.esp tanker   .espt

What is Enhanced Survey Programme?

 Enhanced survey programme is a guideline for shipping companies and owners to prepare their ships for special surveys to maintain the safety of the vessel while at sea or at a port. A survey program is developed by the owner and is to be submitted to the recognised authorities such as classification societies, 6 months before the survey.

the Enhance Survey Programme (ESP) is designed to monitor the different types oships f such as

• Oil tankers which are single and double hull
• Chemical tankers:
• Single and double-side skin bulk carriers
• Ore carriers

When ESP

Enhanced Survey programme is developed in such a way that it can be integrated with other surveys which are performed at following intervals:

–    Annual

–    Intermediate Survey

–    Dry Dock Survey

–    Renewal Survey

What to check in ESP?

During ESP survey the following are checked

• Ship’s structural damage or deformation
• Condition of Hull
• Condition of Coating
• Corrosion
• Pitting
• Watertight Integrity of ship

It can be said that the ESP is conducted to check the watertight integrity of the ship by inspecting the following areas of the ship:

• –    Close-up survey of the structures such as Shell, frames, bulkheads etc.
• –    Thickness measurement of hull
• –    Inspecting and Testing of Cargo Tanks
• –    Inspecting and Testing of Ballast Tanks
• –    Inspecting and Testing fuel tanks, side and double bottom Tanks
• –    Inspection and Testing of Hatch Covers and Coamings

After the survey, following reports are made by the inspector, whose copies are to be kept and maintained onboard as part of necessary documentation:

1. structural surveys report
2. Thickness measurement reports
3. Condition evaluation report

This reports are kept in esp file

.esp 10

Thickness measurement: ship age 10 to 15 years

1. Suspect area

2. Within cargo length area

– each deck plate outside line of cargo hatch openings

– two transverse sections, one shall be in the amidship area, outside line of cargo hatch openings

– All wind and water strakes within the cargo length area

3. all areas that require close-up inspection

– measure their thickness for general assessment and corrosion pattern recording

4. Outside the cargo length area

            – Selected wind and water strake

.esp 15

Thickness measurement: ship age more than 15 years

1. Suspect area

2. Within cargo length area

– each deck plate outside line of cargo hatch openings

– three transverse sections, one shall be in the amidship area, outside line of cargo hatch openings

– each bottom plate

3. all areas that require close-up inspection

– measure their thickness for general assessment and corrosion pattern recording

4. All wind and water strake, full length of the ship

1. Ballast tank:

            – all transverse webs, their plating and longitudinals (short form of longitudinal stiffeners)

– all transverse bulkheads their stiffening system

2. Double side tank:

            – on side shell and inner side plating (forward, middle, and aft position of the tank)

                        – all ordinary transverse frame (in transverse framing system)

                        or

                        – all longitudinal framing (longitudinal framing system)

3. Cargo hold:

            – transverse bulkheads including internal structure of upper and lower stools (triangular shape), where fitted.

4. Hatch cover and coaming:

            – all cargo holds hatch cover and coamings (their plating and stiffeners)

5. Deck plating and underside of deck structure:

            – all deck plating and under deck structure inside line of hatch opening between all cargo hold hatches

.esp thickness

Annex two: MINIMUM REQUIREMENTS FOR THICKNESS MEASUREMENTS AT RENEWAL SURVEYS OF DOUBLE-SIDE SKIN BULK CARRIERS

Annex one – Requirements for Close-Up Survey at Renewal Surveys of Double-Side Skin Bulk Carriers

.closeup inspection

.esp 10

Close-up inspection: 10-15 years of age (renewal survey no-3)

1. Ballast tank:

            – all transverse webs, their plating and longitudinals (short form of longitudinal stiffeners)

            – all transverse bulkheads their stiffening system

2. Double side tank:

            – on side shell(outer) and inner side plating (forward, middle, and aft parts)

                        – 25% of ordinary transverse frame (in transverse framing system)

                        or

                        – 25% of longitudinal framing (longitudinal framing system)

3. Cargo hold:

            – transverse bulkheads including internal structure of upper and lower stools (triangular shape), where fitted.

4. Hatch cover and coaming:

            – all cargo hold hatch cover and coamings (their plating and stiffeners)

5. Deck plating and underside of deck structure:

            – all deck plating and under deck structure inside line of hatch opening between all cargo hold hatches

.esp 15

→ All boundaries of water ballast tanks, deep tanks and cargo holds used for water ballast within the cargo length area should be pressure tested.

→ For fuel oil tanks, only representative tanks should be pressure tested.

→ Boundaries of ballast tanks should be tested with a head of liquid to the top of air pipes.

→ Boundaries of ballast holds should be tested with a head of liquid to near the top of hatches.

→ Boundaries of fuel oil tanks should be tested with a head of liquid to the highest point that liquid will rise under service conditions.

→ The testing of double-bottom tanks and other spaces not designed for the carriage of liquid may be omitted, if a satisfactory internal and tank top visual inspection is carried out.

→ Checking of the satisfactory operation of all mechanically operated hatch covers should be made.

This includes-

.1 stowage and securing in open condition.

.2 proper fit and efficiency of sealing in closed condition; and

.3 operational testing of hydraulic and power components, wires, chains, and link drives.

→ The effectiveness of sealing arrangements of all hatches covers by hose testing or equivalent should be checked.

ESP Code

.esp bulk

The history of the types of ships such as bulk carriers and tankers is filled with accidents and disasters, both of small-scale and big scale. Many of these accidents were a result of faulty machinery or lack of safe handling practices which forced the maritime authorities to introduce a particular survey type know an ESP or Enhanced Survey Program.

What is Enhanced Survey Programme?

 Enhanced survey programme is a guideline for shipping companies and owners to prepare their ships for special surveys to maintain the safety of the vessel while at sea or at a port. A survey programme (a Planning document for surveying and paperwork) is to be developed by the owner and is to be submitted to the recognised authorities such as classification societies, 6 months before the survey.

As mentioned earlier, the Enhance Survey Programme (ESP) is designed to monitor the different types of ships listed below for their construction and safe operation:

• Oil tankers which are single and double hull
• Chemical tankers:
• Single and double-side skin bulk carriers
• Ore carriers

When ESP

Enhanced Survey programme is developed in such a way that it can be integrated with other surveys which are performed at following intervals:

–    Annual

–    Intermediate Survey

–    Dry Dock Survey

–    Renewal Survey

What to check in ESP?

• Ship’s structural damage or deformation
• Condition of Hull
• Condition of Coating
• Corrosion
• Pitting
• Watertight Integrity of ship

It can be said that the ESP is conducted to check the watertight integrity of the ship by inspecting the following areas of the ship:

• –    Close-up survey of the structures such as Shell, frames, bulkheads etc.
• –    Thickness measurement of hull
• –    Inspecting and Testing of Cargo Tanks
• –    Inspecting and Testing of Ballast Tanks
• –    Inspecting and Testing fuel tanks, side and double bottom Tanks
• –    Inspection and Testing of Hatch Covers and Coamings

After the survey, following reports are made by the inspector, whose copies are to be kept and maintained onboard as part of necessary documentation:

1. structural surveys
2. Thickness measurement reports
3. Condition evaluation report

Designing an Enhanced Survey Programme:

The Shipping company will draw a planning document which will be submitted to the recognized classification society for approval.

The essential data provided in the plan are:

• Necessary ship information and particulars
• Main structural plans (scantling drawings), including information regarding the use of high tensile steels (HTS)
• Arrangement Plan of holds and tanks
• List of holds and tanks with information on use, protection, and condition of the coating
• Requirements for the survey (e.g., data regarding hold and tank cleaning, gas freeing, ventilation, lighting, etc.)
• Provisions and methods for access to structures
• Equipment for survey
• Appointing the holds, tanks and other areas for the close-up survey.
• Appointing of sections for thickness measurement
• Appointing of tanks for tank testing.
• Damage experience related to the ship in question.

Annex:

It has 2 Annexes

Annex A: Guidelines on enhance survey programme of inspection during survey of bulk carrier.

Annex B: Guidelines on enhance survey programme of inspection during survey of oil tankers.

Annex A has 2 parts:

Part A: Single Skin

Part B: Double skin construction

Annex B has 2 parts:

• Part A: oil tankers with double Hull Tankers
• Part B: Oil tankers other than double hull

Each Part A & B has 9 chapters which are almost similar. The only dissimilarities being operational and constructional aspects of both type of vessels i.e. oil tankers and bulk carriers

The chapters

Chapter 1: General application, documentation onboard to be completed before inspection. These will be served as a basis for surveys

Chapter 2: Renewal Survey.

Chapter 3: Annual Survey

Chapter 4: Intermediate Survey

Chapter 5: Preparation of Survey

Chapter 6: Documentation on board.

Chapter 7: Procedure for thickness measurement

Chapter 8: Acceptance criteria

Chapter 9: Reporting and evaluation of survey

.esp closeup inspection

Inspection in renewal survey:

→ All cargo holds, ballast tanks, pipe tunnels(duct keel), cofferdams and void spaces bounding cargo holds, decks and outer hull should be examined, and this examination should be supplemented by thickness measurement (according to Annex two) and testing to ensure that the structural integrity remains effective.

→ All piping systems within the cargo holds, ballast tanks, pipe tunnels, cofferdams and void spaces should be examined and operationally tested under working pressure to the attending surveyor’s satisfaction to ensure that the tightness and condition remain satisfactory.

→ The survey extent of ballast tanks converted to void spaces should be specially considered in relation to the requirements for ballast tanks.

            Inspection in Drydock survey:

Dry dock survey should be a part of the renewal survey

→A minimum of two inspections of the outside of the ship’s bottom should be carried.

→For ships of 15 years of age and over, inspection of the outside of the ship’s bottom should be carried out with the ship in dry-dock.

  →Cargo Ship Safety Construction Certificate should cease to be valid until a survey in dry-dock is completed.

.maritime safety

.11-1

.solas 11-1   .solas111 

This chapter is all about enhancing maritime safety

• This chapter is divided into two sections.

Chapter 11 -1: Special Measures to Enhance Maritime Safety

• This chapter deals with the Special measures to enhance maritime safety which includes Special and Enhanced survey for safe operation.

Regulation 1 – Authorization of Recognized Organizations

The Administration shall authorize organizations including classification societies, in accordance with the provisions of the present Convention and with the Code for Recognized Organizations (RO Code)

Regulation 2 – Enhanced Surveys

 Bulk carriers and tankers shall be subject to an enhanced programme according to ESP code during periodical Surveys of Bulk Carriers and Oil Tankers.

Regulation 3 – Ship Identification Number

1. This regulation applies to all passenger ships of 100 gross tonnage and upwards and to all cargo ships of 300 gross tonnage and upwards.
2.  Every ship shall be provided with an identification number which conforms to the IMO ship identification number scheme adopted by the Organization
3.  The ship’s identification number shall be inserted on the certificates and certified copies issued.
   • The ship’s identification number shall be permanently marked in a visible place
   • either on the stern of the ship or on either side of the hull,
   • amidships port and starboard,above the deepest assigned load line or either side of the superstructure
   • port and starboard or on the front of the superstructure

Regulation 3-1 – Company and Registered Owner Identification Number

 Regulation 4 – Port State Control on Operational Requirements 

1. A ship when in a port of another Contracting Government may be controlled by duly authorized officers, when there are clear grounds for believing that the master or crew are not familiar with essential shipboard procedures relating to the safety of ships.
2.  the Contracting Government carrying out the control shall take such steps to ensure that the ship shall not sail until the situation has been brought to order.

 Regulation 5 – Continuous Synopsis Record

.continuous synopsis record .csr .cont syn rec

 Continuous synopsis record is a special measure under Safety of life at sea (SOLAS) for enhancing the maritime security at the sea. According to SOLAS chapter i, all passenger and cargo ships of 500 gross-tonnage and above must have a continuous synopsis record on board.

The continuous synopsis record provides a record of the history of the ship. Continuous synopsis record (CSR) is issued by the administration of the ship, which would fly its flag.

Following details should be present in the continuous synopsis record (CSR)

• Name of the ship
• The port at which the ship is registered
• Ship’s identification number
• Date on which ship was registered with the state
• Name of the state whose flag the ship is flying
• Name of registered owner and the registered address
• Name of registered bareboat charterers and their registered addresses
• Name of the classification society with which the ship is classed
• Name of the company, its registered address and the address from where safety management activities are carried out
• Name of the administration which has issued the document of compliance, specified in the ISM code, to the company operating the ship.
• Name of the body which has carried out the audit to issue the document of compliance
• Name of the administration which has issued the safety management certificate (SMC) to the ship and the name of the body which has issued the document
• Name of the administration which has issued the international ship security certificate, specified in the ISPS code, to the ship
• the name of the body which has carried out the verification
• The date of expiry of the ship’s registration with the state

Any changes made related to the above mentioned points should be mentioned in the continuous synopsis record.

Officially, the record should be in English, Spanish, or French language; however, a translation in the language of the administration may be provided.

The continuous synopsis record shall always be kept on board ship and shall be available for inspection all the time.

 Regulation 6 – Additional Requirements for the Investigation of Marine Casualties and Incidents 

each Administration shall conduct investigations of marine casualties and incidents according to (Casualty Investigation Code) 

 Regulation 7 – Atmosphere Testing Instrument for Enclosed Spaces

Every ship shall carry a portable atmosphere testing instrument or instruments.

As a minimum, these shall be capable of measuring concentrations of oxygen, flammable gases or vapours, hydrogen sulphide and carbon monoxide prior to entry into enclosed spaces.

.se  .static electricity

static electricity may happen in a chemical tanker in 5 different steps :

1. An electrostatic charge is generated in the liquid as it flows turbulently through the loading pipeline into the ship’~tank.
In most liquids the charge is released instantaneously to earth* because the liquid conducts it.

2. But in some cases, the charge is accumulated in the liquid because the liquid has a low electrical conductivity. Such liquids are called static accumulators, and are generally found among more highly refined products. An electrostatic field is formed inside the tank.

3. A non-bonded projecting object, or something introduced into the tank, can become a potential electrode or spark promoter, collecting the charge from the liquid.

4. When close enough to an earth* the spark promoter instantaneously releases its charge in a spark through the atmosphere of the tank.

5. Such a spark will almost certainly have enough energy to ignite a flammable vapour. In chemical tanker operations, a flammable atmosphere may be unavoidable.

SOLAS regulations regarding Inert Gas Systems:

• For tankers ≥ 20k GRT constructed after 1 Jan 2002
• but before 1 Jan 2016 → tank protection achieved by fixed IG system in accordance with FSS code resolution 98(73).
• For tankers ≥ 8000 GRT constructed after 1 Jan 2016
• Tankers → can → fixed IG system

IG Regulation MSC 98(73)
→ components requirements

• Inert gas supply
  → treated flue gas of boiler
  → separate gas generator
  → other combination

System requirements
The system capable of SOLAS Ch2-11
→ inerting cargo tanks
→ O2 < 8% by volume at any part of tank
→ positive pressure except gas free
→ no need air entry for normal operation
→ purging empty cargo tank of H.C gas so that gas freeing not create flammable atmosphere

• Tankers fitted with IG system
  → double hull space shall be fitted with suitable connection for IG distribution
  → where hull spaces are connected permanently then means prevent HC entry

Scrubbers
→ flue gas scrubber fitted to
→ cool
→ remove solid and sulfur products
→ Filter fitted to prevent/minimize water carry over to blower
→ scrubber located aft of all cargo tanks
→ pump room
→ cofferdam

Blower
→ 2 blowers with supply capacity > 125%
→ 1 may be permitted if IG generator is used and spare available
→ maximum pressure < test pressure cargo tank
→ shut off arrangement in suction & discharge
→ If blower is used for gas freeing then IG inlet → blanking arrangement
→ located aft

Water seal
→ water seal supplied from 2 pumps capable of maintaining water level at all times
→ Arrangement to prevent back flow of HC vapor
→ protected against freezing & not overheated
→ water loop or other approved arrangement fitted to each associated water supply
→ high/low level alarm → when inert gas is not being supplied

Safety measures in system

• Flue gas isolating valve
  → v/v between boiler uptake & scrubber
  → indication open/close
  → v/v gas tight & sealing → shoot blower cannot operate open if v/v not fully open
  → prevent flue gas leakage
  → design of location → leakage in hull space
  → additional water seal / other means → between isolating v/v & scrubber → or incorporated in the gas line
• Gas regulating valve
  → fitted in supply main
  → automatically controlled to close
  → automatically regulate the flow
  → located at the forward bulkhead of the forward most gas safe space through which gas supply main passes
• Non-return device of flue gas
  → min 2, one of which is water seal
  → located between gas regulating valve & aftermost connection to any cargo tank and in deck
  → 2nd non-return device fitted forward of deck seal
  → shall be positive closure type N/R
  → the location between gas regulating valve & non-return devices shall be protected from overpressure if in a safe manner when P.C.V. is closed

Automatic shutdown
→ inert gas blower & gas regulating valve if low pressure/level of water in scrubber & high temp at blower outlet
→ gas regulating valve shut down → blower stops
→ O2 content high
→ O2 > 8% by volume → all cargo operations are suspended & N/R valve closes

Inert gas line
→ 2 or more branches forward of N/R
→ each branch goes to cargo tank fitted with stop valve with locking arrangement
→ slop tank is isolated by blank flange which must remain in position all time when cargo other than crude oil carried
→ cargo tank protected from over/under pressure when isolated from inert gas
→ pipeline design → prevent accumulation of cargo/water under all conditions
→ Arrangement for external IG supply with pipe size 250 mm isolated from main with v/v located forward of N/R valve
→ If connection is between IG main & cargo piping then effective isolation is ensured by 2 shut off valves with vent in between
→ Valve separating the IG main from the cargo main shall be N/R type positive closing

Operation & control requirements
Indicating devices
→ temperature & pressure of IG at the discharge side of blower when blower is running
Indicating & recording devices
→ O2 content on discharge of blower
→ Pressure forward of N/R device
→ devices located in ECR if no ECR then easily accessible place
→ meter fitted
→ Bridge for pressure
→ ER for O2
→ portable O2 & flammable vapor measuring device is provided as spare
→ means provided for zero calibration for both fixed & portable devices

Audible & visual alarms
→ low water pressure/flow in scrubber
→ high water level in scrubber
→ high gas temp at blower discharge
→ failure of IG blowers
→ O2 > 8% by volume at blower discharge
→ power failure to gas regulating valve & indicator
→ low water level at water seal
→ gas pressure less ≤ 100 mm water at forward of N/R valve
→ high gas pressure at forward N/R valve
→ IG Generator additional
→ fuel oil supply insufficient
→ IG generator power supply fail
→ IG generator control/system power fail
→ O2, power failure for gas regulator, gas pressure < 100 mm water fitted in CCR & ER

An independent low-pressure alarm for IG main is fitted which operates at predetermined set level

Instruction manual
→ supplied on board
→ covers → operation
→ safety
→ maintenance
→ health hazards to IG system

.igr   .inert gas reg  

.cprs   .cps  .prs

Ventilation system :-

1. cargo pump-rooms should be mechanically ventilated and the capacity should be 20 air changes per hour of the total volume of the pump-room.

2. the position of the vent outlet should be arranged at a distance of at least 3 m measured horizontally from any ignition source and from the nearest opening to accommodation, service or machinery spaces.

3. an emergency intake located about 2 m above the pump-room lower grating is to be provided. This emergency intake is to be used when the lower intake is sealed off due to flooding in the bilges. The emergency intake should have a damper fitted which is capable of being closed from the exposed main deck and lower grating level.

4. floor gratings should not disturb the free flow of air.

5. the fan blade should be non sparking type.

.1 cargo pumps, ballast pumps and stripping pumps, installed in cargo pump- rooms and driven by shafts passing through pump-room bulkheads shall be fitted with temperature sensing devices for bulkhead shaft glands, bearings and pump casings. A continuous audible and visual alarm signal shall be automatically effected in the cargo control room or the pump control station;

.2 lighting in cargo pump-rooms, except emergency lighting, shall be interlocked with ventilation such that the ventilation shall be in operation when switching on the lighting. Failure of the ventilation system shall not cause the lighting to go out;

.3 a system for continuous monitoring of the concentration of hydrocarbon gases shall be fitted. Sampling points or detector heads shall be located in suitable positions in order that potentially dangerous leakages are readily detected. When the hydrocarbon gas concentration reaches a pre-set level which shall not be higher  than 10 % of the lower flammable limit, a continuous audible and visual alarm signal shall be automatically effected in the pump- room, engine control room, cargo control room and navigation bridge to alert personnel to the potential hazard; and

all pump-rooms shall be provided with bilge level monitoring devices together with appropriately located alarms.

7. A fixed sampling arrangement to enable the oxygen content within the pumproom to be monitored from the deck by portable meter prior to pumproom entry. Where such an arrangement is fitted it should ensure that remote parts of the pumproom can be monitored.

10. Manually activated trips for the main cargo pumps provided at the lower pumproom level and at the top (maindeck) level.

11. Spray arrestors around the glands of all rotary cargo pumps in order to reduce the formation of mists in the event of minor leakage from the gland.

12. Examining the feasibility of fitting a double seal arrangement to contain any leakage from the primary seal and to activate a remote alarm to indicate that leakage has occurred. However, the impact of any retrofit on the integrity of the pump will need to be clearly assessed in conjunction with the pump manufacturers.

13. Particular attention to be given to the adequacy of fire protection in the immediate vicinity of the cargo pumps.

14. Because of the problems associated with flashback re-ignition after the use of the primary fire-fighting medium, consideration to be given to the need to provide a backup system, such as high expansion foam or water drenching, to supplement the existing system.

15. On ships fitted with an inert gas system, the provision of an emergency facility for inerting the pumproom could be an option, although careful attention must be paid to the safety and integrity of the arrangement.

16. The provision of Emergency Escape Breathing Devices (EEBDs) located within the pumproom and sited to be readily accessible.

17. Fire extinguisher of foam type must be present at the bottom platform of the cargo pump room.

18. dead man alarm must be fitted in pump room.

19. a neil robertson stretcher to be present on bottom platform of cargo pump room.

20. ODMCS

21. Intrinsically safe fire detectors are installed in pump room for detection of fire in pump room.

Intrinsically safe in cargo pump room:

→ Intrinsically safe fire detectors are installed in pump room for detection of fire in pump room.

→ Intrinsically safe lights are installed in pump room for detection of fire in pump room.

Part B – Prevention of fire and Explosion:

Regulation 5.10: Protection of Cargo pump rooms

.cargo pump room    .cprr   .prr

In tankers: 

.1 cargo pumps, ballast pumps and stripping pumps, installed in cargo pump- rooms and driven by shafts passing through pump-room bulkheads shall be fitted with temperature sensing devices for bulkhead shaft glands, bearings and pump casings. A continuous audible and visual alarm signal shall be automatically effected in the cargo control room or the pump control station;

.2 lighting in cargo pump-rooms, except emergency lighting, shall be interlocked with ventilation such that the ventilation shall be in operation when switching on the lighting. Failure of the ventilation system shall not cause the lighting to go out;

.3 a system for continuous monitoring of the concentration of hydrocarbon gases shall be fitted. Sampling points or detector heads shall be located in suitable positions in order that potentially dangerous leakages are readily detected. When the hydrocarbon gas concentration reaches a pre-set level which shall not be higher  than 10 % of the lower flammable limit, a continuous audible and visual alarm signal shall be automatically effected in the pump- room, engine control room, cargo control room and navigation bridge to alert personnel to the potential hazard; and

all pump-rooms shall be provided with bilge level monitoring devices together with appropriately located alarms.

.battery room

As per the SOLAS CH : II-1 / Part: D / Reg:43

The main inlets and outlets of all ventilation systems shall be capable of being closed from outside the spaces being ventilated. The means of closing shall be easily accessible as well as prominently and permanently marked and shall indicate whether the shut-off is open or closed.

Battery room is to be fitted with following:

1. The battery room does not open directly onto an exposed deck.

2. The ventilation opening for the battery room is required to be fitted with a closing device according to the Load Line Convention (i.e. the height of the opening does not extend to more than 4.5 m (14.8 feet) above the deck for position 1 or to more than 2.3 m (7.5 feet) above the deck in position 2.

3. The battery room is fitted with a fixed gas fire extinguishing system.

4. A battery room ventilator is fitted with a closing device, then a warning notice stating that “This closing device is to be kept open and only closed in the event of fire or other emergency – Explosive gas.

5. AS per FSS code-maximum hydrogen concentration level below 1%.

6. Ventilation should be placed above battery level to vent out hydrogen accumulation

7. Ventilation fan should be non-metallic.

8. Ventilation fan motor should be placed outside of battery room

9. Two exhaust fans are recommended @rated for 58.66 cubic feet/min and time duration 70min to ventilate battery room fully.

10. All vent opening should be weatherproof.

11. Flame proof lights.

12. No naked lights in the room.

13. “NO SMOKING” signs and poster must be displayed

14. No electric switchboard should be placed inside battery room to avoid fire from arcing

15. Batteries should be placed on a dry elevated platform with clamping arrangement

16. Battery room floor should be acid proof paint for lead acid battery and alkaline resistance paint for NI-CAD battery.

.pms .solas pms .solaspms .pmssolas

Automatic Power Management

SOLAS mandates that modern ships, especially those with periodically unattended machinery spaces (PUMS), must be equipped with an automatic Power Management System

This system is essential for:

1. Automatic synchronization of generators
2. Efficient regulation of the number of generators on the busbar according to changing load conditions

Blackout Prevention:

One of the primary SOLAS requirements for PMS is to prevent blackouts, which can be catastrophic for ship operations. The PMS must include:

• Preferential trip functionality: This hardwired feature is crucial to prevent sudden blackouts by shedding non-essential loads during power spikes.
• Load-dependent start/stop: The system should automatically start or stop generators based on the current load conditions to maintain power stability.

Load Sharing and Distribution:

SOLAS requires the PMS to effectively manage load sharing among different power sources:

• Symmetrical load distribution: For generators with equal load capacity, the PMS should distribute the load symmetrically.
• Asymmetrical load distribution: When dealing with different types of power-generating machines (e.g., diesel generators, shaft generators, steam turbine generators), the PMS must be capable of distributing the load asymmetrically based on each unit’s optimum and maximum load capacities.

Monitoring and Control

The PMS must provide comprehensive monitoring and control features, including:

• Status information: Real-time status of all system components, including circuit breakers, bus-ties, and generators.
• Pre-warning handling: The system should manage start/stop errors and breaker status issues.
• Active and reactive load monitoring: Continuous monitoring of power consumption and generation

Redundancy and Safety Features:

To ensure vessel safety, SOLAS requires the PMS to incorporate:

• Blackout recovery: Automatic detection of partial or total blackouts and swift power generation recovery.
• Heavy load management: Preparation of generators to handle equipment with heavy loads before activation, preventing potential blackoutshttps://ulstein.com/system-integration/automation-solutions/power-management-system.

Flexibility and User Control

While automation is crucial, SOLAS also requires the PMS to allow for manual intervention:

• Manual generator control: Ability for operators to manually start/stop generators when necessary.
• Forced operation mode: Option to set a desired limited number of generators connected to the power grid

Energy Efficiency

In line with international efforts to reduce emissions from shipping, SOLAS encourages the integration of energy management features:

• Energy Management System (EMS): For ships with alternative power sources like batteries, an integrated or remotely controlled EMS is required to optimize energy usage

The testing of ship’s emergency generator is done every week (as part of weekly checks) by running it unloaded to check if it starts on battery mode. The hydraulic start is done every month to ensure that it is working fine. Also every month automatic start of generator is also done to check its automatic operation and to see whether it comes on load.

Procedure for Battery Start

1. Go to the emergency generator room and find the panel for emergency generator.
2. Put the switch on the test mode from automatic mode. The generator will start automatically but will not come on load.
3. Check voltage and frequency in the meter.
4. Keep the generator running for 10-15 min and check the exhaust temp and other parameters.
5. Check the sump level.
6. For stopping the generator, put the switch in manual and then stop the generator.

Procedure for Hydraulic Start

1. Out the switch in manual mode as stated above and check the pressure gauge for sufficient oil pressure.
2. Open the valve from accumulator to generator.
3. Push button the spring loaded valve and the generator should start.
4. Check voltage and frequency.
5. Keep the generator running for 10-15 min and check the exhaust temp and other parameters.
6. Check the sump level
7. For stopping, use the manual stop button from the panel.
8. After stopping the generator, pressurize the hydraulic accumulator to desired pressure.
9. Close the valve from accumulator to generator.

Procedure for Automatic Start

For automatic start, we know that there is a breaker which connects Emergency Switch Board (ESB) and Main Switch Board (MSB); and there is also an interlock provided due to which the emergency generator and Main power of the ship cannot be supplied together.
2. Therefore, we simulate by opening the breaker from the tie line, which can be done from the MSB or the ESB panel.
3. After opening the breaker, the emergency generator starts automatically with the help of batteries and will supply essential power to machinery and pumps connected to ESB.
4. For stopping the generator, the breaker is closed again and due to the interlock the generator becomes off load.
5. Now again put the switch to manual mode to stop the generator.
6. Press stop and the generator will stop.

List of equipment connected to the Emergency Power source on the ship-

§ Emergency Lighting
§ Emergency steering motor
§ Emergency fire pump
§ Emergency Bilge pump

§ Foam pump

§ Emergency air compressor
§ Necessary machines to start one generator
§ Emergency alarms

§ Fire detecting and fire alarm
§ Engine room ventilation fan
§ Communication

§ Bridge control console
§ Cargo control console
§ Engine room control console
§ Battery charger for emergency generator
§ Battery charging panel
§ The rescue boat, life raft & Lifeboat Davit
§ Navigational and signal lights
§ Navigational Equipment

 § GMDSS radio console
§ The compressor of breathing apparatus
§ Watertight door
§ Remote control Valves

Links : https://shipfever.com/emergency-generator-on-ships/

Emergency Power Source Types

• Generator
• Accumulator battery

Generator Requirements

• Prime Mover: Driven by a suitable prime mover with independent fuel supply
• Fuel Flashpoint: Not less than 43°C (closed cup test)

Location and Installation

• Above the uppermost continuous deck
• Away from machinery space
• Behind the collision bulkhead
• Main switchboard should not interfere with emergency power supply, control, and distribution

Operational Capabilities

• List and Trim: Operable with a list of up to 22.5° and a trim of up to 10°
• Duration:
  • Cargo ship: 18 hours
  • Passenger ship: 36 hours
• Starting Temperature: 0°C (heating arrangement required for lower temperatures)
• Automatic Start: Within 45 seconds after main power failure
• Failure Indication: To be given in ECR if emergency generator fails to start

Starting Arrangements

1. Primary: Battery
   • Always fully charged
   • Capable of 3 consecutive starts
2. Secondary: Pneumatic or hydraulic
   • 3 consecutive starts within 30 minutes
   • First start within 12 minutes

Transitional Emergency Power

• Type: Accumulator battery
• Function: Provides power automatically to emergency lighting during main or emergency power failure
• Voltage Maintenance: Within 12% above or below nominal voltage during discharge

Accumulator Battery as Emergency Source

When used as the main emergency power source:

1. Carry emergency load without recharging
2. Maintain voltage within 12% of nominal during discharge
3. Automatically connect to emergency switchboard upon main power failure
4. Immediately supply power to emergency lighting

.emergency generator

.emcy generator    .egr

The requirement for emergency power onboard the ship is detailed in SOLAS chapter 2-1
SOLAS CH: II-1 / Part : D / Reg : 43 & 44

The emergency source of electrical power may be either a generator or an accumulator battery for essential services under emergency conditions.

Where the emergency source of electrical power is a generator, it shall be

§ Driven by a suitable prime mover with an independent supply of fuel having a flashpoint (closed cup test) of not less than 43°C

§ Emergency generator and emergency switchboard of the ship should be located above the uppermost continuous deck, away from machinery space, behind the collision bulkhead.
§ The main switchboard of the ship should not interfere with supply, control, and distribution of emergency power.
§ Emergency source of power should be capable of operating with a list of up to 22.5° and a trim of up to 10 °
§ Emergency generator should be capable of giving power for the period of 18 hours for the cargo ship and 36 hours for the passenger ship.
§ Emergency generator should start at 0°C and if temperature fall below this then there should be heating arrangement.
§ Emergency generator should come on load automatically within 45s after the failure of main power supply.
§ If the emergency generator fails to come on load the indication should be given to ECR.
§ Emergency generator should have two different starting arrangement
§ Primary may be the battery, should fully charge all time and capable of providing 3 consecutive Start.
§ Secondary may be pneumatic or hydraulic, capable of providing 3 consecutive starts within 30 min, and 1st start within 12 min.

§ In addition to emergency generator a transitional source of emergency electrical power should be provided,

→ The transitional source of emergency electrical power shall consist of an accumulator battery suitably located for use in an emergency. It shall operate without recharging while maintaining the voltage of the battery throughout the discharge period within 12% above or below its nominal voltage. The battery capacity should be sufficient . Capable of supplying power automatically to emergency lighting in the event of failure of either the main or emergency source of electrical power

→ Where the emergency source of electrical power is an accumulator battery, it shall be capable-

.1 carrying the emergency electrical load without recharging. It shall maintain it voltage 12% above or below its nominal voltage while discharging.

.2 it should also capable of automatically connecting to the emergency switchboard in the event of failure of the  main source of electrical power; and

.3 immediately supplying power to emergency lighting

Chapter II-1 : Construction – Structure, subdivision and stability, machinery and electrical installations

Part – E Additional requirements for periodically unattended machinery spaces

UMS requirements: ums regulation

.umsr

.ums regulation

.ums requirement

SOLAS chapter 2-1 part E which is  called – Essential requirements for any unattended machinery space

(UMS)

regulation 46 to 53,describes the UMS regulations

Regulations 46 General

Regulations 47 Fire Precaution

Regulations 48 Protection against Flooding

Regulations 49 Control of Propulsion Machinery from Navigation Bridge

Regulations 50 communication

Regulations 51 alarm system

Regulations 52 safety system

Regulations 53 Special requirements for machinery, boiler and electrical installations

Regulation 46 General

1. The arrangements provided to ensure that the safety of the ship in all sailing conditions, including manoeuvering, is equivalent to manned machinery spaces.
2. Machineries should be maintained to ensure that the equipment is functioning in a reliable manner. Inspection and routine tests are Carried out to ensure continuous reliable operation of machineries.
3. Every ship shall be provided with documentary evidence, proving its fitness to operate with periodically unattended machinery spaces.

Regulation 47 Fire Precaution

1.  Arrangement should be provided on UMS ship to detect and give alarm in case of fire.

a.  In the boiler air supply casing and uptake.

b. In scavenge space of propulsion machinery.

2. In engines of power 2250 Kw and above or cylinders having bore more than 300mm should be provided with oil mist detector for crankcase or bearing temperature monitor or either of two.

Regulation 48: Protection against Flooding

1. Bilge well in UMS ship such that the accumulation of liquid is detected at normal angle of heel and trim and should also have enough space to accommodate the drainage of liquid during unattended period.
2. Where the bilge pumps are capable of being started automatically, means shall be provided to indicate when the influx of liquid is greater than the pump capacity or
3. when the pump is operating more frequently than would normally be expected.

Where automatically controlled bilge pumps are provided, special attention shall be given to oil pollution prevention requirements.

Regulation 49: Control of Propulsion Machinery from Navigation Bridge

1. The propulsion machinery should be able to be controlled from bridge under all sailing conditions. The bridge should be able to control the speed, direction of thrust, and should be able to change the pitch in case of controllable pitch propeller.
2. Emergency stop should be provided on navigating bridge, independent of bridge control system.
3. Indicators shall be fitted on the navigation bridge for:
   1. propeller speed and direction of rotation in the case of fixed pitch propellers; or
   1. propeller speed and pitch position in the case of controllable pitch propellers.
4. Propulsion machinery orders from the navigation bridge shall be indicated in the main machinery control room or at the propulsion machinery control position as appropriate.
5. The remote operation of the propulsion should be possible from one location at a time; at such connection interconnected control position are permitted.
6. The number of consecutive automatic attempt which fails to start the propulsion machinery shall be limited to safeguard sufficient starting air pressure.
7. It shall be possible for all machinery essential for the safe operation of the ship to be controlled from a local position, even in the case of failure in any part of the automatic or remote-control systems.
8. The design of the remote automatic control system shall be such that in case of its failure an alarm shall be given.

Regulation 50 Communication

A reliable means of vocal communication shall be provided between the main machinery control room or the propulsion machinery control position as appropriate, the navigation bridge and the engineer officers’ accommodation.

Regulation 51 Alarm System

1. An alarm system shall be provided indicating any fault requiring attention and shall:
   • be capable of sounding an audible alarm in the main machinery control room or at the propulsion machinery control position, and indicate visually
   • the alarm system shall have a connection to the engineers’ public rooms and to each of the engineers’ cabins
   • alarm system shall give an audible and visual alarm on the navigation bridge for any situation which requires action by or attention of the officer on watch.
   • It Shall activate the engineers’ alarm if an alarm function has not received attention locally within a limited time.
2. The alarm system shall be continuously powered and shall have an automatic change-over to a stand-by power supply in case of loss of normal power supply.
3. Failure of the normal power supply of the alarm system shall be indicated by an alarm.
4. The alarm system shall be able to indicate more than one fault at the same time and the acceptance of any alarm shall not inhibit another alarm.

Regulation 52 Safety systems

A safety system shall be provided to ensure that serious malfunction in propulsion machinery or boiler operations, which presents an immediate danger, shall initiate the automatic shutdown

Regulation 53 Special requirements for machinery, boiler and electrical installations

1. The main source of electrical power shall be such that:
   • In the case of loss of the generator in operation, a stand-by generator of sufficient capacity will automatically start to allow propulsion and steering and to ensure the safety of the ship.
   • automatic restarting of the essential auxiliary machineries need to be provided.
   • If the electrical power is normally supplied by more than one generator simultaneously in parallel operation, in the event of loss of one generator power, the other ones continue operation without overload to allow propulsion and steering, and to ensure the safety of the ship.
2. Where stand-by machines are required for other auxiliary machinery essential for propulsion, automatic change-over devices shall be provided.
3. Automatic control and alarm system
   • The control system shall be such that the services needed for the operation of the main propulsion machinery and its auxiliaries will automatically start.
   • An alarm shall be given on the automatic change-over.
   • A centralized control position shall be arranged with the necessary alarm panels and instrumentation indicating any alarm.
4. Where internal combustion engines are used for main propulsion a system shall be given to keep starting air pressure at the required level

Types of Survey:

.types of survey

.type of survey    .tos

1. Initial Survey
2. Annual Survey
3. Intermediate Survey
4. Renewal Survey
5. Additional Survey
6. Docking survey
7. In water survey
8. Special survey

Initial Survey: 

The initial survey is held before the ship is put in service or when a new device is added to an existing ship, and the relevant certificate is issued to that ship. The initial survey includes a complete inspection, with tests, when necessary, of the structure, machinery and instruments to ensure that the requirements relevant to the particular certificate are compiled with structure, machinery and ships instruments are fit for the service and for voyage.

Annual Survey: 

Annual survey is conducted once a year with leeway of 3 months. It is required by all the ships. A surveyor inspects all the equipment (LSA, FFA) and everything else during annual survey. Example- Load Line Survey

An annual survey allows the administration to verify the condition of ship and its equipment whether it is being maintained in accordance to the regulations. It consists of a certificate examination, a visual examination of the ship and its equipment, and certain tests to ensure that their condition is being properly maintained according to conventions. The content of each annual survey is given in their respective guidelines. It should also include a visual examination to confirm that no unapproved modifications have been made to ship and its equipment

Intermediate Survey: 

Generally, it is conducted after 2.5 years of previous survey certification or after the third anniversary date of the appropriate certificate and should take place after one of the annual surveys.

The intermediate survey is inspection of items appropriate to particular certificate to ensure equipment are working in good conditions and they are seaworthy.

When specifying items of hull and machinery for detailed examination, due account shall be taken of any continuous survey schemes that they are in a satisfactory condition and they are fit for service and voyage.

Renewal Survey:

 It is conducted before the appropriate certificate is renewed but not exceeding 5 years. The renewal survey should consist of an inspection, with tests when necessary, of the structure and machinery spaces to ensure that relevant certificates are compiled with the equipment checked during survey. All certificates, record books, check list, recording manuals and other documents are also checked during Renewal survey.

Additional Survey:

 Whenever accidents occur to a ship or any damage is caused which affects the safety or integrity of ship or the efficiency or completeness of its equipment, the master or owner should make a report as soon as possible and submitted to the administration, the nominated surveyor or recognized organization responsible for issuing that particular certificate should then initiate an investigation/inspection to determine whether a survey, as required by the regulations applicable to the particular certificate, is necessary. This additional survey, should be such as to confirm that the repairs and any renewals have been effectively made and the ship and its instruments are fit for ship and for further voyage.

Docking Surveys

Ships are to be examined in drydock at intervals not exceeding 2½ years twice in 5 years period. And the interval between two docking survey should not exceed 36 months. At the drydocking survey, particular attention is paid to the shell plating, stem frame and rudder, external and through hull fittings, and all parts of the hull particularly liable to corrosion and chafing, and any unfairness of bottom.

In-water Surveys

The Classification Society may accept in-water surveys in lieu of any of the two dockings required in a five-year period. The in-water survey is to provide the information normally obtained for the drydocking survey. Generally consideration is only given to an in-water survey where a suitable high resistance paint has been applied to the underwater hull.

Special Surveys

The special surveys are carried out at intervals of 5 years. A more thorough examination is required at the special surveys. The shell plating, stern-frame and rudder are inspected. The holds, peaks, deep tanks and double bottom tanks are cleared and examined. The tanks are tested for water-tightness. The bilges and tank top also are inspected. Thickness measurement of hull plating is also carried out and recorded. Special survey hull requirements are divided into four ship age groups as follows:
1. Special survey of ships – five years old
2. Special survey of ships – ten years old
3. Special survey of ships – fifteen years old
4. Special survey of ships – twenty years old and at every special survey thereafter
In each case the amount of inspection increases and more material is removed so that the condition of the bare steel may be assessed.