Offshore Course Part 1 IMSO

IKATAN MAHASISWA STUDI OFFSHORE (IMSO) INDONESIA Proudly Presents:

OFFSHORE COURSE : PART #1
“Hunt Up Your Offshore Jobs”

OIL AND GAS INDUSTRI(WELL,RESERVATION & FACILITY MANAGEMENT)

Speakers :
1. Mr. Billman Marpaung (Value Realisation Group Lead, Piltun Field SAKHALIN ENERGY from RUSSIA)
2. Mr. Kunto Wibisono (Advisor Pertamina Hulu Energy)

Time and date : Thursday, April 16th 2015, 8 am – 1.40 pm

IDR Rp 25.000,00

Venue : Third floor in Dekanat FT Undip
Be the first and get your knowledge on your hand!
For registration and payment please text message with format:
NAME_MAJOR_UNIVERSITY_PHONE NUMBER

Facility : Snack and Certificate

And send to:
Akbar (08988269495)
Irfan (089660104337)
Limited seat!

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10 Things to Consider Before Your Ship Enters Piracy Prone Area

While the number of piracy attacks along the coast of Somalia has decreased, there has been a substantial increase in piracy incidents along the coast of West Africa. As maritime organizations continue to bring in newer regulations and guidelines to protect ship from pirates, seafarers are also required to stay extremely cautious and vigilant when their ship enters a piracy sensitive area.

Mentioned are then things seafarers must do before entering piracy affected zone/ high risk areas.

1. Keep Yourself Updated with the Latest Happenings of the High Risk Areas

Get all the latest available information on piracy sensitive areas your ship is about to enter. Collect all the useful information on piracy activities from important maritime websites. Based on this information, carry out a thorough risk assessment of the vessel to assess the likelihood and consequences of piracy attacks.

The ship’s master is also required to prepare an Emergency Communication Plan to Include All Emergency Contact Numbers (provided at the end of the article) and prepared messages which should be ready at hand or permanently displayed near all external communication systems. All important warnings and information on high risk ares should be carefully reviewed.

2. Take all Measures for Crew Safety

The safety of the ship’s crew is of prime importance. Ensure all measures are taken to prevent illegal boarding and external access to the ship’s accommodation area. The location of the muster station andcitadel should be such that they are easily and quickly accessible by the ship’s crew. Care should also be taken to ensure that the crew members are not trapped inside and are able to escape in other emergency situations like fire.

As pirates usually fire at the bridge first to stop the vessel, proper ballistic protection must be provided to the ship’s crew on the bridge during piracy attack.

Image Credits: defence.gov.au

3. Check Ship’s Freeboard

As usually seen, pirates try to board the ship using the lowest point above the waterline as it is easy for them to climb. On the basis of past experience, it is said that the ships having a minimum freeboard greater than 8 meters have better chances of escaping a piracy attempt. However, it is to note that a large freeboard would not be of any help if the ship has easy access points to climb the ship. Special protective measures must be provided to these access points.

4. Prepare to Keep Ship’s Speed More Than 18 knots

Ship’s speed is considered one of the most effective ways to prevent a pirate attack. According to sources, there have been no reports of ships having more than 18 knots getting highjacked. As it is difficult for pirates to board at high speeds, ships are recommended to proceed at full speed or at least 18 knots during their transit through high risk area.

Refer to important websites such as NATO shipping center to get the latest information regarding pirate attack speed capability.

Note: Usually a pirate attack is carried out using small crafts which are supported by bigger vessels, also known as mother ships. This tends to restrict their operations to moderate sea state. Sea state 3 and above are difficult to operate small crafts. So keep the sea condition in mind while preparing for the piracy zone.

5. Keep Non-Lethal Weapons Ready

Keep all the non-lethal weapons handy and ensure they are in proper working condition. Crew members must know how to operate non-lethal weapons during emergency situations. Learn about different anti-piracy weapons used on ships. 

Note: Several countries have started allowing armed guards on board ships to keep pirates away.

6. Check Fire Pumps and Engines

Check all fire pumps are working properly as they will be required to run fire hoses during pirate attacks. Also ensure that the engines are working properly as the ship will be required to transit at full speed through the high risk zone.

7. Brief Crew and Conduct Drill

Before entering high risk zone the ship’s crew should be properly briefed on the preparations taken and piracy drill should also be conducted. All personnel should know their duties and must be familiar with piracy alarms and necessary response for the same.

8. Secure Doors and Hatches

Doors and hatches providing access to bridge accommodation and machinery spaces should be properly secured to prevent pirates from them. If required additional means must to taken to properly secure doors and hatches for additional protection.

Prior to entering high risk areas, procedures for controlling access to accommodation, machinery spaces and store rooms should be set out and practiced.

9. Use Physical Barriers If Available 

If possible use physical barriers such as razor wires and electrified fence along the periphery of the ship to prevent pirates from boarding. Also keep water cannons, ballast / fire pumps, and fire hoses ready. Use all kind of barriers that are available to prevent pirates from boarding the ship.

Also, check if all the alarms and deck lights are working properly or not.

10. Check Ship’s AIS system, radar, and other important navigation equipment 

Ensure that the ship’s AIS system and other important navigation equipment are working properly. It is recommended to keep the ship’s AIS system On while transiting the high risk zone. Ensure that the ship’s radar system is working properly. Also, the ship security plan and ship security alert system (SSAS) should also be checked.

The above mentioned points are some of the most important things that should be checked before the ship enters piracy zone. However, the precautions to be taken should also include factors such as type of ship, route, weather conditions etc. Do you think anything else also must be considered while entering high risk zone? Let us know in the comments below.

Important Contacts :

To Report of Somali piracy incidents only - please contact below immediately

UKMTO: Tel: +971 50 552 3215, Fax: +971 4 306 5710, Email: UKMTO@eim.ae

MSCHOA: Tel: +44 (0) 1923 958547, +44 (0) 1923 958700

Fax: +44 (0) 1923 958520, Email: postmaster@mschoa.org

NATO: Tel: +44 (0) 1923 956574, Fax: +44 (0) 1923 956575. Email: info@shipping.nato.int

MARLO (Maritime Liaison Office Bahrain) MARLO (24 Hours):

:  Tel: +973 1785 3925 Tel: +973 3940 1395

IMB PRC: Tel: +60 3 2031 0014, Fax: +60 3 2078 5769, Email: piracy@icc-ccs.org / imbkl@icc-ccs.org

To Report incidents on Piracy and Armed Robbery occurring anywhere else in the world please contact the IMB Piracy Reporting Centre:

Ships are advised to maintain strict anti-piracy watches and report all piratical attacks (actual and attempted) and suspicious sightings to the IMB Piracy Reporting Centre, Kuala Lumpur, Malaysia.

Tel: +60 3 2078 5763 Fax: + 60 3 2078 5769,

E-mail: imbkl@icc-ccs.org / piracy@icc-ccs.org

The Centre’s 24 Hours Anti Piracy HELPLINE is: + 60 3 2031 0014

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Holland America Line And Seabourn Named To The World’s Most Ethical Companies

For the fourth consecutive year, Holland America Line, together with sister line Seabourn, was named among the World’s Most Ethical Companies by the Ethisphere Institute, the global leader in defining and advancing the standards of ethical business practices. The company secured its spot on the 2015 list by implementing and promoting the highest ethical business standards and practices both internally and in the community.

Named in the Lodging, Leisure & Recreation category, Holland America Line and Seabourn are among 132 total honorees representing more than 50 industry sectors from around the world. Kelly Clark, chief ethics officer and senior vice president, safety, environmental and regulatory services, accepted the 2015 World’s Most Ethical Companies award at the Ethisphere Institute’s annual Gala Dinner March 9 in New York City.

Credits: Winnipeggerguy/wikipedia.org

“Holland America Line and Seabourn both work diligently to fulfill our own ethics goals, and we are proud to be listed once again among the World’s Most Ethical Companies,” said Clark. “We are honored that Ethisphere Institute recognized our efforts for the fourth consecutive year, and we will continue to raise the bar and ensure that ethical practices remain at the core of our business.”

“The World’s Most Ethical Companies embrace the correlation between ethical business practice and improved company performance. These companies use ethics as a means to further define their industry leadership and understand that creating an ethical culture and earning the World’s Most Ethical Companies recognition involves more than just an outward-facing message or a handful of senior executives saying the right thing,” said Ethisphere’s Chief Executive Officer, Timothy Erblich. “Earning this recognition involves the collective action of a global workforce from the top down. We congratulate everyone at Holland America Line and Seabourn for this extraordinary achievement.”

In selecting the World’s Most Ethical Company honorees, Ethisphere organized its criteria for 2015 into five core categories: ethics and compliance program (35 percent), corporate citizenship and responsibility (20 percent), culture of ethics (20 percent), governance (15 percent) and leadership, innovation and reputation (10 percent).

This is the ninth year Ethisphere has published the World’s Most Ethical Companies list. Ethisphere reviewed hundreds of companies utilizing the proprietary methodology through in-depth research and multistep analysis, naming the companies that surpassed their industry peers to this year’s World’s Most Ethical Companies list. The 2015 list features companies in more than 50 industry sectors, including 31 headquartered outside of the United States.

Read about the methodology and view the complete list of the 2015 World’s Most Ethical Companieshere.

Reference: hollandamerica.com

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Turkey Seizes Cargo Ship Carrying Hundreds Of Syrian Refugees

Turkish coastguards found more than 300 refugees, mostly Syrians, when they seized a cargo ship they had opened fired on for failing obey an order to stop off Turkey’s western coast, the regional governor said on Friday.

Refugee trafficking in the seas around Turkey is a major problem. Turkey itself has kept its borders open to refugees since the start of Syria’s civil war four years ago, and around 2 million people have fled across the frontier.

Police arrested three crew and found the 337 immigrants after seizing the 59-meter-long vessel late on Thursday as it passed through the Dardanelles strait.

Image for Representation Purpose Only – Credits: Eusebius/wikipedia.org

The passengers were taken to a nearby sports hall for questioning and health checks, the local governor’s office said.

Canakkale Governor Ahmet Cinar told reporters the coastguards were only able to stop the ship by opening fire on the engine room and locking the rudder.

Nobody was injured during the operation and the ship was docked at the Gelibolu port, Turkish media said.

(Additional reporting by Isla Binnie in Rome; Writing by Ece Toksabay; Editing by Jonny Hogg and Alison Williams)

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Watch: Launching Of Vessel ESNAAD 221

The Esnaad 221 has a length of 65 metres and width of 15.8 metres. It is the first of a series of ten vessels for which Eekels has been commissioned.

Eekels provided complete electrical installation, including the coupling switches, bridge control panels, the alarm and monitoring system and all frequency controls including engines for the 2 propulsion propellers and the 3 bow thrusters.

The Esnaad 221 will be built as a “design of the future”, complying with the highest international classification standards with respect to both operational as well as environmental objectives. The ten vessels will be deployed in the oil and gas fields in the Arab Gulf and will be operated by ESNAAD, an ADNOC (Abu Dhabi National Oil Company) subsidiary.

The expected delivery of the Esnaad 221 is mid April 2015.

Video Credits: HD-PP & Marcel Klip/YouTube/ eekels.com

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How Massive Main Engines are Fitted in the Ship’s Engine Room?

A ship’s main engine is a massive structure with an average height of about 3 to 4 storey building (approx. 45 feet) and weight equals to 500 giant African elephants ( 2500 tonnes). While installing a new main engine in the engine room, the procedure is divided into parts on the basis of different parts of the engine. The engine is installed in parts in the shipyard itself during the ship building process.

The enormous structure of the main engine consists of several moving parts (both rotating and reciprocating) which transmits the engine mechanical power to the propeller for moving the ship further.

As all the components of the main engine are under different forces, the engine must be secured to the ship firmly to avoid any damage due to excessive vibrations.

The main engine is fitted on the ship’s hull with the help of holding down bolts and chocks. The floor where the engine is installed is excessively strengthened by heavy flooring and using additional bars and girders. The bedplate which is the base of the engine is attached by means of holding down bolts and chocks arrangement.

There are mainly two chock materials that are used to hold the main engine-

1.    Cast steel Chock.

2.   Epoxy resins Chock.

Cast steel chocks require expertise for installation and are expensive to use. In today’s time, marine engine makers are recommending epoxy resin based chocks which do not require any special measures and are also cost effective.

Preparation and Installation of Marine Engine

While installing the engine, first the whole engine- its crankshaft, intermediate shaft and propeller shaft along with propeller are aligned in a straight line. This is done by following a brief procedure:

–          Clear the area where chocks and holding down bolts are to be fitted.

–          Prepare the chock well before time by mixing hardener and resin as required by the weight or volume ratio.

–          All holes for bolts must be kept pre-drilled and bolts available but not be inserted.

–          Prepare foam dam for chock’s installation.

–          Ensure there is no hot work going on nearby the operating place.

–          The pouring temperature must be more than 25 °C. If less, heat the solution while pouring.

–          Fit a holding bolt in the hole drilled and spray releasing agent chemical on them

–          Pour resin mixture around the inserted bolt.

–          Tighten the holding down bolt with the help of hydraulic jack at required pressure.

–          Side chocks are fitted in line with main bearing girders.

–          End chocks are fitted at aft and fore end to resist axial trust from the propeller.

The dried up time of epoxy resins depends on the steel temperature which goes from no cure to a curing time of 48 hours.

Advantages:

–          Deliver almost 100% contact even on a rough surface.

–          Cheap installation and no special hands are required.

–          Chemical resistant

–          Non corrosive

Disadvantages:

–          If engine is misaligned or chocks are incorrectly fitted, the overall life reduces.

–          Over tightening or stressing of holding bolts may lead to chock damage.

–          Maximum temperature of exposure is 80 °C.

The holding down bolts and chocks are very small components they must be inspected and checked regularly for tightness as loose bolts may lead to heavy engine vibration, misalignment, bearing damage, and even crankcase explosion.

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What Is The Purpose Of “Torsion Box” In Ships?

However, the increase in the size of the ship and its containers has also given rise to large deck openings, which calls for global maritime investigation into the structure of the hull girder and its effect under torsional and wave bending loads.

Torsion in ships is caused due to forces which do not pass through the sheer centre line axis of a ship’s hull cross section. Torsion basically tends to twist the vessel just like how we rinse a cloth by twisting it.

Torsional moment has two main components namely –

a) static torsion or still water torsion,

b) dynamic torsion or wave induced torsion.

Other forms of torsional moments arise from the vibration of propeller shaft, vibrations due to twin screw propellers etc. As the name suggests, wave induced torsion is caused due to the unsymmetrical hydrodynamic wave loading on the port and the starboard sides of the vessel. Similarly, still water loading is caused due to the unsymmetrical cargo loading over port and starboard with the ship remaining upright.

A ship heading obliquely to a wave will be subjected to righting moments of opposite direction at its ends, twisting the hull and putting it in ‘torsion’. In most ships these torsional moments and stresses are negligible but in ships such as large container ships with extremely wide and long deck openings they are significant.

Reference: Ship Construction, D J Eyres

Ships are designed to withstand the maximum torsional loads due to either static or dynamic or both the torsional moments together. However, in some cases where there are large deck openings; it becomesdifficult to strengthen the vessel only with the help of hull girder and stiffeners. This leads to the concept of torsion box.

The strengthening aspect of the torsion box can be easily understood by the example of a bucket.

It is commonly observed that the plastic or steel bucket which we use for house-hold purpose has a curl to its periphery. This curl is similar to the torsion box used in ships. If you remove the curl from the periphery of the bucket you will observe that the strength of the bucket decreases rapidly (mostly in case of plastic), i.e. it can be bend easily with very small forces about its edge. However, with the curl-on its strength increases to a very large extent! But how does this curl or in our case the torsion box helps in increasing the strength to a very large extent?

Torsion box in ships can be defined as a continuous structure formed in between the top part of a longitudinal bulkhead, freeboard deck and sheer strake. It runs from the collision bulkhead and extends up to the aft peak bulkhead. It is heavily stiffened usually by bulb angles which provide sufficient strength against torsional moments and other bending loads.

Research and FEM analysis of thin-walled beam, taking into considerations the effects of shear and warping, is applied for computation of bending-torsion, coupling and vibration characteristics of ships with large openings. The contribution of torsion box towards the torsion rigidity is deduced.

Reference: MESH Engineering and Software Co.

Torsion box in Container ships:

Container ships are highly subjected to torsional moments because of their very large hatch openings. This leads to even higher warping stresses at the corners of the openings due to lack of torsional rigidity. The upper part of the double hull in such ships is fitted with torsion box as mentioned earlier. However, it is not always possible to have the large cross-sectional area, and therefore, the Naval Architect has to increase the thickness of the plate in order to provide torsional rigidity.

The marginal distance between the hatch end and the side shell is approximately 1.5 ft. This is done so as to maximise the space for the stowing of containers. It is often seen that the main deck is subjected to high torsional moments and racking effects and the deck spacing in the way of the hatch opening along the transverse is very less. As a result, the stress concentration can lead to cracking at the corners of the hatches or crack the deck itself!

In order to prevent such failures, torsion boxes are fitted with welded joints on the side shell as on the deck plating which prevent the torsion produced by twisting.

Reference: shipstructure.org

Uses of Torsion box:

• It helps in preventing torsional bending on ships due to the torsional moment on ship caused by dynamic movement of the waves.

• Helps in avoiding racking effect caused by the sheer stress on the vessel structure. Therefore, while designing ships with large openings (like container ships) it is often ensured that proper FEM analysis and model testing procedures are carried out. Proper strength analysis of the hull and deck plating should be done.

At points of stress concentration i.e., at the corners of the hatch openings, sufficient stiffening should be provided and at times the thickness of the deck plating can also be altered without causing any structural discontinuity.

Over to you..

Do you know more points on torsion box that can be added to this article?

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What Seafarers Should Do After The Vessel Receives Storm Warning?

Rough weather situation has been faced at least once or more by every seafarer during the course of his/her career. Some of the most common forms of heavy or rough weather are tropical depressions or storms, typhoons, cyclones, hurricanes etc, generated due to varying atmospheric pressures over different parts of the earth.

Beaufort wind scale criteria classifies strong winds as near gale, gale, strong gale, storm, violent storm and hurricane based on ascending magnitude of wind force. Movement of sun causes pressure belts to shift and thus varying temperatures over land masses and water bodies causes pressure differences.

Tropical depressions occur often in middle latitudes and tropical cyclones that originate in the Inter Tropical Convergence Zone. A depression may often develop and travel in any direction whereas tropical storms are mostly found to follow predicted path* in both the hemispheres.

Image Credits: Sohit Shukla

Tropical storms recurve after following a particular track*. It is therefore very important for a mariner to predict the location, magnitude and path of the storm, which are required to avoid these regions or navigate with caution while in navigating these areas.

Following are a few precautions which seafarers must follow while encountering tropical storms or navigating in areas of their frequent occurrence.

Use Available Information: Tropical storms and depressions are formed by pressure and temperature variations. A mariner has access to information regarding seasonal areas and frequency of occurrence through Maritime Safety information via EGC, Admiralty Sailing Directions, Ocean passages of the world and several other means. Thus if prior information is available regarding the legs of a voyage where rough weather is expected a sheltered passage or alternate route can be carefully planned to divert the vessel timely when required.

Study Weather Report: Often weather report and weather fax give warnings well in advance about unsettled weather conditions. Thus a careful selection of Nav Areas and type of weather reports by the navigating officer can be instrumental in obtaining early warning about a storm. Frequent observations from various meteorological instruments and prevailing weather onboard can be used to confirm weather reports.

Keep Away From Centre of Storm: Once presence of a storm or depression is confirmed. It is vital to establish distance of the vessel from it, location of the eye of the storm, centre of the depression, and storm’s track and path. Buoy Ballot’s law states – Face the wind and centre of low pressure will be from 90 degrees to 135 degrees on your right hand in N hemisphere and on your left hand in S hemisphere. It is advisable to keep at least 250 miles away from the centre of a storm however some companies prescribe specific distances in their Safety Management Manuals.

Check Stability Of The Vessel: A prudent check is required on the stability condition of the vessel and its compliance with intact stability criteria. Damage stability conditions to be evaluated carefully before beginning of a voyage as it will assure compliance with damage stability requirements. A vessel can thus take heavy weather ballast while or before proceeding to rough weather areas. Heavy weather ballast provides additional stability to the vessel and by lowering the centre of gravity makes vessel more stable as the GM* increases. Heavy weather ballast tanks are designated onboard vessels and if those tanks carried oil previously they must be crude oil washed before carrying heavy weather ballast in them.

Use Ballast Tanks To Minimise Free Surface Effect: As a part of good seamanship all the ballast tanks which are slack can be pressed up to minimise the free surface effect which will also help to increase the GM. Well planned stowage of cargo , ballast or both can minimise the number of slack or partly filled tanks.

Be Careful While Changing Speed, Angle, and Direction: Often waves associated with a storm or depression causes reduction in intact stability of vessel with a threat of capsizing or rolling of vessel to very large angles. IMO circular MSC 1228 provides guidelines with respect to careful reduction of speed, changing the angle and direction of encounter and adjusting encounter period of waves to avoidparametric or synchronous rolling motions.

Secure Loose Equipment/Cargo on Deck: For vessels with lesser freeboard, decks are washed frequently by seas with greater magnitudes. Thus securing of various loose equipment on deck, additional lashings to be taken to strengthen and prevent their loss being washed away into the sea. Safety lifelines can be rigged on vessels carrying cargoes on deck. Additional lashing must be taken to secure anchors, lifeboats, lifebuoys and liferafts.

Secure Weather and Water Tight Openings: Various weather tight and water tight openings like side scuttles, hatch covers, portholes, doors, manholes to be securely closed to prevent any ingress of water. Leaking, damaged gaskets or inadequate securing for covers of such openings may affect the integrity of compartment they are protecting. Alarms and indicators for closing of remote watertight doors and openings are provided on Navigation bridge, their operational state to be confirmed prior beginning of the voyage.

Secure Doors Forward Of Collision Bulkhead: Special emphasis to be provided to secure the doors and openings forward of the collision bulkhead for e.g. forepeak store and hatches, vents and openings forward. These spaces often house forward mooring equipment and associated electrical or hydraulic machinery. Spurling pipe covers need to be cemented well in advance. Bilge alarms in such remote compartments should be tried out regularly to give an early warning of any ingress of water or flooding. Any openings in subdivisions of watertight compartments which can cause progressive flooding must be secured.

Drains and Scuppers Must Be Free: All drains on deck and scuppers for drainage of water must be free to prevent any accumulation of water on deck.

Secure Aerials and Antennas: Antennas, aerials, stay wire clamps and lashing to be inspected before the wind speed picks up. Winds of gale force and above can easily break and blow away aerials. Storms are associated with lightning and thundering thus all aerials and antennas to be earthed and any low insulation alarms to be investigated carefully.

Keep Check on RPM To Avoid Load Fluctuation on Main Engine: Due to unsettled movement of vessel often load fluctuations on the main engine are observed. A careful setting of RPM can help to keep the fluctuations on the main engine within permissible limits.

Inform All Departments: All the departments deck, engine and galley should be informed well in advance of any storm warning so that all the deck, engine and galley stores, hospitals, sick bays and work areas are lashed and secured. Any major overhaul jobs, working aloft or lifting of heavy machinery on deck and engine room using overhead or deck crane can be postponed or avoided.

Morale of the Crew To Be Kept High: The morale of the crew should be kept high as often heavy rolling and pitching causes giddiness, nausea and reduced appetite amongst crew members.

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