity of the ship will require to be determined for two lightship conditions, and such decks will require to be adequately secured to prevent movement during the test.</span></div>
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<span lang="EN-US">2.2 </span><span lang="EN-US">Data required</span></div>
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<span lang="EN-US">2.2.1 </span><span lang="EN-US">Trimmed hydrostatic data should be available over an adequate range of draughts.</span></div>
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<span lang="EN-US">2.2.2 </span><span lang="EN-US">Tank layout plan, showing the locations of the sounding pipes, air pipes and access manholes.</span></div>
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<span lang="EN-US">2.2.3 </span><span lang="EN-US">Tank calibrations and capacities.</span></div>
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<span lang="EN-US">2.2.4 </span><span lang="EN-US">Length of sounding pipes, from striker to deck plate. This can provide a useful indication in event of a sounding pipe being blocked.</span></div>
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<span lang="EN-US">2.3 </span><span lang="EN-US">General condition of the ship</span></div>
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<span lang="EN-US">2.3.1 </span><span lang="EN-US">The ship should be complete or virtually so. An accurate list of items to be added, deducted, or relocated after the test should be prepared by the Builder/Owner and their weights and positions as recorded agreed by the Surveyor. Such items, however, should be reduced in number to the absolute minimum.</span></div>
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<span lang="EN-US">2.3.2 </span><span lang="EN-US">In conjunction with the person conducting the test, the Surveyor should inspect the ship to ensure that all items on the list at paragraph </span></div>
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<span lang="EN-US">2.3.1 above are accurately assessed and check that any omissions are taken into account.</span></div>
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<span lang="EN-US">2.3.3 </span><span lang="EN-US">The ship should be generally clean. Shipyard equipment, staging and debris should be removed as far as practicable.</span></div>
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<span lang="EN-US">2.3.4 </span><span lang="EN-US">Suspended weights including boats, anchors, derricks, vehicle ramps and decks etc. should be secured in their seagoing positions.</span></div>
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<span lang="EN-US">2.3.5 </span><span lang="EN-US">Tank top, open floored spaces and bilges in the machinery space and elsewhere should be clean and dry. Loose water and oil should be removed.</span></div>
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<span lang="EN-US">2.3.6 </span><span lang="EN-US">In general, machinery, refrigerated cargo and domestic piping systems, boilers and associated equipment should be at operating levels. In tankers the cargo deck lines should be drained off.</span></div>
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<span lang="EN-US">2.3.7 </span><span lang="EN-US">Keys to all locked compartments should be available.</span></div>
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<span lang="EN-US">2.3.8 </span><span lang="EN-US">In the inclining condition, it should be ensured that the ship has adequate positive stability.</span></div>
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<span lang="EN-US">2.4 </span><span lang="EN-US">Tanks</span></div>
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<span lang="EN-US">2.4.1 General</span></div>
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<span lang="EN-US">(a) The number of tanks containing liquids during the test should be kept to a minimum. As a guide the total weight of liquids should not exceed 25% of the lightweight. This may be exceeded where it is desirable to reduce the trim of the vessel.</span></div>
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<span lang="EN-US">(b) As indicated in paragraph 6.2.1.2(d) the disposition of all liquids required to be on board should be agreed by the Surveyor, prior to the test.</span></div>
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<span lang="EN-US">(c) Where it is agreed that particular tanks may contain liquid, these must either be pressed full or the level must be such that the free surface effect can be accurately determined. Slack tanks where permitted should comply with the “slack” tank instructions given in paragraph </span></div>
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<span lang="EN-US">2.4.2 below. In passenger vessels the number of slack tanks is restricted to one pair for either oil or fresh water.</span></div>
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<span lang="EN-US">(d) All tanks not permitted to contain liquids during the test should be dry. (See also paragraph 2.4.4).</span></div>
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<span lang="EN-US">(e) Cross connections between port and starboard tanks containing liquids should be checked to ensure that the control valves are closed.</span></div>
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<span lang="EN-US">2.4.2 Slack tanks</span></div>
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<span lang="EN-US">(a) The free surface for slack tanks should be subject to agreement of the Surveyor. When these are not agreed and they are slack a free surface correction should not be allowed for in determining the lightship KG.</span></div>
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<span lang="EN-US">(b) Slack tanks should be limited to tanks with essentially rectangular form. Double bottom tanks should generally not be slack during the experiment.</span></div>
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<span lang="EN-US">(c) As a guide where tanks are permitted to contain liquids in accordance with sub-paragraph .2(a), above, deep tanks should be 20% to 80% full and double bottom tanks 40% to 60% full to ensure that a significant change in the dimensions of the free surface does not occur during inclining. The effect of trim should be taken into account when considering the configuration of the liquid surface.</span></div>
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<span lang="EN-US">(d) Tanks containing liquids of high viscosity should not be permitted to be slack since the free surface effect is impossible to determine. However, if such liquids can be heated to reduce viscosity then a free surface correction can be accepted at the Surveyor's discretion.</span></div>
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<span lang="EN-US">2.4.3 Empty tanks</span></div>
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<span lang="EN-US">(a) Where tanks are required to be empty, it is not sufficient to pump tanks until suction is lost. The manholes should be opened and empty tanks should be inspected. Final stripping should be performed with portable pumps where this is necessary. Narrow tanks such as peaks having sharp dead rise and negligible free surface may be exceptions to this.</span></div>
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<span lang="EN-US">(b) Proper safety precautions should be adopted before entering the tanks. <a href="http://www.iacs.org.uk/document/public/Publications/Guidelines_and_recommendations/PDF/REC_72_pdf212.pdf">http://www.iacs.org.uk/document/public/Publications/Guidelines_and_recommendations/PDF/REC_72_pdf212.pdf</a></span></div>
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<span lang="EN-US">2.5 </span><span lang="EN-US">Trim</span></div>
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<span lang="EN-US">2.5.1 </span><span lang="EN-US">Trim by the head or excessive trim by the stern should be avoided.</span></div>
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<span lang="EN-US">2.5.2 </span><span lang="EN-US">If tanks are to be pressed up, some trim by the stern will aid in venting and elimination of air pockets. A small trim will also facilitate emptying tanks required to be empty. Where a number of tanks are permitted to be full, aftermost tanks should be pressed up first.</span></div>
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<span lang="EN-US">2.5.3 </span><span lang="EN-US">Any marked change in the shape of the waterplane when the ship is heeled during inclining such as may occur with a chine form or where the ship has 'flat' sections aft, should be avoided e.g. by modifying the trim so that the chine is immersed both when upright and heeled.</span></div>
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<span lang="EN-US">2.5.4 </span><span lang="EN-US">Hydrostatic particulars for the ship 'as inclined' should be calculated for the actual trimmed waterline unless the trim is not significant, when the particulars can be accurately obtained from the level keel hydrostatic information. A correction should be made for hog or stag as applicable.</span></div>
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<span lang="EN-US">2.6 </span><span lang="EN-US">List</span></div>
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<span lang="EN-US">2.6.1 </span><span lang="EN-US">As far as practicable the ship should be upright with the inclining weights in initial position.</span></div>
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<span lang="EN-US">2.6.2 </span><span lang="EN-US">A small initial list is acceptable but ideally this should not exceed one-half degree. Weights to correct list should be used where necessary.</span></div>
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<span lang="EN-US">2.7 </span><span lang="EN-US">Mooring arrangements</span></div>
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<span lang="EN-US">The ship should be moored so that it is floating freely during heeling in an adequate depth of water. The mooring ropes should be arranged so as not to restrict heeling. Ideally the ship should be moored bow and stern only, by as few lines as possible led parallel to the fore and aft axis.</span></div>
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<span lang="EN-US">2.8 </span><span lang="EN-US">Weather</span></div>
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<span lang="EN-US">2.8.1 </span><span lang="EN-US">It is desirable that the weather should be fine with little or no wind and with calm water conditions.</span></div>
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<span lang="EN-US">2.8.2 </span><span lang="EN-US">The effect of wind, current, wavelets, or difficult mooring conditions may affect results adversely due to:</span></div>
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<span lang="EN-US">(a) inability to measure draught and freeboards accurately;</span></div>
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<span lang="EN-US">(b) excessive or irregular oscillations of the pendulums; and</span></div>
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<span lang="EN-US">(c) variations in superimposed heeling moments. In poor or deteriorating weather conditions, the Surveyor will require to assess the situation and indicate whether he considers it necessary to discontinue the test. </span></div>
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<b>3 Conduct of the Test</b></div>
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3.1 Supervision</div>
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3.1.1 Routine preparation, organization and direction of the test is the Builder's/Owner's responsibility.</div>
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3.1.2 The Builder's/Owner's representative in charge should:</div>
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(a) make sure that the ship is completely prepared for the test in compliance with paragraph 2 above;</div>
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(b) have authority over all personnel participating in the test; and</div>
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(c) maintain close liaison with the Surveyor;</div>
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3.1.3 The Surveyor will personally verify:</div>
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(a) the adequacy of the ship's preparation and condition;</div>
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(b) that the mooring arrangements are satisfactory having regard to the weather conditions; and</div>
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(c) the accuracy of the test data accumulated and confirm its proper recording in the test report.</div>
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3.2 General</div>
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3.2.1 The minimum number of personnel should be on board during the test, and their same position maintained during the recording of the pendulum readings.</div>
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3.2.2 Shore gangways should be lifted during the test to minimize restriction of ship's movement and maintain control on the number of personnel on board during test. Power lines, hoses etc. connected to the shore should be kept to a minimum and those that are essential kept slack at all times.</div>
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3.2.3 Any appreciable quantities of snow or ice must be removed from the ship before the test.</div>
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3.2.4 If the inclining test is carried out at low water, checks should be made to ensure that the ship is not aground.</div>
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3.3 Test weights</div>
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3.3.1 The total weight used should be sufficient to produce an inclination of about 1 to 2 degrees to each side. Larger inclinations of up to 3 degrees may be necessary to provide measurable deflections of the pendulum on smaller ships. This will depend upon the hull form and whether the waterline shape changes during heeling. See also paragraph 2.5.3. The inclination should not exceed 4 degrees from the upright zero position.</div>
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3.3.2 Generally, it will be most convenient to use 4 weight or sets of weights.</div>
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These should be as near equal as practicable and be positioned symmetrically 2 each port and starboard.</div>
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3.3.3 The weights should be compact and of such configuration that the vertical centre of gravity may be accurately determined. Personnel are not an acceptable alternative to weights.</div>
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3.3.4 Each weight should be marked with an identification number and its weights. The Surveyor should confirm that the test weights have been verified by means of weighbridge or equivalent immediately prior to the test. Weight test certificates should be inspected and the Surveyor should be satisfied that the certificates remain applicable.</div>
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3.3.5 The weights should be positioned as far outboard as possible on the upper deck. The positions of the weights should be marked and arrangements made to ensure that they can be placed back in their exact original positions as the test progresses.</div>
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3.3.6 The transverse movement of the weights should be arranged so that there is no longitudinal change in the position of each weight which would affect the ship's trim.</div>
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3.3.7 The lifting arrangements should be such that the weights can be transferred rapidly once the test has started, to minimize delay and reduce the likelihood of encountering changing tide, current or weather conditions.</div>
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3.3.8 In general the use of water transfer between wing tanks is not acceptable. Exceptionally this method may be accepted in the case of large ships (e.g. VLCCs) where normal means of inclining are clearly 8 inappropriate and in which a large reserve of stability is clearly anticipated in the vessel's derived intact, damage and grain conditions.</div>
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3.3.9 Where water transfer is approved:</div>
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(a) the tanks used should have vertical boundaries well beyond the range of water surface movement during the test;</div>
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(b) the transfer should take place between tanks directly opposite one another to maintain the ship's trim;</div>
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(c) where gravity transfer is adopted, two tanks each port and starboard should be used with adequate head between each pair of tanks port and starboard to provide several movements</div>
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<span lang="EN-US">3.4 </span><span lang="EN-US">Pendulums</span></div>
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<span lang="EN-US">3.4.1 </span><span lang="EN-US">At least two pendulums should be used except as noted in paragraph 3.4.5 below. These should be located in separate positions in areas protected from the wind.</span></div>
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<span lang="EN-US">3.4.2 </span><span lang="EN-US">The pendulums should be as long as practicable. See typical arrangements in Figure as follows. They should comprise good quality wire such as piano wire.</span></div>
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<span lang="EN-US">3.4.3 </span><span lang="EN-US">The deflections of the pendulum giving the reading for each individual shift of inclining weight should be sufficient to provide accurate results. A deflection for each shift of not less than 35 mm would be expected.</span></div>
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<span lang="EN-US">3.4.4 </span><span lang="EN-US">Care should be taken that the trough is of adequate size to give ample margin beyond the maximum anticipated deflection and that the pendulum weight does not touch the bottom of the trough. The trough should be secured against accidental movement. Improved damping can be achieved by filling with oil rather than water.</span></div>
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<span lang="EN-US">3.4.5 </span><span lang="EN-US">In lieu of one of the pendulums referred to in paragraph 3.4.1 above:</span></div>
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<span lang="EN-US">(a) a stabilograph may be used. The Surveyor should ensure that the stabilograph has been regularly tested and require reports of such tests to be provided; or </span></div>
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<span lang="EN-US">(b) a u tube water level may be used. The ends of the level should be positioned as far outboard as possible. Arrangements should be made for a record of all readings (from both ends of the tube) to be obtained. Clear plastic tube should be used and care should be taken to exclude all air bubbles and avoid topping up after commencement of test.</span></div>
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(c) where gravity transfer is adopted, two tanks each port and starboard should be used with adequate head between each pair of tanks port and starboard to provide several movements</div>
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(d) the specific gravity of the water transferred should be checked;</div>
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(e) the pipe lines used for shifting the water should be full on commencement. The isolating valves should be checked for tightness and strict valve control maintained during test;<span style="font-family: "Arial","sans-serif";"> </span></div>
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(f) ullage boards should be fitted to enable the level of water in each tank involved to be measured before and after each shift and recorded in test report; and</div>
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(g) final calculation should take account of the reduction in KG during the test due to the transferred layers of water.</div>
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3.5 Weight movements</div>
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3.5.1 Following the initial zero reading, the standard test should preferably involve at least 8 weight movements, and in no case less than 6 weight movements. Thus, where W is the total weight on each side of the ship:</div>
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Shift Movement</div>
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Zero reading</div>
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1 W/2 tones P to S</div>
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2 W/2 tones P to S</div>
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3 W/2 tones S to P</div>
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4 W/2 tones S to P (zero check)</div>
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5 W/2 tones S to P</div>
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6 W/2 tones S to P</div>
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7 W/2 tones P to S</div>
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8 W/2 tones P to S (zero check)</div>
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3.5.2 At each weight shift, the pendulum readings should be marked on a wood batten, the deflection being measured from the previous shift mark.</div>
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3.5.3 As the test proceeds the standard of the results may conveniently be verified by plotting the shift moments against the deflection tangents or equivalents as indicated in<span style="color: red;"> </span><span style="color: black;">Figure as follows.</span> The weight movements proposed should give a good spread of points but additional shifts should be carried out if necessary to minimize any error resulting from an appreciable "Stagger". All readings without omission should be shown in the test report. This recorded plot is to be included in the final inclining experiment report.</div>
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3.5.4 Weight movements should be made directly athwart ships so as to avoid a change in the ship's trim and should be maintained in the same horizontal plane above the keel, except where water transfer is permitted.</div>
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3.5.5 Checks should be made during the test to see that all personnel are in their agreed locations and that all mooring lines which should be slack, are in fact slack.</div>
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3.6 Test results</div>
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3.6.1 The Builder/Owner should provide the Surveyor with a detailed inclining test report which should include:</div>
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(a) a complete record of all test information, including the trace from the stabilograph if used and including movement shift plot of inclinations recorded;</div>
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(b) a statement providing a clear account if the condition if the ship as inclined. This should include all weights, with their centers of gravity, required to be added, deducted or relocated for derivation of the lightship condition; and</div>
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(c) calculations using the test date to determine the characteristics of the ship in the inclined and lightship condition.</div>
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3.6.2 The Surveyor should examine the test report for accuracy and completeness and immediately advise the Builder/Owner concerning any comments or disagreement with the report.</div>
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3.6.3 When the Surveyor has confirmed his satisfaction with the results of the inclining test and the accuracy of the report, the report should be used as a basis for the production of the stability information booklet (marked “provisional”) to be placed on board prior to the ship's departure on the maiden voyage.</div>
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3.6.4 A copy of the inclining test report should be included in the approved stability information booklet.</div>
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<tr style="font-family: inherit;"><td class="tr-caption" style="text-align: center;"><span style="font-size: small;"><a href="https://docs.google.com/file/d/0B7qSY6KPZGtVWl9reUc2THRQTUE/edit" target="_blank">Inclining Experiment</a></span></td></tr>
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<span style="font-family: inherit;">Resolution MSC.267(85)</span><br />
<a href="http://www.imo.org/blast/blastDataHelper.asp?data_id=24839&filename=267%2885%29.pdf">http://www.imo.org/blast/blastDataHelper.asp?data_id=24839&filename=267(85).pdf</a></div>
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Inclining test unified procedure: <a href="http://www.iacs.org.uk/document/public/Publications/Guidelines_and_recommendations/PDF/REC_31_pdf184.pdf" target="_blank">http://www.iacs.org.uk/document/public/Publications/Guidelines_and_recommendations/PDF/REC_31_pdf184.pdf</a><br />
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Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.comtag:blogger.com,1999:blog-4082296293004648676.post-54010833416842818262013-01-28T14:26:00.001-05:002013-02-28T06:51:43.268-05:00Surveyor Guide Notes for Bollard Pull Tests.<div dir="ltr" style="text-align: left;" trbidi="on">
<span id="result_box" lang="en"><span class="hps">I hope that</span> <span class="hps">these few</span> <span class="hps">lines</span> <span class="hps">can guide</span> <span class="hps">you</span> <span class="hps">in</span> <span class="hps">your training as a</span> <span class="hps">Marine</span> <span class="hps">Surveyor</span>.<br /><span class="hps">We recommend</span> <span class="hps">that you read</span> <span class="hps">the</span> <span class="hps">guidelines</span> <span class="hps">that</span> <span class="hps">are appended to the</span> <span class="hps">end of this post</span>. <span class="hps">Enjoy it</span>!</span><br />
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<b><span lang="EN-US" style="font-size: 14pt;">General </span></b><span lang="EN-US" style="font-size: 14pt; mso-ansi-language: EN-US;"></span><br />
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<span lang="EN-US" style="font-size: 11pt; mso-ansi-language: EN-US;">The following guidance notes apply to the bollard pull test of any towing vessel which the Surveyor is requested to approve or attend. </span></div>
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<span lang="EN-US" style="font-size: 11pt; mso-ansi-language: EN-US;">The safe working load of the test equipment, fittings and any connection points ashore shall be at least 10% in excess of the designed maximum continuous static bollard pull of the vessel. </span></div>
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<b><span lang="EN-US" style="font-size: 14pt; mso-ansi-language: EN-US;">Location </span></b><span lang="EN-US" style="font-size: 14pt; mso-ansi-language: EN-US;"></span></div>
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<span lang="EN-US" style="font-size: 11pt; mso-ansi-language: EN-US;">The water depth at the test location shall be at least 20 meters within a radius of 100 meters of the vessel. </span></div>
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<span lang="EN-US" style="font-size: 11pt; mso-ansi-language: EN-US;">If a water depth of 20 meters cannot be obtained at the test location, then a minimum water depth which is equal to twice the maximum draught of the vessel may be accepted. The owner of the vessel must be advised that the reduced water depth may adversely affect the test results. </span></div>
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<span lang="EN-US" style="font-size: 11pt; mso-ansi-language: EN-US;">The test location shall be clear of navigational hazards and underwater obstructions within a radius of 300 meters of the vessel. </span></div>
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<span lang="EN-US" style="font-size: 11pt; mso-ansi-language: EN-US;">The current shall be less than 0.5 meters/second from any direction. </span></div>
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<span lang="EN-US" style="font-size: 11pt; mso-ansi-language: EN-US;">The wind speed shall be less than 5 meters/second from any direction. </span></div>
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<span lang="EN-US" style="font-size: 11pt; mso-ansi-language: EN-US;">The condition of the sea at the test location shall be calm, without swell or waves. </span></div>
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<b><span lang="EN-US" style="font-size: 14pt; mso-ansi-language: EN-US;">Vessel </span></b><span lang="EN-US" style="font-size: 14pt; mso-ansi-language: EN-US;"></span></div>
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<span lang="EN-US" style="font-size: 11pt; mso-ansi-language: EN-US;">The draught and trim of the vessel shall be as near as possible to the draught and trim under normal operating conditions. </span></div>
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<span lang="EN-US" style="font-size: 11pt; mso-ansi-language: EN-US;">The propellers and fuel used during the tests shall be the same as the propellers and fuel used under normal operating conditions. </span></div>
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<span lang="EN-US" style="font-size: 11pt; mso-ansi-language: EN-US;">All auxiliary equipment such as pumps, generators and other equipment which are driven from the main engine(s) or propeller shaft(s) during normal operation of the vessel shall be connected during the test. </span></div>
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<b><span lang="EN-US" style="font-size: 14pt; mso-ansi-language: EN-US;">Test </span></b><span lang="EN-US" style="font-size: 14pt; mso-ansi-language: EN-US;"></span></div>
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<span lang="EN-US" style="font-size: 11pt; mso-ansi-language: EN-US;">The distance between the stern of the vessel and the shore shall be at least 300 meters. </span></div>
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<span lang="EN-US" style="font-size: 11pt; mso-ansi-language: EN-US;">If it is not possible to maintain a distance of 300 meters between the stern of the vessel and the shore, then a minimum distance which is equal to twice the waterline length of the vessel may be accepted. The owner of the vessel must be advised that the reduced distance between the vessel’s stern and the shore may adversely affect the test results. </span></div>
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<span lang="EN-US" style="font-size: 11pt; mso-ansi-language: EN-US;">Adequate communications shall be established between the vessel and instrument recording station. </span></div>
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<span lang="EN-US" style="font-size: 11pt; mso-ansi-language: EN-US;">The Continuous Bollard Pull (CBP) test shall be carried out at the manufacturer’s recommended maximum continuous rating of the main engines (100% MCR), for a period of 10 minutes with the vessel on a steady heading. </span></div>
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<span lang="EN-US" style="font-size: 11pt; mso-ansi-language: EN-US;">Whenever possible a maximum (MBP) test shall be carried out at the manufacturer’s maximum rating of the main engines (typically 110% MCR), for a period of 5 minutes. </span></div>
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<span lang="EN-US" style="font-size: 11pt; mso-ansi-language: EN-US;">When requested, continuous bollard pull may also be verified at different RPM and/or propeller pitch settings or with fewer propellers or engines in use. </span></div>
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<span lang="EN-US" style="font-size: 11pt; mso-ansi-language: EN-US;">The load cell used for measuring the bollard pull shall have an accuracy of ±2% for the average temperature observed during the test and shall have been calibrated not more than six (6) months prior to the test date. The calibration certificate shall be available. </span></div>
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<span lang="EN-US" style="font-size: 11pt; mso-ansi-language: EN-US;">An autographic recording instrument giving a continuous read-out of the bollard pull shall be connected to the load cell. </span></div>
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<span lang="EN-US" style="font-size: 11pt; mso-ansi-language: EN-US;">If no continuous record of the test is printed, then the bollard pull shall be the mean of consecutive readings recorded at 20 second intervals over the test period.</span></div>
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<b><span lang="EN-US" style="font-size: 14pt; mso-ansi-language: EN-US;">Bollard Pull Tests Acceptance </span></b><span lang="EN-US" style="font-size: 14pt; mso-ansi-language: EN-US;"></span></div>
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<span lang="EN-US" style="font-size: 11pt; mso-ansi-language: EN-US;">Bollard pull test certificates issued by Surveyor are acceptable, or by another recognized body provided that acceptable procedures for the tests are produced.</span></div>
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Bollard pull reference:<br />
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IMO MSC/Circ. 884: <a href="https://docs.google.com/file/d/0B7qSY6KPZGtVQThmamJqdndlTHc/edit" target="_blank">Guidelines for Safe Ocean Towing</a><br />
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<span lang="ES-TRAD"><a href="https://docs.google.com/file/d/0B7qSY6KPZGtVS19VbDYzRGFPR1k/edit" target="_blank">U.S. Navy Towing Manual</a></span></div>
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Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.comtag:blogger.com,1999:blog-4082296293004648676.post-23496003461853274052013-01-28T00:00:00.001-05:002013-02-28T06:51:17.468-05:00Surveyor Guide Notes for MODU Towing Arrangements.<div dir="ltr" style="text-align: left;" trbidi="on">
<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US" style="line-height: 115%;">1.<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span><span lang="EN-US" style="line-height: 115%;">General Information about, MODU Towing.</span></span></span><br />
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US" style="line-height: 115%;">Each MODU need to have a main towing system, which is easily operated and rapidly accessible when necessary. The strength of the wire, chain and connections must be strong enough to sustain the worst possible conditions, and be in relation to the maximum bollard pull of the tug.</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US" style="line-height: 115%;">A backup or emergency towing arrangement must be installed that can be passed and connected to the tow under severe conditions without the use of the drilling rig cranes.</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US" style="line-height: 115%;">One of the systems is to attach the fuse link or fore runner with a long and strong polypropylene rape attached to a smaller diameter messenger with a small plastic can. </span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US" style="line-height: 115%;">The can should be large enough to support the weight of the messenger and the heavier rope. In case of a broken main tow wire the emergency tow bridle is lowered and the rope with can released. The tug will pick up the can and pull the fore runner on deck. The strength of the backup towing arrangement should be the same as the main towing equipment. The emergency towing arrangement may be attached to the aft end of the drilling rig and be exactly the same as the main towing system.</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US" style="line-height: 115%;">A tow with a single ocean going tug generally uses the bridle system as shown in Fig. 1</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">To dampen the yaw the towing connections to the MODU are installed as far apart as possible.</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">2.<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span><span lang="EN-US" style="line-height: 115%;">The Towing Bridle System.</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;"><span style="font-size: small;"><span style="font-size: small;">* </span></span>The Smith Bracket</span></span></span><br />
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">The Smith Bracket or Smith Towing Pad Eye is the standard connection installed on the drilling rig. It is a good, durable, safe and easy to handle arrangement of three pad eyes and a removable pin with securing wedge. The standard Smith Bracket has a breaking strength of 580 ton. Fig 2</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US" style="line-height: 115%;">Fig. 2 Smith Bracket – Panama Fair Lead – Triangular Plate</span></span></span></div>
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<span lang="EN-US" style="font-family: Symbol; font-size: 11.0pt; line-height: 115%; mso-bidi-font-family: Symbol; mso-fareast-font-family: Symbol;"><span style="mso-list: Ignore;"><span style="font: 7pt 'Times New Roman';"><span style="font-size: small;">* </span></span></span></span><span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">Stud Link Chain</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">To prevent chafing the first part of the bridle, connected to the Smith Bracket, is a length of 3" stud link chain. The chain length should be long enough to clear the pontoon or the hull. At each end of the chain, an open end link enables to make an easy connecting.</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">* Closed Panama Fair Lead</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">The chain passes through a closed Panama Fair Lead. Welded at the end of the pontoon or hull this type of fair lead secures the bridle and prevents chafing of the chain over the hull. Fig 3.</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">* Bridle Pennant</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">A bow or D shackle connects the open-end link of the chain to the heavy duty, gusseted thimble eye of one length of 2 ½ or 3" pennants. Do not use two lengths of pennant as this is more difficult to handle and adds more connections to the system. The length of the bridle pennant depends on the configuration and width of the drilling rig. ·</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;">* <span lang="EN-US">Triangular Plate</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">The most common connection between the two bridle parts is a triangular plate, also called fishplate. Fig. 2 and 3. The triangular plate is a pre fabricated and certified connection plate with three eyes. </span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">Never use any self made or non certified plate. Sometimes three shackles are use instead of a triangular plate. For towing MODU's only use the triangular plate</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;">* <span lang="EN-US">Weak Link or Fuse Wire</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US" style="line-height: 115%;">A bow shackle connects the triangular plate to the weak link or fuse wire, which is a short piece of pennant. As an example, if the towing arrangement is dimensioned to withstand at least 3 times the towing design load, the fuse wire is designed to withstand only 2.3 times the design load. See Fig. 4. The purpose is obvious, if the towing arrangement breaks under a shock load the fuse wire prevents breaking the expensive the tow wire. In addition the retrieval procedure is easier. Not all operations agree with the principie of a fuse link. Anyhow always use a short piece of fore runner to make the connection· procedure easier for the tug.</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">Fig. 4 Example of recommended strength of towing gear – spring line</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">* </span><span lang="EN-US">Nylon Braided Spring</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">The nylon braided towing spring connects the tow wire with the· fuse. It functions as a shock absorber and is part of the tug's equipment. See Fig 5.</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">Fig. 5 spring line.</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">* </span><span lang="EN-US">Tug Towline</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">* </span><span lang="EN-US">Connecting Shackles</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">All shackles and other type of connections need to come from certified manufactures. Each towing arrangement will be subject to an inspection before passing the tow system to the tug.</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">Only use safety shackles with securing split pins. Never use welding rods as a split pins. Welding rods deteriorate fast and break or fall out resulting in a disconnected towline.</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">3.<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span><span lang="EN-US">Towing Arrangement Semi Submersibles</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">Some examples showing the various towing systems with their attachments and sizes you may found as follows: Fig. 6 A-D. Note the towing bridle arrangement attached to the 100 ft. level pad eyes for deep draft towage. With two tugs, each tug tows<i> </i>on a single line. The anchor is disconnected and stored on the tug or the drilling rig. See Fig. 6 B. For short tows the anchor is left hanging from the chain at a safe distance. The distance should be long enough to prevent the anchor to swing into the hull if the towline breaks.</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">Fig. 6A. Main towing arrangement.</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">Fig. 6B. Towing arrangement two (2) tugs</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">Fig. 6C. Deep draft towing system</span></span></span></div>
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<span style="font-size: small;"><span lang="EN-US">Fig. 6D. Narrow water tow arrangement</span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">4.<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span><span lang="EN-US">Towing Arrangement Jack up.</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US" style="line-height: 115%;">On a Jack up the towing arrangement basically utilizes the same principle of a single tug on the tow bridle or a tow arrangement with two tugs each attached to a single towline. </span></span></span><br />
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<span style="font-size: small;"><span lang="EN-US">Fig. 7 Jack up standard towing arrangement</span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">5.<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span><span lang="EN-US">Bridle Retrieving Equipment</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">Each drilling rig should have a proper system to retrieve the bridle. This can be in the form of a small crane or an A-frame with associated winches and guide blocks.</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">The bridle retrieving system in most cases is part of the drilling rig original equipment, designed and installed at the shipyard. In addition caisson cranes on top of the columns and Pedestal cranes are use to assist handling the towing bridle installation and retrieval</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">A good designed bridle retrieving system should have.</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US" style="line-height: 115%;">An A-frame with a powerful air hoist in a position to allow the crew to handle the bridle and fishplate from a safe and easy position. </span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">a)<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span><span lang="EN-US">Instead of an A-frame, air hoists are located on the main deck under the helicopter deck. Sheaves are located above each air hoist, supported from the helicopter deck.</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">b)<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span><span lang="EN-US">Adequate power on the air hoists. The air hoist power should be enough to lift the entire system of retrieving wires fish plate with attachments and the fuse wire (fore pennant).</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">c)<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span><span lang="EN-US">If necessary, use two retrieving lines with two</span> <span lang="EN-US">air hoists.</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">The towing bridle arrangement is most probably not rated to retrieve the bridle arrangement with part of a broken tow wire. Before retrieving the system, verify with the master of the tug how many meters of towline is hanging from the bridle. The tow bridle system on itself weights between 4 and 5 tons.</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">6.<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span><span lang="EN-US"> Broken Towline</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">The first line of defense to prevent a broken tow wire is to carry out a thorough inspection before accepting the tug. This is one of the tasks of the warranty surveyor. Unfortunately, tow wires now and then break.</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">Some of the avoidable main reasons of a tow wire to break are:</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;">* <span lang="EN-US">Old and worn wire. The task of the Warranty Surveyor is to inspect the condition and history of the tow wire and the end connection.</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;">* <span lang="EN-US">Poor drilling rigging practices. No towing pod or no proper variable Gogs installed. No protection sleeves around the tow wire. The Warranty Surveyor inspects the towing equipment but relies on the good seamanship of the master of the tug to use and install the proper equipment. Sharp edges grooves and gouges in the stern area. The stem area is prone to some minor damage cause by dragging anchors, chain, wire and grapples over the stern roller and the adjacent deck area. Sharp gouges, cut s and grooves will cut into the tow wire. Include the stern area in the inspection procedure of the tug the position of the thimble on me towing spring at regular intervals. The Warranty Surveyor inspects the tow spring and verifies the wear condition of the area around the thimble.</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;">* <span lang="EN-US">Bending and snatching loads. The heaviest bending and snatching loads on the tow wire take place in around the same area, between 500 m and 600 m and between 800 m and 950 m. For the AHT the touch point of the tow wire over the stern roller absorbs most of the bending shock and snatching loads. The same principle accounts in a lesser degree for the ocean going tug around the chafing bars. To prevent or reduce the bending and snatching loads the tug can reduce power, alter course or heave too into the weather. The Warranty Surveyor inspects condition and history of the tow wire. It is not possible to inspect the entire length of the tow wire.</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US" style="line-height: 115%;">Tow bridle and the connections. Most drilling rigs use the bow or D type of shackle with a bolt and nut. A split pin secures the bolt. If the split pin shears of due to wear or damage the bolt backs off and the towline disconnects. See Fig.8 shows some alternative shackle types. Do not accept the use of welding rods or tag welding the nut. Like with the tow wire, the Warranty Surveyor inspects the condition of the bridle and all attachments. The barge engineer is responsible to maintain the tow bridle in good condition.</span></span></span></div>
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<span style="font-size: small;"><span lang="EN-US">Fig. 8 various types of tow shackles</span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">The following information from the OPL Towing book shows some interesting figures from studies on the reason for towing line failures. Towline failure represents nearly 20% as the initial cause of all total looses of drilling rigs.</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">* </span><span lang="EN-US">Towline Failure</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">Gear failure 38%</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">Crew experience 30%</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">Bad weather 23%</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">Cut by tow 3%</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">* </span><span lang="EN-US">Towline Failure- Position of Parting</span><span lang="EN-US"></span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">Stern of Tug 30%</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">Socket/Splice 9%</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">Pennant 8% </span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">Mid towline 7%</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">At winch 6%</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">Around propeller 6%</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">Bridle 4%</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US">Shackle 2<span style="font-size: small;">%</span></span></span></span></div>
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Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.comtag:blogger.com,1999:blog-4082296293004648676.post-13658813641760898102013-01-28T00:00:00.000-05:002013-03-03T12:39:38.629-05:00Surveyor Guide Notes for Towing Arrangement Survey<div dir="ltr" style="text-align: left;" trbidi="on">
<span style="font-family: inherit;">The objectives of these entry is to ensure safety at sea, prevention of human injury or loss of life, avoidance of damage to the environment, in particular to the marine environment, and to property through providing minimum recommendations for the organization, planning and execution of ocean towages and the design of associated equipment.</span><br />
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<span style="font-family: inherit;">In cases, where particular circumstances or factors signify an increased risk to the tow, or where the risk cannot be evaluated on the basis of seafaring and nautical knowledge and experience alone, the owner of the towing vessel, owner(s) of the towed object or the towing master/tug master should apply for survey in accordance with <span style="mso-bidi-font-family: "Times New Roman";">MSC/Circ.884 <span style="mso-bidi-font-weight: bold;">Guidelines for Safe Ocean Towing, dated </span>21 December 1998 or </span>by a competent organization or authority, as appropriate.</span></div>
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<b style="mso-bidi-font-weight: normal;"><span style="font-family: inherit;">TOWING EQUIPMENT<o:p></o:p></span></b></div>
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<span style="font-family: inherit;">1. The towing equipment should be designed according to the below mentioned recommendations and recognized standards. The towing arrangements should be suitable for the particular tow and of adequate strength.</span></div>
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<span style="font-family: inherit;">2. The towing vessel should be equipped with a towing winch.</span></div>
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<span style="font-family: inherit;">3. It is recommended that the towing winch brakes should have an appropriate static holding capacity to that of the documented <i style="mso-bidi-font-style: normal;">minimum breaking load</i> (MBL) of the largest towline to be used. The holding capability should be calculated for the outermost towline layer on the winch drum at which towing will be performed.</span></div>
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<span style="font-family: inherit;">4. The design and scantling of the towing winch, including supports, should be capable of withstanding the breaking load of the main towing wire rope without permanent deformation.</span></div>
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<span style="font-family: inherit;">5. It should be possible to release the tension on the winch drum(s) in an emergency and in all operational modes. The end attachment of the towing wire rope to the winch drum should be of limited strength, thus forming a weak link in case the towline has to be run out. After an emergency release the winch brakes should revert to normal function without delay. It should also be possible to carry out the emergency release sequence (emergency release/application of brakes) even during a black-out.</span></div>
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<span style="font-family: inherit;">6. It is recommended that on board towing vessels, whenever practicable, the winch should be fitted with equipment for measuring the tension in the towline. This equipment should, as a minimum, record the mean tension and the tension peaks, and the information should be displayed in the wheel house.</span></div>
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<span style="font-family: inherit;">7. Means should be provided to spool the towline effectively on the drum(s).</span></div>
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<span style="font-family: inherit;">8. Towline protection sleeves, or other means should be provided to prevent the towlines being damaged by chafing or abrasion. There should be no sharp edges or obstructions at the stern of the vessel that may damage the towlines during operation. A sufficient number of spare towline sleeves should be carried on board.</span></div>
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<span style="font-family: inherit;">9. An appropriate length for the towline should be determined using established criteria. Where no such criteria have been established, the minimum required length (L) of the main towline should be determined from the formula;</span></div>
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<span style="font-family: inherit;">L= (BP/BL) x 1800 m</span></div>
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<span style="font-family: inherit;">where: <span style="mso-tab-count: 2;"> </span>BL = Documented breaking load of the towline,</span></div>
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<span style="font-family: inherit;"> </span><span style="font-family: inherit;">BP = Continuous bollard pull</span></div>
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<span style="font-family: inherit;">10. All wire ropes in use should have the same lay (i.e. right hand, left hand, etc.).</span></div>
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<span style="font-family: inherit;">11. The minimum documented breaking load (MBL) of the main towline should generally be in accordance with the following table.</span></div>
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<span style="font-family: inherit;"><i>Bollard pull (BP) (tones) <span style="mso-tab-count: 2;"> </span><span style="mso-tab-count: 1;"> </span><40 <span style="mso-tab-count: 2;"> </span>40-90<span style="mso-tab-count: 3;"> </span>>90</i></span></div>
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<i><span style="font-family: inherit;"></span><span style="font-family: inherit;">Minimum Breaking Load (MBL in tones) 3.0 x BP <span style="mso-spacerun: yes;"> </span><span style="mso-tab-count: 1;"> </span>(3.8-BP/50) BP <span style="mso-tab-count: 2;"> </span>2.0 x BP</span></i></div>
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<span style="font-family: inherit;">12. A spare towline satisfying all requirements for the main towline should be kept on board the towing vessel.</span></div>
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<span style="font-family: inherit;">If the towing winch is equipped with two drums the spare towline should preferably be stored on the winch drum, readily available for use.</span></div>
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<span style="font-family: inherit;">The alternative is to have a spare towline which should be in position and so arranged to ensure that transfer to the main towing drum is easily, quickly and safely effected.</span></div>
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<span style="font-family: inherit;">In case of two towed objects whereby two independent towlines (main and spare) are to be connected, an extra spare towline should be on board, arranged as specified above.</span></div>
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<span style="font-family: inherit;">13. All wire rope terminations should be hard eyes, i.e. reinforced thimbles or spelter sockets except for the end connection to the drum on the towing winch.</span></div>
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<span style="font-family: inherit;">14. All connecting items like shackles, rings, etc., should have an ultimate load bearing capacity of minimum 50% in excess of the documented minimum breaking load (MBL) of the towing arrangement to be used.</span></div>
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<span style="font-family: inherit;">15. If fiber rope pennants are used, the pennants should be in a sound condition and the minimum breaking load of any fiber rope pennants should not be less than:</span></div>
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<span style="font-family: inherit;">- 2.0 times the tow line MEL, for tugs with bollard pulls less than 50 tones;</span></div>
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<span style="font-family: inherit;">- 1.5 times the tow line MEL, for tugs with bollard pull greater than 100 tones; and</span></div>
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<span style="font-family: inherit;">- linearly interpolated between 1.5 and 2.0 times the tow line MEL for tugs with bollard pull between 50 and 100 tones.</span></div>
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<span style="font-family: inherit;">Fiber rope pennants should be of grommet construction and be terminated with hard eyes, and should not normally be connected directly to the apex of the towing bridle.</span></div>
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<span style="font-family: inherit;">16. The towing vessel should be equipped with sufficient spare equipment to completely replicate the towing arrangements, unless found impractical.</span></div>
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<span style="font-family: inherit;">17. Inspection of the towline should be carried out on completion of each towing operation. The results of the inspection should always be recorded as a basis for decision on future inspection programs. The inspection should also be noted on the towing log (Appendix B).</span></div>
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<span style="font-family: inherit;">18. No part of any towline arrangement should be used for the towing operation if:</span></div>
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<span style="font-family: inherit;">- the reduction in cross sectional area due to wear, abrasion, corrosion and broken wires exceeds 10% or there is severe kinking, crushing or other damage resulting in distortion of the rope structure;</span></div>
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<span style="font-family: inherit;">- end sockets or other towline terminations such as thimbles, etc., are damaged, deformed or significantly corroded.</span></div>
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<span style="font-family: inherit;">19. If relevant, Gog ropes or alternative arrangement should be provided to prevent athwart ship pull, and to facilitate retrieving of the towline. The arrangement should be remotely operated from a safe position. A spare Gog rope should be carried on board.</span></div>
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<span style="color: #073763;"><b><i><span style="font-size: small;"><span style="font-family: inherit;"><span class="" id="result_box" lang="en"><span class="hps">Here</span> <span class="hps">you have</span> <span class="hps">some</span> <span class="hps">quick tips</span> <span class="hps">for</span> <span class="hps alt-edited">to calculate the</span> <span class="hps">towing</span> <span class="hps">arrangement:</span></span></span></span></i></b></span><br />
<span style="color: #073763;"><i><span style="font-size: small;"><span style="font-family: inherit;"><span class="" id="result_box" lang="en"><span class="hps">1 BHP = 30 pound/2240 = bollard pull in ton<span style="font-size: small;">.</span></span></span></span></span></i></span><br />
<span style="color: #073763;"><i><span style="font-size: small;"><span style="font-family: inherit;"><span class="" id="result_box" lang="en"><span class="hps">Rope = Bollard pull plus 2 1/2 ton.</span></span></span></span></i></span><br />
<span style="color: #073763;"><i><span style="font-size: small;"><span style="font-family: inherit;"><span class="" id="result_box" lang="en"><span class="hps">Bridle SWL = Bollard pull plus 50 ton.</span></span></span></span></i></span><br />
<span style="color: #073763;"><i><span style="font-size: small;"><span style="font-family: inherit;"><span class="" id="result_box" lang="en"><span class="hps">Shackles = 3 times bollard pull.</span></span></span></span></i></span><br />
<span class="" id="result_box" lang="en"><span class="hps"><span style="color: #073763;"><i><span style="font-size: small;"><span style="font-family: inherit;">Working load = twice bollard pull.</span></span></i></span></span></span></div>
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<span style="font-family: inherit;">IMO MSC/Circ. 884: </span><a href="https://docs.google.com/file/d/0B7qSY6KPZGtVQThmamJqdndlTHc/edit" target="_blank"><span style="font-family: inherit;">Guidelines for Safe Ocean Towing</span></a></div>
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<span style="mso-ansi-language: EN-US;"><span style="font-family: inherit;">Noble Denton Technical Policy Board Guidelines for Marine Transportation's: </span></span></div>
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<a href="https://docs.google.com/file/d/0B7qSY6KPZGtVTDlYMEJiODQ3Xzg/edit"><span style="font-family: inherit;">https://docs.google.com/file/d/0B7qSY6KPZGtVTDlYMEJiODQ3Xzg/edit</span></a><br />
<br />
Noble Denton Guidelines for the approval of Towing vessels:<br />
<a href="https://docs.google.com/file/d/0B7qSY6KPZGtVNUtyalFjRmxmQVU/edit">https://docs.google.com/file/d/0B7qSY6KPZGtVNUtyalFjRmxmQVU/edit</a><br />
<br /></div>
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<span class="short_text" id="result_box" lang="en"><span class="hps">This guide is very</span> <span class="hps alt-edited">comprehensive</span></span></div>
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<span lang="ES-TRAD" style="font-family: inherit;"><a href="https://docs.google.com/file/d/0B7qSY6KPZGtVS19VbDYzRGFPR1k/edit" target="_blank">U.S. Navy Towing Manual</a></span></div>
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Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.comtag:blogger.com,1999:blog-4082296293004648676.post-25061916504456916062013-01-27T07:20:00.000-05:002013-01-27T09:22:40.369-05:00Vernier Caliper.<!--[if gte mso 9]><xml>
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<![endif]--><span style="font-family: inherit;"><span lang="EN-US" style="font-size: small;"><b>Parts of the Vernier Caliper</b> </span></span><br />
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<span style="font-family: inherit;"><span style="font-size: small;"><br /></span></span></div>
<div class="MsoNormal" style="line-height: normal;">
<span style="font-family: inherit;"><span lang="EN-US" style="font-size: small;">A Caliper is simply a measuring device from a
compass to intense instruments such as the vernier caliper acting as an
advanced ruler. The vernier caliper uses vernier scale to measure more
precisely. This instrument provides different methods of measuring including
ways to measure external or internal dimensions as well as finding depth
measurements. In fact the depth measurement method of using a movable and
slidable probe is so slender that it is able to retrieve data in deep canals.</span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><br /></span></span></div>
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<span style="font-family: inherit;"><span lang="EN-US" style="font-size: small;">The lower and upper section of this scale generally
uses both inch and metric measurements. Industries use vernier calipers because
of its hundredth of a millimeter precision equal to one thousandth of an inch.
Below describes the vernier caliper's parts and functions.</span></span></div>
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<br /></div>
<div class="separator" style="clear: both; text-align: center;">
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<span style="font-family: inherit;"><span lang="EN-US" style="font-size: small;">The rail (4) allows sliding to occur on the main
scale (7) moving the vernier scale (3) while the fixed jaw (11) remains in
place so the precise measurement is found. Also, draw back and forth (9) the
instrument's jaws (parts 1 and 10) to adjust the caliper. The indicated
measurement is found at the left of the vernier scale (3 and 8) either in
inches or centimeters. The sliding jaw (9) and the depth probe (5) are
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<li class="MsoNormal" style="line-height: normal;"><span style="font-family: inherit;"><span lang="EN-US" style="font-size: small;">Depth
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<li class="MsoNormal" style="line-height: normal;"><span style="font-family: inherit;"><span lang="EN-US" style="font-size: small;">Vernier
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<![endif]--><span style="font-family: inherit;"><span style="font-size: small;"><b><span lang="EN-US">How to read a vernier caliper</span></b></span></span>
</div>
<span style="font-family: inherit;"><span style="font-size: small;"><br /></span></span>
<span style="font-family: inherit;"><span lang="EN-US" style="font-size: small;">A vernier caliper is easy
to use – some important hints for your practice</span><span style="font-size: small;">.</span></span><br />
<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhd2BJ9WRBIDYOV2wlDoR2bWVP5Ug2OClWY5xSxicA6Ra1kRh98ySmQev1XQVv01otvMZ1bY8iFA5M7ncaU2yS-h2G0J54Z0zMhbRdSzTyRrdvELBe23JluRiOuVDQkRQ00th4l8J9Bmhn0/s1600/v2.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhd2BJ9WRBIDYOV2wlDoR2bWVP5Ug2OClWY5xSxicA6Ra1kRh98ySmQev1XQVv01otvMZ1bY8iFA5M7ncaU2yS-h2G0J54Z0zMhbRdSzTyRrdvELBe23JluRiOuVDQkRQ00th4l8J9Bmhn0/s1600/v2.JPG" /></a></div>
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<span style="font-family: inherit;"><span lang="EN-US" style="font-size: small;">If you look at the slide
gauge, you will see two different scales. The large main scale runs over the
whole length of the caliper and under this main scale a second scale which is
shorter and called vernier scale. To define a value on the main scale is easy.
You just take the value opposing the value O of the vernier scale. In our
present example this is 23 mm and some very small split portion of a
millimeter. </span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;"><br /></span></span>
<span style="font-family: inherit;"><span lang="EN-US" style="font-size: small;">The precise value of this split fraction of a mm cannot be defined
precisely on the main scale because the measuring unit is just too small. In
this case the vernier scale is very helpful. Just like a magnifying lens this
helpful tool allows to define the exact value of the split mm. To find out this
value you have to find the value on the vernier scale - exactly opposing the
gauge mark for a mm on the main scale. This value – in our example here 6 – is
the value figuring behind the dot. It is 0.6 mm referring to a 1/10 vernier
scale and has to be added to the mm value you just found on the main scale. So
the result is 23 mm plus 0.6 mm = 23.6 mm.</span></span><br />
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgrcwahF0P9thkjItZ1zNJi4NvRHavNL46P1kvVuvijyV7YPN8oqOxfYKorw4De3yXq800hTmkLR0_K9-LjLiinaTV-rEp3Puye5yRGnNCnfTxq5Z96-CVcgQ1kPvlS9qutLRjPyFVZMFPp/s1600/v3.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgrcwahF0P9thkjItZ1zNJi4NvRHavNL46P1kvVuvijyV7YPN8oqOxfYKorw4De3yXq800hTmkLR0_K9-LjLiinaTV-rEp3Puye5yRGnNCnfTxq5Z96-CVcgQ1kPvlS9qutLRjPyFVZMFPp/s1600/v3.JPG" /></a></div>
<br />
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<br />
<span style="font-family: inherit;"><span lang="EN-US" style="font-size: small;">The gauge marks on the main
scale and the gauge marks on the vernier scale are related in a defined ratio
to each other; in our example here it is a ratio of 9:10. This means that the distance
between two marks on the vernier scale is 0.9 mm and on the main scale it is 1
mm. This is the trick which makes sure that by sliding the gauge you always get
a gauge mark on the opposite side on the vernier scale. </span></span><br />
<span style="font-family: inherit;"><span style="font-size: small;"><br /></span></span>
<span style="font-family: inherit;"><span lang="EN-US" style="font-size: small;">So it is made sure that
the sum of the measuring is a value combined of measuring and adding the value
shown on the vernier scale as a multiplicator of 1. When there is a fraction of
0.1 mm the 1 appears on the vernier scale (i.e. 0.1 measured value + 0.9 mm is
a distance between two gauge marks on the vernier scale). Referring to a
fraction of 0.3 mm i.e. a measured value of 0.3 mm + 3 times 0.9 (0.27 mm) the
sum 3 will be shown on the vernier scale.</span></span><br />
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<span style="font-family: inherit;"><span lang="EN-US" style="font-size: small;">The vernier scale doesn’t
relate always to a ratio of 1:10 of the main scale. The ratio can also be 1:20
or 1:50. A vernier scale of the ratio 1:20 has 20 gauge marks in a distance of
0.95 mm, a vernier scale of the ratio of 1:50 has 50 gauge marks with a
distance of 0.98 mm from mark to mark. The basic principle of measuring stays
always the same. You only have to consider that in case of a vernier scale with
the ratio 1:20 the measured value is a multiple of 0.05 mm which is shown with
a distance of 3 gauge marks. In this case 3 gauge marks on the vernier scale
add to the sum of 3 x 0.05 mm= 0.15 mm. Three gauge marks on a 1:50 ratio
vernier scale would give 3 x 0.02 mm= 0.06 mm. The precision of measurement is
impressing here, but with the normal human eye a limit is reached here by just
being able to read these intricacies without special lenses. For this reason a
high quality digital instrument instead of a slide gauge is much easier to read
because of the LCD display. </span></span><br />
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<span style="font-family: inherit;"><span style="font-size: small;"><b><span lang="EN-US">Moving Jaw Tilt Errors</span></b></span></span></div>
<span style="font-family: inherit;"><span style="font-size: small;"><br /></span></span>
<span style="font-family: inherit;"><span lang="EN-US" style="font-size: small;">It is important to mention
however that measuring errors appear by holding the moving jaw tilted out of
parallel with the fixed jaw either through force or lack of straightness in the
reference edge of the beam or through deformation of the material of the
instrument itself by age, temperature or wrong use. This error might be higher
than the value on the vernier scale. A precision of measurement of +- 0.02 mm
is reached only by a few very welltrained practitioners, but this precision is
independent from the use of the traditional slide gauge with a vernier scale or
the digital Vernier.</span></span><br />
<br />
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Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.comtag:blogger.com,1999:blog-4082296293004648676.post-28047332587983238632013-01-26T00:00:00.000-05:002013-02-28T06:46:34.083-05:00Surveyor Guide Notes for Draft Survey<div dir="ltr" style="text-align: left;" trbidi="on">
<div style="font-family: inherit;">
<b><span style="color: #0c343d; font-size: small;">How to Conduct Bunker Survey</span></b></div>
<div style="font-family: inherit;">
<br /></div>
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</div>
<header class="entry-header" style="font-family: inherit;"><div class="entry-title">
What is Bunker Survey? The survey is carried out to measure and ascertain the quantity of Bunker onboard at the specific time. This survey is produced the report that states the amount of bunker, usually Fuel Oil (FO) and Diesel Oil (DO), and sometimes Lubricating Oil (LO) is included. </div>
</header><header class="entry-header" style="font-family: inherit;"> </header>
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<div style="font-family: inherit;">
</div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhxH5LImUVEot_9feRctxQsR-Nv97J9mPyQwDJpsXiKFHMxTNGx1rePkWNby2MVkVun_trBkb54yy4Fxnqsn5K9G-nlllQNFwlNxvZ4REJkwbDYEqW15lOo7tX-NbJV6m5_dT6gTcaH8MRp/s1600/Hijacked-oil-tanker-MV-Si-001.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhxH5LImUVEot_9feRctxQsR-Nv97J9mPyQwDJpsXiKFHMxTNGx1rePkWNby2MVkVun_trBkb54yy4Fxnqsn5K9G-nlllQNFwlNxvZ4REJkwbDYEqW15lOo7tX-NbJV6m5_dT6gTcaH8MRp/s1600/Hijacked-oil-tanker-MV-Si-001.jpg" /></a></div>
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<header class="entry-header" style="font-family: inherit;">In this post limits to how to conduct the Bunker Survey on the ship tanks only.</header><header class="entry-header">
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<br /></div>
<div style="font-family: inherit;">
<b>Survey Tools required for Bunker Surveyor</b></div>
<ul style="font-family: inherit; text-align: left;">
<li>Notes Book,</li>
<li>Sounding Tape,</li>
<li>Thermometer,</li>
<li>Density Meter for Oil (0.750 -1.000),</li>
<li>Oil and Water Paste,</li>
<li>Petroleum ASTM Table 54B (for Product Oil) and Table 56,</li>
<li>Flashlight,</li>
<li>Sampling Can,</li>
<li>Bottle or Can for Sampling (if required taken samples).</li>
</ul>
<div style="font-family: inherit;">
<b>Steps for Conducting Bunker Survey</b></div>
<br style="font-family: inherit;" /><span style="font-family: inherit; font-size: small;">Identify and records the number and Depth of Tank, Reference Height, and Measuring Method recommended to use (Ullage or Sounding) for each Oil Tank. Sounding is determined the level of liquid tank from the bottom of the tank to the liquid surface (typically applied for light liquid). </span><br style="font-family: inherit;" /><br style="font-family: inherit;" /><span style="font-family: inherit; font-size: small;">Ullage means to determine the level of liquid of tank by measured the empty space from top of the Tank (the mouth of Sounding Pipe) to the liquid surface (typically applied for heavy liquid). The both methods will point to the same result.</span><br style="font-family: inherit;" /><span style="font-family: inherit;"></span><span style="font-family: inherit; font-size: small;"><br />Record the Last Bunker Report, Time and Place of last Bunker supplied, includes the Oil density.</span><br style="font-family: inherit;" /><span style="font-family: inherit;"></span><span style="font-family: inherit; font-size: small;"><br />Records the quantity of bunker onboard when the ship arrives at Port (arrival Condition) as per Engine Log Book.</span><br style="font-family: inherit;" /><span style="font-family: inherit;"></span><span style="font-family: inherit; font-size: small;"><br />Checking the accuracy of the Sounding Tape, it is recommended to use your own Sounding Tape. In case we used Ship’s Sounding Tape, please checking the tape.</span><br style="font-family: inherit;" /><span style="font-family: inherit;"></span><span style="font-family: inherit; font-size: small;"><br />Sounding each Oil Tank and records the level of Oil on the tank. Attached the sounding Tape with Oil Paste to make easy and clear to show of oil level (recommended for Light Oil). </span><br style="font-family: inherit;" /><br style="font-family: inherit;" /><span style="font-family: inherit; font-size: small;">Check the Ship’s Draft Marks to get the Ship Trim for Trim correction, and check the ship Inclination or Listing for List Correction, that is required to calculate the Tank Quantity Table.</span><br style="font-family: inherit;" /><span style="font-family: inherit;"></span><span style="font-family: inherit; font-size: small;"><br />Taken Oil sample, check temperature and oil density, for the accessible tank only. The Service and Settling Tanks are not accessible due to the oil on that tanks were in heating condition at the high temperature. We could records the tank gauging for determining the quantity, the temperature at the thermometer available on each tank, and the Oil Density from the Engine Log Book. If you could not taken the oil sample for checking density, it is recommended to calculate the Density Commingle, by means the Combine Density between two Oils (Old and New Oils) that has mixed on one tanks which they have different in Density. Where it is approaching the actual oil density, the pattern is {(Old Oil Quantity x Oil Density / Total Oil on Tank) + (New Oil Quantity x Oil Density / Total Oil on Tank)}.</span><br style="font-family: inherit;" /><span style="font-family: inherit;"></span><span style="font-family: inherit; font-size: small;"><br />Calculations, this stage will involved the Sounding level of each tank, Ship’s Trim and List, Tank Quantity Table (provided by Ship’s Chief Engineer), Oil Density and Temperature, ASTM Table 54B to ascertain the Volume Correction Factor (VCF – to convert from Cubic Meter to Kiloliter) and ASTM Table 54B for Weight Correction Factor (WCF – to convert from Kiloliter to Metric Ton).</span><span style="font-family: inherit;"> </span><br style="font-family: inherit;" /><br style="font-family: inherit;" /><span style="font-family: inherit; font-size: small;">Example to calculate Density Commingle: FO Tank No. 1 C, total oil on tank 400 Cu.M, Old Oil 200 Cu.M with density 0.9870, and New Oil 200 Cu.M with density 0.9720. Density Commingle = {(200 x 0.9870 / 400) + (200 x 0.9720 / 400)} = 0.4935 + 0.4860 = 0.9795. </span><br style="font-family: inherit;" /><br style="font-family: inherit;" /><span style="font-family: inherit; font-size: small;">Issued the Tank Sounding and Bunker Report.</span><br style="font-family: inherit;" /><div style="font-family: inherit;">
<br /></div>
<div class="entry-title" style="font-family: inherit;">
<span style="color: #0c343d; font-size: small;"><b>Draft Survey: Procedures and Calculation</b></span></div>
<div class="entry-title">
<br /></div>
</header><br />
<div class="separator" style="clear: both; text-align: center;">
<a href="http://sevensurveyor.com/wp-content/uploads/2009/08/draft-survey.jpg" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img alt="draft survey Draft Survey: Procedures and Calculation" class=" wp-image-107 alignleft" height="225" src="http://sevensurveyor.com/wp-content/uploads/2009/08/draft-survey.jpg" title="draft survey" width="300" /></a></div>
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<a href="http://sevensurveyor.com/wp-content/uploads/2009/08/draft-survey.jpg" target="_blank"></a><br />
<div style="font-family: inherit; text-align: justify;">
The Draft Survey procedures and calculation ascertained as the following series :</div>
<ol style="font-family: inherit; text-align: justify;">
<li>Reading the draftmark of the ship, which consist of six (6) points of draftmarks, i.e.; Fore, Midship, and After at both sides of the ship,</li>
<li>Sampling and testing the sea water or dock water density at the place where the vessel floats,</li>
<li>Determining of deductible weights by measuring and sounding of ballast tanks, fuel oil, fresh water that existing onboard at the time of survey,</li>
<li>Using Hydrostatic Table provided onboard to calculation.</li>
</ol>
<div style="font-family: inherit;">
<span id="more-63"></span><br /></div>
<div style="font-family: inherit; text-align: justify;">
<b>Reading the Draftmark of the ship</b></div>
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<div style="font-family: inherit; text-align: justify;">
Commonly, all ship are designed with draftmark for working with Draft Survey to determined their actual weight. The draftmark could be find at six (6) points on the below places:</div>
<ul style="font-family: inherit; text-align: justify;">
<li>Forward Port Side (FP),</li>
<li>Forward Starboard Side (FS),</li>
<li>Midship Port Side (MP),</li>
<li>Midship Starboard Side (MS),</li>
<li>Aftward Port Side (AP),</li>
<li>Aftward Starboard Side (AS),</li>
</ul>
<div style="font-family: inherit;">
View the Draftmark:</div>
<div style="text-align: center;">
<a href="http://sevensurveyor.com/" target="_blank"><img alt="draft Draft Survey: Procedures and Calculation" class=" wp-image-117 aligncenter" height="300" src="http://sevensurveyor.com/wp-content/uploads/2009/08/draft.jpg" title="draft" width="400" /></a></div>
<div style="text-align: justify;">
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<div style="font-family: inherit; text-align: justify;">
Use the small boat to go around the ship and get as near as possible to the draft mark for best viewing. The surveyor should be read all above marks clearly, because reading the draftmark is the first and most essential process. I am not saying that other processses is not essensial, but this process is hard to do and involves many rules of conduct to gain the correctness and accuracy of <i>Draft Survey</i> itself (I will post it later). The draftmark read is recorded on the surveyor notebook, do not try to remember it or write down in your palm hand. Its useless and un-professional.</div>
<div style="font-family: inherit; text-align: justify;">
<br /></div>
<div style="font-family: inherit; text-align: justify;">
<b>Sampling and testing the sea water or dock water density </b></div>
<div style="font-family: inherit; text-align: justify;">
<br /></div>
<div style="font-family: inherit; text-align: justify;">
After reading the draftmark, directly engage with the sampling of sea water or river water around the ship’s dock. Why? Because the ship draft will not be the same at different water densities (at the lower density means the ship more sink and at the higher density means the ship more float). Where as the water density is subject to changes which follow with water tide that carrying different water salinity and temperature on to the ship dock. The sea water density is indeed at density 1.025 and the fresh water at density 1.000. To determine the density of water, we need the instrument named Hydrometer or Density Meter. Inserted the Hygrometer on to the water sample on the Sampling Can or Tube, then we could check the scale pointed on the surface of the sampling water. Records the water dock density as survey data.</div>
<div style="font-family: inherit; text-align: justify;">
<br /></div>
<div style="font-family: inherit; text-align: justify;">
<b>Determining of deductible weights by measuring and sounding</b></div>
<div style="font-family: inherit; text-align: justify;">
<br /></div>
<div style="font-family: inherit;">
Deductible Weight could measure by sounding the tanks which used the Sounding Tape or gauging the tank level by visual inspection. Any deductible weight such as Ballast Water, Fresh Water, Fuel and Diesel Oil, and Bilges is notify to check. Records all in the survey book includes with the density for Ballast and Bilges, and for Oil complete it with density and temperature . The Fresh Water was at density 1.000.</div>
<div style="font-family: inherit;">
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<div style="font-family: inherit;">
View the Sounding Pipe:</div>
<div style="text-align: center;">
<a href="http://sevensurveyor.com/" target="_blank"><img alt=" Draft Survey: Procedures and Calculation" class=" wp-image-118 aligncenter" height="200" src="http://sevensurveyor.com/wp-content/uploads/2009/08/sounding-pipe.jpg?w=300" title="sounding pipe" width="300" /></a></div>
<div style="text-align: justify;">
<br /></div>
<div style="font-family: inherit; text-align: justify;">
<b>Using Hydrostatic Table provided onboard to begin calculation, </b></div>
<div style="font-family: inherit; text-align: justify;">
<br /></div>
<div style="font-family: inherit; text-align: justify;">
I think all necessary data was completed, so we could do calculation. The calculation is uses Displacement Table or usually called Hydrostatic Table. This table is included all data that we need to complete the calculation.</div>
<ul style="font-family: inherit;">
<li><div style="text-align: justify;">
<span style="font-size: small;">Raw Draft Calculation; Fore Mean or Fm = (FP+FS)/2, Mid Mean or Mm = (MP+MS)/2, and Fore Mean or Am = (AP+AS)/2. while Apparent Trim or AT = Am – Fm. the Apparent Trim is the Trim that visually find.</span></div>
</li>
<li><div style="text-align: justify;">
<span style="font-size: small;">Draftmark posision and correction to perpendicular. As the ship draftmark is not placed at the perpendicular, the Fore and After draft should be corrected with distance from the draftmark to perpendicular. The correction rules is: if the <i>Trim by Stern,</i> the Fore correction should be minus and After correction plus, and if the <i>Trim by Head</i> (stem), the Fore correction should be plus and After correction minus. The Midship correction is parallel with the fore correction with the same pattern. Some Hydrostatic table provided with these correction result. But if not the reference pattern is for Fore Correction or Fc = (Fd x AT) : LBM and After Correction or Ac = (Ad x AT) / LBM. Where Fd = <i>Fore distance to perpendicular, </i>Ad<i> = After distance to perpendicular</i>, and LBM = <i>Length Between Mark</i> <i>or Length between Fore and After draftmarks or </i>LBM = LBP – (Fd + Ad).</span></div>
</li>
<li><div style="text-align: justify;">
<span style="font-size: small;">True Draft Calculation / Draft Corrected; Fore draft corrected or Fcd = Fm + Fc, Mid draft corrected or Mcd = Mm + Mc, and After draft corrected or Acd = Am + Ac.</span></div>
</li>
<li><div style="text-align: justify;">
<span style="font-size: small;">True Trim or TT : Actual Ship Trim after draft corrected or TT = Acd – Fcd.</span></div>
</li>
<li><div style="text-align: justify;">
<span style="font-size: small;">Fore and After Mean Draft or FAm = (Fcd + Acd)/2, Mean of Mean Draft or MM = (FAm + Mcd)/2, and Mean of Mean of Mean Draft or MMM or Quarter Mean = (MM + Mcd)/2.</span></div>
</li>
<li><div style="text-align: justify;">
<span style="font-size: small;">The above calculation is similar with : MMM = {(Fcd x 1) + (Acd x 1) + (Mcd x 6)}/8.</span></div>
</li>
<li><div style="text-align: justify;">
<span style="font-size: small;">Coresponding to the MMM or Quarter Mean result, the surveyor could check the value of needed parameters on Hysdrostatic table like; Displacement, TPC, LCF, and MTC. Records them accurately.</span></div>
</li>
<li><div style="text-align: justify;">
<span style="font-size: small;">Get the Displacement or Disp.</span></div>
</li>
<li><div style="text-align: justify;">
<span style="font-size: small;">First Trim Correction or FTc = (TT x LCF x TPC x 100) / LBP. Could be plus or minus depend on LCF.</span></div>
</li>
<li><div style="text-align: justify;">
<span style="font-size: small;">Second Trim Correction STc = (TT x TT x MTC x 50) / LBP. The result always plus (+).</span></div>
</li>
<li><div style="text-align: justify;">
<span style="font-size: small;">Displacement corrected by Trim or DispT = D – (FTc + STc).</span></div>
</li>
<li><div style="text-align: justify;">
<span style="font-size: small;">Density Correction or Denc = DispT x {(Aden – 1.025) / 1.025}. where the Aden is Actual Density that surveyor has taken sampling and testing previously. The density correction commonly in minus (-), due to the Actual Density is usually lower than 1.025 (fresh sea water). In case of at some port where the water salinity is high, the density correction could be plus (+).</span></div>
</li>
<li><div style="text-align: justify;">
<span style="font-size: small;">And we have got the Displacement corrected by Density or DispDenc = DispT + Denc. (after corrected by density we will get the <b>actual ship weight </b>as per shown by <b>Draft Survey</b>).</span></div>
</li>
<li><div style="text-align: justify;">
<span style="font-size: small;">Deductible Calculation. The same as draft, the deductible also need to corresponding to the table that named Tank Table / Tank Capacity Table. Refer to the sounding records that done before, the surveyor could be calculate the total deductbile existing onboard. Total Deductible or Deduct = Ballast Water + Fresh Water + Bilges + Fuel Oil + Diesel Oil, this total should be minus to the Displacement corected by Density.</span></div>
</li>
<li><div style="text-align: justify;">
<span style="font-size: small;">The Net Displacement or NDisp = DispDenc – Deduct.</span></div>
</li>
<li><div style="text-align: left;">
<span style="font-size: small;">The <b>Net Displacement</b> is the actual ship weight after minus with deductible weight. For Unloading, to estimate the quantity of cargo onboard, the Net displacement should be minus with <b>Light Ship</b> and <b>Constant</b>.</span><br />
<span style="font-size: small;"><br /></span><span style="font-size: small;"><br /></span></div>
<div style="text-align: left;">
<span style="font-size: small;"> </span><span style="font-size: small;">This entrance is a copy of <a href="http://www.sevensurveyor.com/" target="_blank">Marine Cargo Ship Surveyor</a></span></div>
</li>
</ul>
<div style="font-family: inherit; text-align: justify;">
<span style="font-size: small;"><br /></span><span style="font-size: small;"><br /></span><span style="font-size: small;"><br /></span><span style="font-size: small;">Some sofware as a reference:</span><br />
<span style="font-size: small;"><br /></span>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><span style="font-size: small;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgXvlXwhnofw5SodAVSAseKcdX8Ze38CwetL9fb-gN-T0qDcSoXqjbFczqy9UiMDb7R1I3ly8LRnF3eZBjZj5f_6zlf3dkfKb9QfwCclWi-2XPNie4DEYShq8yIdI9CAfjts0UK50DL7ucu/s1600/xls_icon.JPG" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgXvlXwhnofw5SodAVSAseKcdX8Ze38CwetL9fb-gN-T0qDcSoXqjbFczqy9UiMDb7R1I3ly8LRnF3eZBjZj5f_6zlf3dkfKb9QfwCclWi-2XPNie4DEYShq8yIdI9CAfjts0UK50DL7ucu/s1600/xls_icon.JPG" /></a></span></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;"><a href="https://docs.google.com/file/d/0B7qSY6KPZGtVcXJPbUk4YUZuY1E/edit" target="_blank">Copy Draft Survey Calculation</a></span></td></tr>
</tbody></table>
<span style="font-size: small;"><br /></span><span style="font-size: small;"><br /></span><span style="font-size: small;"><br /></span><span style="font-size: small;"><br /></span><br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><span style="font-size: small;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibzjxWKES-3WGbjarYOk-yQAJ6sLIeiPJ9xwfAgmHHGK6S3bU1tVt4frc5uNtBsbpnkgGGu97RMRQrUx2y_fIWqLODLaPvWfbioki03YBTcjiFUa2jrJZug6MoX7hbU-NQEZEKPxlcGxG_/s1600/pdf_icon.png" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibzjxWKES-3WGbjarYOk-yQAJ6sLIeiPJ9xwfAgmHHGK6S3bU1tVt4frc5uNtBsbpnkgGGu97RMRQrUx2y_fIWqLODLaPvWfbioki03YBTcjiFUa2jrJZug6MoX7hbU-NQEZEKPxlcGxG_/s1600/pdf_icon.png" /></a></span></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;"><a href="https://docs.google.com/file/d/0B7qSY6KPZGtVSUcwLXdBTUFHVU0/edit" target="_blank">Measurement of Bulk Cargoes</a></span></td></tr>
</tbody></table>
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Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.comtag:blogger.com,1999:blog-4082296293004648676.post-50296536023162534062013-01-25T01:00:00.000-05:002013-02-28T06:45:57.617-05:00Surveyor Guide Notes for Wooden Vessels Survey<div dir="ltr" style="text-align: left;" trbidi="on">
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<span lang="EN-US">We are still occasionally receiving requests for surveys on such craft, usually for yachts, harbor tour boats, tugs or barges. The following material on such surveys is therefore provided for your reference.</span><br />
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<span lang="EN-US">Surveyors should be reminded that if the vessel is classed with no geographical or other service limitations, it must be surveyed as for full ocean service, even though the vessel may be only engaged in some restricted usage such as harbor tourist service at the time of the survey.</span></div>
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<span lang="EN-US">Further, where wood rot, worm damage, or manifestations of aging deterioration are being dealt with on a progressive basis as it advances (i.e. from survey to survey), this must be so noted in each survey report covering the area in question with a suitable notation for the future re-examinations.</span></div>
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<span lang="EN-US">1. Types of Deteriorations</span></div>
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<span lang="EN-US">The primary deficiencies that the Surveyor must look for are as follows:</span></div>
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<span lang="EN-US">a. Decay or dry rot.</span></div>
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<span lang="EN-US">b. Marine borers: Teredos and shipworms.</span></div>
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<span lang="EN-US">c. Fastener failure: corrosion, loosening, or breakage.</span></div>
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<span lang="EN-US">d. Caulking rot, shrinkage, or ejection.</span></div>
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<span lang="EN-US">e. Wood cracks, breaks and checks.</span></div>
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<span lang="EN-US">f. Wear and tear, abrasion.</span></div>
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<span lang="EN-US">2. Rot or decay may often be determined first by sounding the wood with a hammer, however one of the mast effective means is by probing with a long sharp probe such as an ice pick, supplemented with drilling or coring as necessary to establish the extent of deterioration. These holes of course should be properly plugged on completion and if internal. They should be treated with a fungicide in order to prevent access for spread of rot.</span></div>
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<span lang="EN-US">Rot is a breakdown of the structure or the wood caused by a fungus which thrives in areas where rainwater leakage or condensate (i.e. freshwater) can collect, and where ventilation and drainage is poor, such as internally at the lower part of the stem, sternpost or transom; at the top ends of the side frames, al the edge of the deck, under bulwarks, around overboard discharges, in and alongside the keel and keelsons, in the garboard strakes and turn-of-the-bilge areas, al butts of planking and framing, alongside engine bearers, and in any other internal areas where drainage or drying is restricted by horizontal internal members, plugged or inadequate limbers, or where end-grain is accessible to moisture.</span></div>
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<span lang="EN-US">In addition to probing or boring, selective sections of interior lining or ceiling should be removed lo examine the framing and planking inner surface, particularly alongside the keel, at the bilge margin, and at the lower areas of the stern post or transom and stem.</span></div>
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<span lang="EN-US">3. Marine borers such as Teredos and shipworms often leave no obvious exterior signs of entry and must be located by judicious probing and hammer testing of the exterior underwater areas, particularly where the bottom painting (or sheathing) has bare spots or is worn bare from abrasion, such as along the keel.</span></div>
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<span lang="EN-US">It should be noted that damage from marine borers can proceed very rapidly, therefore repairs and preventative measures should not be unduly postponed<span style="font-size: x-small;"><span style="font-family: inherit;">.</span></span></span></div>
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<span lang="EN-US">4. Fasteners - screws, nails, bolts or rivets - may fail due to galvanic action, salt water corrosion, chemical (acid) corrosion from the wood, or by simple mechanical failure due lo overloading or fatigue. Their effectiveness may also be lost due to loosening from the working of the hull or from decay of the wood around the fastener.</span></div>
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<span lang="EN-US">Fastener failure may be first indicated by the planking butts and seams showing sign of movement or “Working” with resultant disturbance of the caulking or paint. Also, the planking butts may show signs of lifting above the level of the adjacent planking, or the fasteners may start ejecting the plugs or filler putty covering their heads. Hammer testing may also indicate loose fastenings by vibrating when struck.</span></div>
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<span lang="EN-US">In order to check the condition of the fasteners, any questionable specimens should be removed far close examination and possible testing. This would also apply to treenails (wooden pegs locked in with end wedges). Usually the only remedy for loose fasteners is renewal, tightening up (except for clenched rivets) is rarely successful.</span></div>
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<span lang="EN-US">5. Caulking fails by rot or shrinkage. It may also be ejected or lost due to the “working” of the hull or washing out after breakdown of the caulking compound.</span></div>
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<span lang="EN-US">Caulking should be checked at random locations or where there are obvious signs of ejection, deterioration or leakage, and renewed as necessary. (Yard pea pie unfamiliar with wood vessel seam work should be cautioned against excessive driving-in of new caulking as this can spread the planking and loosen the fastenings).</span></div>
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<span lang="EN-US">6. Wood cracking and breaks are usually obvious damage defects that require renewal work. Seasoning “checks” or splits along the grain are normally of no significance except as an entry access for decay or borers so should be plugged. Care should be taken that renewal sections of planking or framing are properly installed to fully replace the original strength. Replacement planking sections should span at least six frames and splices lo the existing planking should be made by butt blocks between the frames. Bulls of adjacent replacement planking sections should be staggered. Partial replacements of keel and stem usually necessitate angled splicing. Cracked frames should be cropped and part or all renewed, or may be sufficiently compensated by “sister frame” sections alongside.</span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span lang="EN-US">7. Wear and tear often results from the vessel riding or ranging against pier fenders (side and comers), from touching bottom (keel and bottom), or from contacting other vessels (sides and corners). Where the strength of the vessel may be affected, full or partial renewals in these areas may be required.</span></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><span style="font-family: inherit;"><span style="font-size: small;">8. Wood vessels are not eligible for Year of Grace for completion of Special Periodical Survey or for Underwater Inspection (by divers) in lieu of Dry-docking Survey.</span></span></span></span></div>
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<span lang="EN-US">9. Wood vessels are normally classed subject to “Annual Survey”. This means that a comprehensive examination including a Dry- docking Survey is required annually. Al the end of the fourth year this survey is somewhat expanded and credited as the Special Periodical Survey of Hull.</span></div>
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<span lang="EN-US">The surveys should comply with the applicable requirements of the Class Society Rules, plus additional examinations as appropriate for wood construction. Noted below for guidance are typical examinations for the aforementioned surveys<span style="color: #0000ee;"><span style="font-size: small;"><span style="color: #0000ee;"><span style="font-size: small;">.</span></span></span></span></span></div>
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<span lang="EN-US">Special Annual Survey: Underwater body including keel, bottom and side planking, stem. stem post or transom, rudder and bearings; weather decks, bulwarks, hatchways and covers, guardrails, ladders, mast and standing rigging; anchors, chain and windlass; ventilator coamings, portlights, skylights, steering arrangements, internal structure and enclosed spaces as accessible or where suspect.</span></div>
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<span lang="EN-US">Special Periodical Survey: All the above plus internal examination of the entire hull structure including keel, keelsons, framing, beams, knees, stem, and transom or stern post. Ceiling, Sheathing or lining to be removed, fastenings and keel bolts drawn, and borings lo be taken as deemed necessary by the Surveyor.</span></div>
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<span lang="EN-US">Reference: <a href="http://www.uscg.mil/hq/cg5/nvic/pdf/1995/n7-95.pdf">US. Coast Guard NVIC 1-63 CH-1</a>: “Notes on Inspection and Repair of Wooden Hulls”.</span><span lang="EN-US"><span lang="EN-US"></span></span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhlY5pSnNH0R2xkVYI4i9xsfEtROKQw7DN4mHGRe8jypeRRZ75cQ-CF2rvmnzllQHqZbTuZfyd2D5gVrlnIWCBcMDkE-fvFAVNuTb2aPQYrqzey9IMfd-hvvHvOnifpGF0NxyeQCkIlN3Vf/s1600/pdf_icon.png" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhlY5pSnNH0R2xkVYI4i9xsfEtROKQw7DN4mHGRe8jypeRRZ75cQ-CF2rvmnzllQHqZbTuZfyd2D5gVrlnIWCBcMDkE-fvFAVNuTb2aPQYrqzey9IMfd-hvvHvOnifpGF0NxyeQCkIlN3Vf/s1600/pdf_icon.png" /></a><span lang="EN-US"><a href="http://www.uscg.mil/hq/cg5/nvic/pdf/1995/n7-95.pdf" target="_blank"><span lang="EN-US">Notes on Inspection and Repair of Wooden Hulls</span></a></span></div>
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Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.comtag:blogger.com,1999:blog-4082296293004648676.post-87564913394391886742013-01-25T00:30:00.000-05:002014-05-03T07:59:53.296-04:00Surveyor Guide Notes for Boat Marine Survey<div dir="ltr" style="text-align: left;" trbidi="on">
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<span style="font-family: inherit;">Some things to look for during the vessel survey are the following:</span><br />
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1. When starting the engines make sure the engine has overboard raw water discharge coming from the exhaust. The exhaust should be slightly white. Any other color could mean something minor to major.</div>
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2. During the sea trial run the engines at about 85% of their max for a few minutes. Note to be sure that the vessel is not overheating or studdering. If your vessel has twin engines, make sure as you move the throttles up evenly so you can verify that the engines engage evenly.</div>
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3. When backing down on the engines do so quickly and have the surveyor watch the engines each time. If a motor mount is loose or off completely you will see the motor “jump” when suddenly backing down even if you can not sight the mount at all.</div>
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4. A good surveyor will have a moisture meter with him. Have the top sides, deck, and superstructure checked for excessive moisture which may be a pre-curser of delamination and wood rot in the core between the fiberglasses.</div>
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5. As far as going aloft on the mast. Do not expect all surveyors to do this. Some masts I have encountered were so old and corroded I was not going to bet my life that the gear was going to hold my weight. In those cases I have a 12 megapixel digital camera with a 10x zoom and I will photograph the top rigging and later will take it home and zoom into the those areas on the computer to look for corroded parts. The absolute best bet, is to have the boat in the yard and take the mast down to inspect it up close. Although I know many boaters do not want to spend that kind of money.</div>
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6. Look for signs of delamination and crazing on the interior and exterior of the hull. Delamination may look off white, brown, or orange in color under the gel coat of a fiberglass hull and is typically in a small circle or oval shape where the fiberglass layers are separating. Crazing is that fractured cracking in the gel coat. Sometimes it is in the form of spider web like fractures moving out over the surface of the gel coat in a circular pattern.</div>
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7. In many marinas galvanic corrosion is an enemy to many boats. I have seen this especially in the Caribbean where electrical standards are not exactly up to par like they are in the United States. Look for discoloration on underwater stainless steel parts or areas on metal under the water line that are pitted. This is an indication of galvanic corrosion that is pulling less resistive metals out of the steel such as zinc and magnesium.</div>
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8. Electrically, look to be sure that the wiring is marine grade cable and it should be labeled on the insulation. There should be an “AWG” rating (American Wire Gauge) of at least 16 on most of the instrument wiring. Be sure battery terminals are protected and have no more than four connections on the positive terminal. Electrical connections should not have reverse polarity when checked. No wing nuts or wire caps!</div>
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9. All seacocks should be able to open and close with little effort. If the valve is frozen, replace the seacock. No gate valves should be on the vessel. When I was in the Coast Guard, the number one reason we saw vessels sink at the docks was from open seacocks that failed or had attaching lines that failed. When not in use, shut them off!</div>
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10. In the survey report, everything that was checked should be written in detail. There should be a cover page, table of contents specifying the vessel’s systems, a findings and recommendations section, a hull diagram with a list of seacock locations and vents, a replacement cost and valuation sheet, a signature page for the surveyor, and plenty of photos throughout the survey especially where findings are discovered. What it should not look like is a five page boat check off sheet.</div>
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Remember that the surveyor can only note what he can see. It is not a contest. Let him know everything you have observed on the vessel even if he may miss it. A good surveyor will typically spend at least 5-8 hours on scene going through your vessel (given an average length of 30 feet). Longer vessels may take longer. I recently did a survey on a 76 foot wooden ketch, which took me 16 hours (two days) to go through, and on the second day I brought a wood boat builder to get his opinion on some unique findings on that vessel.<br />
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These are only some of the things I look for on a marine survey. But I hope the few things I have written here have shed some light on what to observe during a marine survey. As I have said earlier in this article, when shopping for a surveyor, many of them will have sample reports on their websites. They should look professional and be thorough in their content. Their rates are secondary. Sometimes going with the cheapest, well… you may end up getting what you pay for as the old saying goes. I have seen excellent work from some surveyors, and a few others I have seen the five page boat check offs I have mentioned before.</div>
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Do not be afraid to ask the surveyor questions about anything that comes to mind during the survey. A good marine surveyor will be more than happy to answer your questions during the survey. With my personal experience as a boat owner, I have learned a lot just from watching and questioning marine surveyors, marine electricians, and boat mechanics about things they were doing on my boat. Owning a boat can be expensive at times, but the education and adventure you have aboard it should be fun and memorable. I am always excited for new boat owners and I am more than happy to impart any knowledge that I can give to them while on surveys or serving as a captain aboard a vessel.<br />
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<i><span style="font-size: x-small;">Reference: <a href="http://south.boatflorida.com/profiles/blogs/what-to-look-for-on-a-marine-survey">http://south.boatflorida.com/profiles/blogs/what-to-look-for-on-a-marine-survey</a></span></i><br />
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<a href="https://docs.google.com/file/d/0B7qSY6KPZGtVY1pHaWx4cHlqdm8/edit" target="_blank">Fiberglass Boat Repairs Illustrated</a></div>
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<a href="https://docs.google.com/file/d/0B7qSY6KPZGtVdmRwZENNaWdXdE0/edit" target="_blank">Fiberglass Boat Repair & Maintenance</a></div>
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Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.comtag:blogger.com,1999:blog-4082296293004648676.post-25107408345875459632013-01-25T00:00:00.000-05:002013-02-28T06:44:50.666-05:00Surveyor Guide Notes for Sailing Yachts Survey.<div dir="ltr" style="text-align: left;" trbidi="on">
<span lang="EN-US" style="font-size: small;">A yacht is a recreational boat or ship. The term originated from the Dutch Jacht meaning “hunt”. It was originally defined as a light fast sailing vessel used by the Dutch navy to pursue pirates and other transgressors around and into the shallow waters of the Low Countries. After its selection by Charles II of England as the vessel to Britain from Holland for his restoration, it came to be used to mean a vessel used to convey important persons.<o:p></o:p></span><br />
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<span lang="EN-US" style="font-size: small;">In modern use the term designates two rather different classes of watercraft, sailing and power boats. Yachts are different from working ships mainly by their leisure purpose, and it was not until the rise of the steamboat and other types of powerboat that sailing vessels in general came to be perceived as luxury, or recreational vessels. Later the term came to encompass motor boats for primarily private pleasure purposes as well.<o:p></o:p></span></div>
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<span lang="EN-US" style="font-size: small;">Yacht lengths generally range from 10 meters (33 ft) up to dozens of meters (hundreds of feet). A luxury craft smaller than 12 meters (39 ft) is more commonly called a cabin cruiser or simply a cruiser. A mega yacht generally refers to any yacht (sail or power) above 30 m (98 ft) and a super yacht generally refers to any yacht over 50 meters (164 ft). This size is small in relation to typical cruise liners and oil tankers.</span></div>
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<span lang="EN-US" style="font-size: small;">Sailing yachts can range in overall length (Length Over All—LOA) from about 6 meters (20 ft) to well over 30 meters (98 ft), where the distinction between a yacht and a ship becomes blurred. Most privately owned yachts fall in the range of about 7 meters (23 ft)-14 meters (46 ft); the cost of building and keeping a yacht rises quickly as length increases. In the United States, sailors tend to refer to smaller yachts as sailboats, while referring to the general sport of sailing as yachting. Within the limited context of sailboat racing, a yacht is any sailing vessel taking part in a race, regardless of size.<o:p></o:p></span></div>
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<span lang="EN-US" style="font-size: small;">Modern yachts have efficient sail-plans, most notably the Bermuda rig, that allows them to sail towards the wind. This capability is the result of a sail-plan and hull design.</span></div>
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<span style="font-size: small;"><span lang="EN-US">The following items are to be examined and placed in satisfactory condition: </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">The yacht is to be placed in dry-dock or on a slipway and the keel, stem, stern frame, rudder and outside of side and bottom are to be cleaned as necessary, examined and placed in satisfactory condition, together with rudder pointless, gudgeons and their securing arrangements. For those yachts constructed of aluminum, underwater plating in close proximity to dissimilar metal is to be examined both internally and externally as far as practicable. Rudder bearing clearances are to be ascertained and reported upon. </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">The yacht is to be generally examined externally and internally so far as can be seen and placed in satisfactory condition. </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">All openings to the sea, including sanitary and other overboard discharges, together with the valves connected therewith, are to be examined internally and externally while the vessel is in dry-dock; and the fastenings to the shell plating are to be renewed when considered necessary by the Surveyor. For those vessels constructed of aluminum, insulating material in joints of shell connections between dissimilar metals is to be examined and renewed, if necessary. </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">The following items are to be examined, together with their closing appliances, placed in satisfactory condition and reported upon: </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">• Superstructures </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">• Hatches </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">• Companionways </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">• Ventilator and air pipe coamings </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">• Skylights </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">• Flush deck scuttles </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">• All openings in yacht sides, including freeing ports </span></span></div>
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<span style="font-size: small;"><b><span lang="EN-US"> </span></b><span lang="EN-US">All accessible parts of the steering gear, including associated equipment and control systems, are to be examined and placed in satisfactory condition. Steering gear is to be operationally tested while the yacht is not under way. </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">Anchoring equipment is to be examined and placed in satisfactory condition. </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">Hull inspection is to be given to the following requirements:</span></span></div>
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<span style="font-size: small;"><span lang="EN-US">Yachts is to be placed in dry-dock </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">Yachts of steel or aluminum are to be gauged in accordance with the regulations</span></span></div>
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<span style="font-size: small;"><span lang="EN-US">The rudder is to be examined; the condition of the carrier and steadiment bearing and the effectiveness of the stuffing boxes are to be ascertained. </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">All decks, casings and superstructures are to be examined. Particular attention is to be paid to the corners of openings and other discontinuities in way of decks and topsides. </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">The interior of the yacht is to be opened out by the removal of lining, ceiling, portable tanks and ballast, as may be required by the Surveyor to satisfy himself as to the condition of all parts of the structure. Integral tanks and other spaces, including chain lockers, are to be cleaned for examination. When examining tanks internally, the Surveyor is to see that a striking plate or other additional reinforcement is fitted below each sounding pipe. </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">All integral tanks are to be tested with a head of liquid to the highest point that liquid will rise under service conditions. </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">Anchor windlass and hawse pipes are to be examined. Anchors and cables are to be ranged and examined. </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">Exposed hatch covers not fitted with tarpaulins are to be hose-tested or otherwise proven weathertight. </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">All fastenings, including those through the ballast keel, are to be hammer-tested to ascertain their soundness and drawn for examination, as considered necessary by the attending Surveyor. </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">Wood decks or sheathing are to be examined and the caulking is to be tested and re-caulked, as necessary. If decay or rot is found or the wood is excessively worn, the wood is to be renewed. Attention is to be given to the condition of the structure under wood decks and to fabric deck coverings. If it is found that such coverings are damaged or are not adhering closely to the deck, sections are to be removed, as necessary, to ascertain the condition of the deck under. </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">In any part of the yacht where wastage is evident or suspect, the Surveyor may require thickness gauging and repair of the affected parts. </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">In addition, the following requirements apply to those yachts constructed of reinforced plastic:</span></span></div>
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<span style="font-size: small;"><span lang="EN-US">(a) </span><span lang="EN-US">The framing and holds, hull laminate of the tween deck, deep tanks, peaks, bilges and drain wells, and machinery spaces are to be cleaned and examined. Linings, ceiling, tanks and portable ballast are to be removed, as considered necessary by the attending Surveyor. </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">(b) Where there is evidence of cracking, distortion, wetness or delamination, destructive or nondestructive testing and removal and repair of the defect are to be carried out to the satisfaction of the attending Surveyor. </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">(c) </span><span lang="EN-US">Engine foundations and their attachment to the hull are to be examined. </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">(d) </span><span lang="EN-US">The hull, fastenings and backing reinforcements in way of hull fittings and attachments are to be examined. Fastenings are to be withdrawn, as considered necessary by the attending Surveyor. </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">In addition, the following requirements apply to those yachts constructed of wood:</span></span></div>
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<span style="font-size: small;"><span lang="EN-US"> (a) </span><span lang="EN-US">Where the planking is sheathed with metal, such portions are to be removed, as the Surveyor may direct. If sheathed with reinforced plastics or similar material, the sheathing is to be examined to ensure it is adhering satisfactorily and that there is no possibility of water seepage occurring along plank edges. </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">(b) </span><span lang="EN-US">The caulking of the outside and deck planking is to be tested and re-caulked as necessary.</span></span></div>
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<span style="font-size: small;"><span lang="EN-US">Plating in way of portlights is to be examined. In this and any other part of the structure where wastage is evident or suspect, the Surveyor may require thickness gauging in order to obtain the actual thickness of material. </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">The anchor cables are to be ranged and examined, together with anchors, chain locker and holdfasts. Chain cables are to be renewed in cases where it is found that the links have been so far worn that their mean diameter is 12% below the original required nominal size.(Refer to class Society requirements)</span></span></div>
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<span style="font-size: small;"><span lang="EN-US">On all yachts fitted with a ballast keel, fastenings are to be drawn for examination, as may be required by the Surveyor. </span></span></div>
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<span style="font-size: small;"><span lang="EN-US">If a wood yacht is sheathed with metal, such sheathing as will at least permit an examination of the wood keel, garboards, plank ends, stem and stern post is to be removed, as requested by the Surveyor. </span></span></div>
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<span lang="EN-US" style="font-size: small;">In wood yachts, fastenings, as may be required by the Surveyor, are to be drawn for examination.</span><br />
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<b><span style="font-size: small;">Pre-purchase condition survey</span></b><br />
A standard Pre-Purchase Survey consists of ascertaining the full condition of the vessel and includes the following: <br />
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<ul>
<li>Full and detailed inspection of the vessel both in and out of the water <br />including electronic moisture detection or spot ultrasonic thickness <br />gauging depending on the vessel build (GRP, metal, wood, etc).</li>
<li>Detailed non-invasive inspection of engines and all onboard systems.</li>
<li>Rigging inspection of sailing vessels (up to 1.80 m above deck).</li>
<li>Complete sea trials (motor & sail).</li>
<li>Detailed written report with photographic record</li>
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A fully comprehensive ultrasonic thickness gauging and complete visual rigging inspections can be carried out at extra cost.<br />
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Although, our recomendation cannot possibly itemize every single item that will be inspected, as these vary from vessel to vessel, the Pre-Purchase Survey includes visual inspection & performance testing of <u>each & every</u> piece of equipment fitted aboard from stem to stern.<br />
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In order to ease surveying procedures and obtain the best results, I strongly recommend that the vessel is hauled-out the bottom pressure washed with freshwater at least 24 hrs prior to the begining of the survey.<br />
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This is particularly important to obtain reliable moisture readings of a GRP vessel but greatly facilitates the bottom inspection of vessel built in any construction media. Haulage and bottom cleaning expenses of the haul out is normally arranged directly by the purchaser and/or his broker.<br />
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Our standard "Survey Terms & Conditions" which may help to better define the scope of our work are available upon request.<br />
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<b>Valuation Surveys</b> (a.k.a. Condition & Valuation Surveys) are normally requested either for finance, taxation, or insurance purposes. The Valuation Survey covers the same scope as a Pre-Purchase Survey with the addition of a "Fair Market Price" Valuation of the vessel.<br />
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An<b> Insurance Survey</b> is some how similar to the Full Condition Survey with special attention being paid to ascertain the structural integrity and safety aspects of the vessel. This helps the insurance company assess the insurable risk of the vessel. Insurance companies normally require this type of Survey for first entry and at 5 to 10 year intervals (depending upon type of vessel and construction media) for the renewal of the insurance policy. <br />
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Insurance Companies or Finance Houses are sometimes satisfied with a less-then-a-full survey (eg: In-water Survey only, or Bottom Survey only); hence in order to fulfil their requirements without incurring in unnecessary costs and delays, we recommend to obtain full information about the scope of the Survey they require. prior to contracting our services. <br />
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One particular aspect of Insurance Surveys is represented by the<b> Full Risk Assessment</b> of Mega Yachts to limit Underwriters exposure to large losses. A Full Risk Assessment takes into account not only the condition of the vessel per se but takes into account the way in which the vessel is operated, safety management, human factors, etc <br />
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<b>Damage Assessments </b>are normally requested by Underwriters, Insurance Companies and or large Insurance brokers to assess the cause and extent of marine incidents of various natures. Our services are retained by the above principals to assist their insured with local knowledge and provide independent, impartial and factual assessment of damage and supervision of the repair.<br />
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<b>Incident</b> investigations and<b> Machinery / Component Failure</b> analysis are performed to identify the cause of a marine loss. Forensic examination of a failed component or system can yield the root cause of the failure. With the technical assistance of some of the world best testing laboratories of each field (metallurgists, polymer and composites, etc) we can assist in determining weather a loss is covered by the insurance policy or not.<br />
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<b>Corrosion Surveys</b> are special inspections aimed to assess the state of health of the cathodic protection of a vessel to troubleshoot or prevent possible corrosion issues. They normally involve the assessment of both onboard installations (with the vessel afloat & ashore) as well as dock installations where the vessel is normally docked.<br />
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Fisher 37 Marine Survey<br />
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Fiber glass boat survey on a yacht that need Osmosis Treatment.</div>
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Boat & yacht surveying & ultrasound (UTM) the steel on a boat or yacht.<br />
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<tr><td class="tr-caption" style="text-align: center;"><a href="https://docs.google.com/file/d/0B7qSY6KPZGtVdmRwZENNaWdXdE0/edit" target="_blank"><span style="font-size: small;">Fiberglass Boat Repair & Maintenance</span></a></td></tr>
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Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.comtag:blogger.com,1999:blog-4082296293004648676.post-21438908485155216292013-01-24T03:30:00.000-05:002013-02-28T06:44:19.119-05:00Surveyor Guide Notes for Container Ship Survey<div dir="ltr" style="text-align: left;" trbidi="on">
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<span style="font-size: small;"><span lang="EN-US">Container ships are cargo ships that carry their entire load in truck-size intermodal containers, in a technique called containerization. They form a common means of commercial intermodal freight transport.</span></span></div>
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<span style="font-size: small;"><span lang="EN-US">There are several key points in the design of modern container ships. The hull, similar to bulk carriers and general cargo ships, is built around a strong keel. Into this frame is set one or more below-deck cargo holds, numerous tanks, and the engine room. The holds are topped by hatch covers, onto which more containers can be stacked. Many container ships have cargo cranes installed on them, and some have specialized systems for securing containers on board.</span></span></div>
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<span style="font-size: small;"><span lang="EN-US">The hull of a modern cargo ship is a complex arrangement of steel plates and strengthening beams. The hull is built around the keel. Resembling ribs, and fastened at right-angles to the keel are the ship's frames. The ship's main deck, the metal plate work that covers the top of the hull framework, is supported by beams that are attached to the tops of the frames and run the full breadth of the ship. The beams not only support the deck, but along with the deck, frames, and transverse bulkheads, strengthen and reinforce the shell. Another feature of recent hulls is a set of double-bottom tanks, which provide a second watertight shell that runs most of the length of a ship. The double-bottoms generally hold liquids such as fuel oil, ballast water or fresh water.</span></span></div>
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<span style="font-size: small;"><span lang="EN-US">A ship's engine room houses its main engines and auxiliary machinery such as the fresh water and sewage systems, electrical generators, fire pumps, and air conditioners. In most new ships, the engine room is located in the aft portion of the ship.</span></span></div>
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<tr style="font-family: inherit;"><td class="tr-caption" style="text-align: center;"><span style="font-size: small;">General view of a typical container ship</span></td></tr>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg8j_ZLK9CUc8g1nGqiTRXUjga2pcWdxa9cp8Y8h8xCH4kLWFt2NQlLRC07K9gN2_ASC-IM07SIh2pYnlURmCjUY060DZszBpRp7wYbwkDpHEbAFRqBiztXtFSt9QZi_9a1VihndNOYrhqD/s1600/pdf_icon.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg8j_ZLK9CUc8g1nGqiTRXUjga2pcWdxa9cp8Y8h8xCH4kLWFt2NQlLRC07K9gN2_ASC-IM07SIh2pYnlURmCjUY060DZszBpRp7wYbwkDpHEbAFRqBiztXtFSt9QZi_9a1VihndNOYrhqD/s1600/pdf_icon.png" /></a></td></tr>
<tr style="font-family: inherit;"><td class="tr-caption" style="text-align: center;"><a href="http://www.iacs.org.uk/document/public/Publications/Guidelines_and_recommendations/PDF/REC_84_pdf233.pdf" target="_blank"><span style="font-size: small;"> Container Ships guidelines for surveys</span></a></td></tr>
</tbody></table>
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Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.comtag:blogger.com,1999:blog-4082296293004648676.post-78003794091250534812013-01-23T03:30:00.000-05:002013-02-28T06:43:28.038-05:00Surveyor Guide Notes for Oil Tankers Survey<div dir="ltr" style="text-align: left;" trbidi="on">
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<span lang="EN" style="mso-ansi-language: EN;">An <span style="mso-bidi-font-weight: bold;">oil tanker</span>, also known as a <span style="mso-bidi-font-weight: bold;">petroleum tanker</span>, is a merchant ship designed for the bulk transport of oil. There are two basic types of oil tankers: the <span style="mso-bidi-font-weight: bold;">crude tanker</span> and the <span style="mso-bidi-font-weight: bold;">product tanker</span>. Crude tankers move large quantities of unrefined crude oil from its point of extraction to refineries. Product tankers, generally much smaller, are designed to move petrochemicals from refineries to points near consuming markets.</span></div>
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<span lang="EN" style="mso-ansi-language: EN;">Oil tankers are often classified by their size as well as their occupation. The size classes range from inland or coastal tankers of a few thousand metric tons of deadweight (DWT) to the mammoth <span style="mso-bidi-font-weight: bold;">ultra large crude carriers</span> (<span style="mso-bidi-font-weight: bold;">ULCCs</span>) of 550,000 DWT. Tankers move approximately 2,000,000,000 metric tons (2.2×10<sup>9</sup> short tons) of oil every year. Second only to pipelines in terms of efficiency, the average cost of oil transport by tanker amounts to only two or three United States cents per 1 US gallon (3.8 L). </span></div>
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<span lang="EN" style="mso-ansi-language: EN;">Some specialized types of oil tankers have evolved. One of these is the naval replenishment oiler, a tanker which can fuel a moving vessel. Combination ore-bulk-oil carriers and permanently moored floating storage units are two other variations on the standard oil tanker design. Oil tankers have been involved in a number of damaging and high-profile oil spills. As a result, they are subject to stringent design and operational regulations.<o:p></o:p></span></div>
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<span style="font-size: small;">Oil Tanker Double Hull Critical Area:</span></div>
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<span style="font-size: small;"><a href="http://www.iacs.org.uk/document/public/Publications/Guidelines_and_recommendations/PDF/REC_96_pdf566.pdf" target="_blank"><span lang="EN-US">Double HullOil Tankers - Guidelines for Surveys, Assessment and Repair of Hull Structures</span></a></span></div>
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Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.comtag:blogger.com,1999:blog-4082296293004648676.post-68412181858748429652013-01-22T08:53:00.000-05:002013-04-06T09:10:13.298-04:00Surveyor Guide Notes for Bulk Carriers Survey<div dir="ltr" style="text-align: left;" trbidi="on">
<span lang="EN-US">A <span style="mso-bidi-font-weight: bold;">bulk carrier,</span> <span style="mso-bidi-font-weight: bold;">bulk freighter,</span> or <span style="mso-bidi-font-weight: bold;">bulker</span> is a merchant ship specially designed to transport unpackaged bulk cargo, such as grains, coal, ore, and cement in its cargo holds. Since the first specialized bulk carrier was built in 1852, economic forces have fuelled the development of these ships, causing them to grow in size and sophistication. Today's bulkers are specially designed to maximize capacity, safety, efficiency, and to be able to withstand the rigors of their work.</span><br />
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<tr style="font-family: inherit;"><td class="tr-caption" style="text-align: center;"><span style="font-size: small;"><a href="https://docs.google.com/file/d/0B7qSY6KPZGtVdW4yX0xFc0ZXNmM/edit" target="_blank">Bulk Carrier web frame damage</a></span></td></tr>
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<tr><td class="tr-caption" style="text-align: center;"><a href="http://www.iacs.org.uk/document/public/Publications/Guidelines_and_recommendations/PDF/REC_76_pdf216.pdf" target="_blank"><span style="font-family: Arial,Helvetica,sans-serif;"><span style="font-size: small;">I<span style="font-family: inherit;">ACS Guidelines for Surveys, Assessment and Repair of Hull Structure - Bulk Carriers (Corr.1 - Sept 2007) </span></span></span></a></td></tr>
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<a href="https://docs.google.com/file/d/0B7qSY6KPZGtVcnpfaW1DdjAtN2c/edit" target="_blank"><span lang="EN-US">INTERNATIONAL CODE ON THE ENHANCED PROGRAM OFINSPECTIONS DURING SURVEYS OF BULK CARRIERS AND OIL TANKERS, 2011</span></a></div>
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<a href="https://docs.google.com/file/d/0B7qSY6KPZGtVY2YwYUF4MThjQVU/edit" target="_blank"><span style="mso-ansi-language: ES-MX;">CÓDIGO INTERNACIONALSOBRE EL PROGRAMA MEJORADO DE INSPECCIONES DURANTE LOS RECONOCIMIENTOS DEGRANELEROS Y PETROLEROS, 2011 (CÓDIGO ESP 2011)</span></a></div>
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Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.comtag:blogger.com,1999:blog-4082296293004648676.post-79123504892136868622013-01-21T00:30:00.000-05:002013-02-28T06:41:58.627-05:00Surveyor Guide Notes for Hatch Covers of Dry Cargo Ships Survey <div dir="ltr" style="text-align: left;" trbidi="on">
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">1. Statutory surveys of hatchcovers and their coamings are to be carried out by the Administration as part of the annual survey required by article 14 of the International Convention on Load Lines, 1966, as modified by the 1988 Protocol relating thereto. The International Maritime Organization (IMO) adopts the International Code on the Enhanced Program of Inspections During Surveys for Bulk Carriers and Oil Tankers, 2011 (2011 ESP Code) by means of the <a href="http://www.imo.org/KnowledgeCentre/IndexofIMOResolutions/Documents/A%20-%20Assembly/1049%2827%29.pdf" target="_blank">Resolution A. 1049 (27)</a> regarding IMO mandatory inspection regime for tankers and bulk carriers which contains the approved text as set out in the annex to this Resolution.</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">2. A thorough survey of hatch covers and coamings is only possible by examination in the open as well as closed positions and should include verification of proper opening and closing operation.</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">As a result, at least 50% of hatch cover sets should be surveyed open, closed and in operation to the full extent in each direction, at each annual survey. The closing of the covers should include the fastening of all peripheral, and cross joint cleats or other securing devices. Particular attention should be paid to the condition of hatch covers in the forward 25% of the ship’s length, where sea loads are normally greatest.</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">3. If there are indications of difficulty in operating and securing hatch covers, additional sets above those required by 2, at the discretion of the surveyor, should be tested in operation.</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">4. Owners and operators should ensure that facilities and personnel are available to perform the required hatch cover movements during each annual survey.</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">5. It is implicit that if the hatch securing system cannot be properly operated, the ship will be obliged to effect repairs under the supervision of the Administration. Where hatch covers or coamings undergo substantial repairs, the strength of securing devices should comply with I<a href="http://www.iacs.org.uk/document/public/Publications/Unified_requirements/PDF/UR_S_pdf158.PDF" target="_blank">ACS UR S30.</a></span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">6. Owners and operators should be made aware that partial replacements in cleating systems have the potential to introduce imbalance between old and new cleats. This could result in isolated cleats being subjected to excessive loads, which may then lead to sequential failure.</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">7. For each hatch cover set, at each annual survey, the following items should be surveyed:</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">7.1 cover panels, including side plates, and stiffener attachments of opened covers, by close up survey (for corrosion, cracks, deformation);</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">7.2 sealing arrangements of perimeter and cross joints (gaskets for condition and permanent deformation, flexible seals on combination carriers, gasket lips, compression bars, drainage channels and non return valves);</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">7.3 clamping devices, retaining bars, cleating (for wastage, adjustment, and condition of rubber components);</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">7.4 closed cover locating devices (for distortion and attachment);</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">7.5 chain or rope pulleys;</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">7.6 guides;</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">7.7 guide rails and track wheels;</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">7.8 stoppers;</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">7.9 wires, chains, tensioners and gypsies;</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">7.10 hydraulic system, electrical safety devices and interlocks; and</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">7.11 end and inter-panel hinges pins and stools where fitted.</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">8. At each hatchway, at each annual survey, the coamings, with plating, stiffeners and brackets should be checked for corrosion, cracks and deformation, especially of the coaming tops.</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"><span lang="EN-US" style="line-height: 115%;">9. Where considered necessary, the effectiveness of sealing arrangements may be proved by hose or chalk testing supplemented by dimensional measurements of seal compressing components.</span></span></span></div>
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<a href="https://docs.google.com/file/d/0B7qSY6KPZGtVSkxycURHdkxydmM/edit">https://docs.google.com/file/d/0B7qSY6KPZGtVSkxycURHdkxydmM/edit</a><br />
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<a href="http://www.iacs.org.uk/document/public/Publications/Guidelines_and_recommendations/PDF/REC_15_pdf178.pdf">http://www.iacs.org.uk/document/public/Publications/Guidelines_and_recommendations/PDF/REC_15_pdf178.pdf</a><br />
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<span lang="EN-US" style="font-family: TimesNewRoman; line-height: 115%; mso-bidi-font-family: TimesNewRoman; mso-bidi-font-size: 12.0pt;">Resolution A. 1049 (27)</span><br />
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<a href="http://www.imo.org/KnowledgeCentre/IndexofIMOResolutions/Documents/A%20-%20Assembly/1049%2827%29.pdf">http://www.imo.org/KnowledgeCentre/IndexofIMOResolutions/Documents/A%20-%20Assembly/1049%2827%29.pdf</a><br />
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Issued: 21/01/13<br />
Rev. 00<br />
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Harry Gonzalez Mayorhttp://www.blogger.com/profile/10597114537845198707noreply@blogger.com