COLD IRONING

COLD IRONING

       COLD IRONING OR SHORE POWER OR ALTERNATIVE MARINE POWER (AMP) IS THE PRACTICE OF PROVIDING SHORE POWER TO A SHIP AT PORT. WHILE THE SHIP IS AT PORT ALL THE ENGINES AND GENERATORS SHUTDOWN AND THE SUPPLY IS TAKEN FROM THE SHORE FOR THE ENTIRE NEED OF SHIP

       THE TERM COLD IRONING IS CAME FROM THE COAL FIRED SHIPS ERA, ONCE THE COAL FIRED SHIPS WAS IN PORT THE SHIP IS CONNECTED TO SHORE SUPPLY AND THE BOILERS TO BE STOPPED AND THE LARGE IRON STEAM ENGINES  ALLOWED TO BE COOLED .THE PROCESS OF COOLING THE IRON BECOME COLD IRONING

      THE LOSANGELS AND CALIFORNIA ARE SOME OF THE PORT FIRSTLY IMPLEMENTED COLD IRONING OR AMP.AND IT IS ALSO REFERRED TO VESSELS OPERATING IN ALASKA

       THE THE COLD IRONING OR SHORE POWER IS FOCUSED TO REDUCE THE EMISSION FROM THE SHIPS BERTHED AT THE PORTS

ADVANTAGES OF COLD IRONING

1. REDUCE THE ENVIRONMENTAL IMPACT. RUNNING DIESEL ENGINE PRODUCES SOx, NOx , PRODUCE NOISE AND VIBRATION WHICH EFFECTS THOSE LIVING AND WORKING ONBOARD

2. COST EFFECTIVE, COMPARING TO RISING BUNKER FUEL COST GRID POWER IS CONSIDER ECONOMICAL

3. THE MORE STRINGENT ENVIRONMENTAL REGULATION SURROUNDING PORT AND COASTAL WATERS

4. MAINTENANCE CAN BE PERFORMED.,ENGINE RUNNING HOURS WILL BE REDUCED,THE MAINTENANCE SCHEDULE WILL INCREASE SO FREQUENT RENEWAL OF SPARES AS PER PMS WILL REDUCE,THROUGH THE SPARE COST CAN MINIMISE

         BY IMPLEMENTING COLD IRONING THE SHIPPING INDUSTRY WILL NOT CUT FUEL OIL COSTS ALSO CUT THE CO₂  EMISSION

DIS ADVANTAGES

1. COST OF INFRASTRUCTURE. THE PORT SHOULD INVEST HUGE AMOUNT ON POWER SOURCE,POWER CABLES,CABLE HANDLING SYSTEM,SWITCH GEAR TRANSFORMERS

2. THE CONNECTORS ARE INTERNATIONALLY NON STANDARD TO BE INTERNATIONALLY STANDARDIZED

3. THE VOLTAGE AND CYCLES ARE NOT UNIFORM ON SHIPS,SUCH AS 380V,440V AND 50HZ,60HZ,CONVERSION TO 50HZ TO 60HZ AND VICE VERSA RAISES THE COST

4. FAILURE OF THE POWER SUPPLY OR PROBLEMS IN THE TRANSMISSION TO WILL CAUSE BLACK OUT

5. POWER LOAD REQUIREMENT OF THE SHIP WILL VARY ON SIZE AND NO OF SHIPS IN PORT

6. THE REDUCTION OF POLLUTION ONLY OCCURS WHILE SHIP IS AT PORT

AUTOMATIC IDENTIFICATION SYSTEM

AIS

          AIS IS A VESSEL TRACKING SYSTEM CAPABLE  OF TRANSMIT AND RECEIVE NAVIGATION INFORMATION AUTOMATICALLY BETWEEN AIS  EQUIPPED VESSEL AND COASTAL AUTHORITIES. UNLESS RADAR AIS CAN SEEN SHIPS BEHIND LARGE OBJECTS SUCH AS OTHER SHIPS OR POINT OF LAND MEANS BENT OF RIVER AND BEHIND THE ISLAND WITHIN THE VHF RANGE

OBJECTIVES OF AIS

AIS IS INTENDED TO ENHANCE SAFETY OF LIFE AT SEA, THE SAFETY AND EFFICIENCY OF NAVIGATION, AND THE PROTECTION OF THE MARINE ENVIRONMENT. THE PURPOSE OF AIS IS TO HELP IDENTIFY VESSELS; ASSIST IN TARGET TRACKING, SIMPLIFY INFORMATION EXCHANGE (E.G. REDUCE VERBAL MANDATORY SHIP REPORTING); AND PROVIDE ADDITIONAL INFORMATION TO ASSIST SITUATION AWARENESS. IN GENERAL, DATA RECEIVED VIA AIS WILL IMPROVE THE QUALITY OF THE INFORMATION AVAILABLE TO THE WATCH KEEPING OFFICER WHETHER AT A SHORE SURVEILLANCE STATION OR ON BOARD A SHIP. 

TYPES OF AIS

THERE ARE TWO TYPES OF AIS

AIS CLASS A & AIS CASS B

CLASS A AIS

CLASS A AIS TRANSPONDERS (SOLAS COMPLIANT) OPERATE USING SELF-ORGANIZING TDMA (SOTDMA) BROADCAST MODE AND TRANSMIT INFORMATION EVERY 2 TO 10 SECONDS WHILE UNDERWAY (EVERY 3 MINUTES WHILE AT ANCHOR) AT A POWER LEVEL OF 12.5 WATTS. STATIC AND VOYAGE RELATED VESSEL INFORMATION, SUCH AS THE VESSEL'S NAME, ARE TRANSMITTED EVERY 6 MINUTES. THEY ARE REQUIRED TO HAVE A DSC (156.525 MHZ) RECEIVER, EXTERNAL GPS, HEADING, AND RATE OF TURN INDICATOR. CLASS A AIS (AUTOMATIC IDENTIFICATION SYSTEM) TRANSPONDERS ALSO TRANSMIT AND RECEIVE SAFETY-RELATED TEXT MESSAGES.

A CLASS A AIS TRANSPONDER BROADCASTS THE FOLLOWING INFORMATION EVERY 2 TO 10 SECONDS WHILE UNDERWAY, AND EVERY 3 MINUTES WHILE AT ANCHOR:

• MMSI NUMBER
• NAVIGATION STATUS
• RATE OF TURN SPEED OVER GROUND
• POSITION ACCURACY
• LONGITUDE AND LATITUDE 
• COURSE OVER GROUND
• TRUE HEADING
• TIME STAMP

IN ADDITION, THE CLASS A AIS UNIT BROADCASTS THE FOLLOWING INFORMATION EVERY 6 MINUTES:

• MMSI NUMBER
• IMO NUMBER
• RADIO CALL SIGN
• VESSEL NAME
• TYPE OF SHIP/CARGO
• DIMENSIONS OF SHIP
• LOCATION ON SHIP WHERE REFERENCE POINT FOR POSITION REPORTS IS LOCATED
• TYPE OF POSITION FIXING DEVICE - VARIOUS OPTIONS FROM DIFFERENTIAL GPS TO UNDEFINED
• DRAUGHT OF SHIP
• DESTINATION -
• ESTIMATED TIME OF ARRIVAL AT DESTINATION - MONTH, DAY, HOUR, AND MINUTE IN UTC

CLASS B AIS

CLASS B AIS  TRANSPONDERS OPERATE USING CARRIER-SENSE TDMA (CSTDMA) BROADCAST MODE AND TRANSMIT INFORMATION EVERY 30 TO 180 SECONDS AT A POWER LEVEL OF 2 WATTS. STATIC DATA, SUCH AS THE VESSEL'S NAME, IS TRANSMITTED EVERY 6 MINUTES.                                                                                          CLASS B AIS TRANSPONDERS ALSO PROVIDE STATIC VESSEL INFORMATION EVERY SIX MINUTES HOWEVER THE INFORMATION ONLY INCLUDES:

• MMSI
• RADIO CALL SIGN
• VESSEL NAME
• LENGTH AND BEAM OF VESSEL
• TYPE OF VESSEL

POSITION UPDATES FOR CLASS B TRANSPONDERS ARE BROADCAST LESS OFTEN THAN CLASS A TRANSPONDERS. VESSELS GOING LESS THAN 2 KNOTS TRANSMIT POSITION UPDATES EVERY 3 MINUTES WHILE VESSELS STEAMING MORE THAN 2 KNOTS TRANSMIT POSITION INFORMATION EVERY 30 SECONDS.

RANGE OF AIS

IT OPERATES IN THE VHF BAND. THE TWO FREQUENCIES USED WORLDWIDE ARE 161.975 AND 162.025 MHZ (CHANNELS 87B AND 88B, OR AIS1 AND AIS2). THE SYSTEM COVERAGE RANGE IS SIMILAR TO OTHER VHF APPLICATIONS, ESSENTIALLY DEPENDING ON THE HEIGHT OF THE ANTENNA. ITS PROPAGATION IS SLIGHTLY BETTER THAN THAT OF RADAR, DUE TO THE LONGER WAVELENGTH, SO IT’S POSSIBLE TO “SEE” AROUND BENDS AND BEHIND ISLANDS IF THE LAND MASSES ARE NOT TOO HIGH. A TYPICAL VALUE TO BE EXPECTED AT SEA IS NOMINALLY 20 NAUTICAL MILES. WITH THE HELP OF REPEATER STATIONS, THE COVERAGE FOR BOTH SHIP AND VTS STATIONS CAN BE IMPROVED CONSIDERABLY. 

APPLICATION OF AIS  

ALL SHIPS OF 300 GROSS TONNAGE AND UPWARDS ENGAGED ON INTERNATIONAL VOYAGES AND CARGO SHIPS OF 500 GROSS TONNAGE AND UPWARDS NOT ENGAGED ON INTERNATIONAL VOYAGES AND PASSENGER

SHIPS IRRESPECTIVE OF SIZE SHALL BE FITTED WITH AIS

NEAR MISS

NEAR MISS

   A sequence of events or conditions that could have resulted in loss, the potential loss could be human injury,environmental damage,or negative business impact. near miss may define the primary condition which may lead to an accident.or its a warning of accident so to avoid an accident the primary conditions(near miss) to be eliminate by corrective actions.

EXAMPLES OF NEAR MISS
   1. Any event that leads to the implementation of an emergency procedure, plan or response and thus prevents a loss   Eg.:- a collision is narrowly avoided; or a crew member double checks a valve and discovers a wrong pressure reading on the supply side
   2. Any event where an unexpected condition could lead to an adverse consequence, but which does not occur. Eg.:- a person moves from a location immediately before a crane unexpectedly drops a load of cargo there; or a ship finds itself off-course in normally shallow waters but does not ground because of an unusual high spring tide
   3. Any dangerous or hazardous situation or condition that is not discovered until after the danger has passed. Eg.:- a vessel safely departs a port of call and discovers several hours into the voyage that the ship's radio was not tuned to the Harbor  Master's radio frequency; or it is discovered that ECDIS display's scale does not match the scale, projection, or orientation of the chart and radar images

 BARRIERS OF REPORTING NEAR MISS

1.in most of the cases near misses are known to individual only who decides it reported or not

2.another factor is the fear of being blamed, disciplined, embarrassed, or found legally liable.

3.unsupported company management attitude

4. insincerity about addressing safety issues

   All these barriers can overcome by:   

1. Encouraging a “just-culture” in the company which covers near-miss reporting
2. Assuring confidentiality for reporting near-misses, through company policy 
3. Ensuring that investigations are adequately resourced. 
4. Following through on the near-miss report suggestions and recommendations

NEAR MISS INVESTIGATION PROCESS

1.minimum information gathered about near miss

.a) Who and what was involved?
.b) What happened, where, when, and in what sequence?
.c) What were the potential losses and their potential severity?
.d) What was the likelihood of a loss being realized?
.e) What is the likelihood of a recurrence of the chain of events and/or conditions that led to    the near-miss?

2.date,time,location,cause,weather condition

3.gathering near miss information

4.analyzing information

5.identifying casual factors

6.developing and implementing recommendation

7.completing the investigation

  COMPLETING THE INVESTIGATION 

1. Completion of the investigation process requires the generation of a report ,either brief or
extensive, depending on the depth of analysis performed and the extent of risk

2. The ultimate objective of near-miss reporting and investigating is to identify areas of
concern and implement appropriate corrective actions to avoid future losses. To do so requires
that reports are to be generated, shared, read, and acted upon. Companies are encouraged to
consider whether their report should be disseminated to a wider audience. 

3. It may take years for safety trends to be discerned, and so reporting must be archived and
revisited on a timely basis. Near-miss reports should be considered along with actual casualty or incident reports to determine trends. There should be consistency in the identification and
nomenclature of causal factors across near-miss and casualty/incident reports

AUDIT

AUDIT

WHAT IS AN AUDIT?

  AN AUDIT IS A SYSTEMATIC AND INDEPENDENT EXAMINATION TO DETERMINE WHETHER QUALITY ACTIVITIES AND RELATED RESULTS COMPLY WITH PLANNED ARRANGEMENTS AND WHETHER THESE ARRANGEMENTS ARE IMPLEMENTED EFFECTIVELY AND ARE SUITABLE TO ACHIEVE OBJECTIVES

PURPOSE OF AUDIT

  TO DETERMINE THE LEVEL OF CONFORMITY OR NON CONFORMITY OF THE SYSTEM WITH SPECIFIED REQUIREMENTS

  TO DETERMINE THE EFFECTIVENESS OF THE IMPLEMENTED MANAGEMENT SYSTEM IN MEETING SPECIFIED OBJECTIVES.THIS MAY SAFETY,SECURITY IN SHIP OPERATION,HEALTH,SAFETY AND ENVIRONMENTAL PROTECTION

  TO PROVIDE THE AUDITEE WITH AN OPPORTUNITY TO IMPROVE THE MANAGEMENT SYSTEM

  TO DETERMINE COMPLIANCE WITH REGULATORY REQUIREMENTS

  TO CLARIFY AN ORGANIZATION SYSTEM BY AN ACCREDITED AUDITING AND CERTIFICATION BODY

TYPES OF AUDIT

  a) FIRST PARTY AUDIT(INTERNAL AUDIT):-THE FIRST PARTY AUDIT IS CARRIED OUT BY ORGANIZATION ITSELF,THE AUDIT PROGRAM IS NORMALLY THE RESPONSIBILITY OF DPA IN ISM MANAGEMENT REPRESENTATIVE IN ISO

  b) SECOND PARTY AUDIT (EXTERNAL AUDIT):-  THE SECOND PARTY AUDIT IS CARRIED OUT BY ON BEHALF OF THE CUSTOMER FOR THE PROVISION OF SERVICE. THIS AUDIT REVEAL HOW A SHIP WAS MANAGED AND MAINTAINED 

  c) THIRD PARTY AUDIT (EXTERNAL AUDIT):- THE THIRD PARTY AUDIT NORMALLY CARRIED OUT BY A CERTIFICATION BODY,STATUTORY BODY OR SUITABLY INDEPENDENT BODY FOR THE PURPOSE OF SOME FORM OF APPROVAL,ENDORSEMENT OR AS A REQUIREMENT FOR FULFILLING MANDATORY REQUIREMENT,THE THIRD PARTY IS A BODY WHICH OUGHT TO HAVE NO DIRECT INTEREST OR RELATION SHIP WITH ORGANIZATION TO BE AUDITED

AUDIT METHODS
1.SYSTEM AUDIT
2.CONTRACT AUDIT
3.PROCESS AUDIT
4.PRODUCT AUDIT

SYSTEM AUDIT THIS METHOD IS USED TO ESTABLISH IF THE AUDITEE HAS DOCUMENTED AND IMPLEMENTED A MANAGEMENT SYSTEM IN OTHER WORDS SYSTEM COMPLY WITH ITS REQUIREMENTS AND IS EFFECTIVELY IMPLEMENTED
CONTRACT AUDIT THIS METHOD IS CARRIED OUT AGAINST THE CONDITIONS OF A GIVEN CONTRACT
PROCESS AUDIT THIS IS USUALLY AN INTEGRAL PART OF A SYSTEM OR CONTRACT AUDIT AND LOOKS AT THE WORKING METHODS AND INSTRUCTIONS IN ORDER TO ESTABLISH
PRODUCT AUDIT THIS METHOD OF AUDITING INVOLVES AN INDEPENDENT EVALUATION OF A PRODUCT TO  DETERMINE ITS FITNESS FOR USE AND CONFORMITY TO SPECIFICATION AND THIS ENSURING THE CUSTOMERS NEEDS AND PRODUCT SPECIFICATION REQUIREMENTS HAVE BEEN MET

SPARE PARTS INVENTORY,MARINE ENGINEERING

SPARE PARTS INVENTORY

WHY SPARE PARTS INVENTORY HAS TO BE KEPT?

                SPARE PARTS INVENTORY HAS TO BE KEPT & MAINTAINED AS PER THE REQUEST OF

1, MAKERS RECOMMENDATION 
2. CLASSIFICATION REQUIREMENTS 
3. OWNERS DECISION

                OF THESE CLASS REQUIREMENTS MUST BE MET WHILE MAKERS AND OWNERS REQUIREMENT WILL BE OVER AND ABOVE THE CLASS REQUIREMENT. AS PER COMPANY POLICY AND EXPERIENCE SOME STORES ARE ALSO REQUIRED TO BE STOCKED ONBOARD AS CONSUMABLES OR REPLACEMENT SPARES AND AS PER COMPANY POLICY AND CLASS REQUIREMENT SOME CRITICAL SPARES ARE TO BE MAINTAINED

ALL SUCH SPARES AND STORE ITEMS MUST BE LISTED AND STORED IN APPROPRIATE PLACE WHICH CAN BE LOCATED EASILY BY THE RECORD IF NECESSARY

INVENTORY CONTROL AND MANAGEMENT IS REQUIRED SO THAT.

1.NO UNNECESSARY STOCKING OF SPARES AND STORES WHICH WOULD ULTIMATELY REMAIN UNUSED AND GO WITH THE VESSEL GOING TO SCRAP YARD

2.NO SITUATION WHEN MOST REQUIREMENT PART IS UNAVAILABLE LEADING TO SLOW DOWN OR STOPPAGE OF THE VESSEL

COST INVOLVED IN PROCUREMENT OR STORAGE

1. ADMINISTRATIVE OR TECHNICAL COST(OFFICE)

2. COST OF SPARE AND CLASSIFICATION IS REQUIRED

3 .COST OF TRANSPORTATION WHICH ALSO INCLUDE

                a) PACKAGING COST

                b) INSURANCE

                c) LAND, AIR SEA FREIGHT

                d) CUSTOM CLEARANCE

                e) STORAGE IN TRANSPORT

4. CAPITAL IS BLOCKED DURING STORAGE ONBOARD

                WHERE SUCH LARGE MONEY IS INVOLVE IN PURCHASE OR STORAGE OF SPARES OR STORES AS WILL AS TO AVOID TOTAL STOPPAGE OR LACK OUT DUE TO NON AVAILABILITY OF IMPORTANT SPARES IT IS AT MOST IMPORTANT TO GIVE DUE CONSIDERATION TO SPARE PART MANAGEMENT AND INVENTORY CONTROL

                SPARE PARTS VARY FROM SMALL PARTS TO WASHERS GASKETS TO COSTLY ITEMS LIKE PISTON, CYLINDER HEAD ETC. IT IS THERE FORE NECESSARY TO MONITOR CONSUMPTION OF PARTS AS WELL AS THE BALANCE ONBOARD

                THE OBJECT OF SPARE PARTS MANAGEMENT IS TO ENSURE THE AVAILABILITY OF SPARES FOR MAINTENANCE AND REPAIRS OF THE SHIP AND MAKING AS WND WHEN REQUIRED AT AN OPTIMUM COST

                AN INVENTORY OF SPARE PARTS SUFFICIENT TO MEET THE NEEDS POSED BY THE SHIP PLANS OF OPERATION IS MAINTAINED ONBOARD ITS CONTENT SHOULD BE DECIDED TAKING IN TO CONSIDERATION  INVENTORY MANAGEMENT IS PRIMARILY ABOUT SPECIFY THE SIZE AND PLACEMENT OF STOCKED GOODS