Seatime Report - LLMN M/T Tradewind Force

Seatime Report - LLMN Miquel Solé Rebull

1

M/T Tradewind Force IMO Number : 9127710

Operation and Dry Docking 2012

Facultat Nàutica de Barcelona

Degree: Llicenciatura en Màquines Navals

Course: Pràctiques en el vaixell

Student: Miquel Solé Rebull

Sea time period: From the 18th

of April to the 19th

of August 2012.

Professor: Juan Antonio Moreno Martínez


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3

LIST OF CONTENTS

Introduction page:4

Part 1: Standard Operation Procedures page:8

1.1 Starting Procedure Fire Emergency Pump page:8

1.2 Quick Closing Valves System Operation Procedure page:9

1.3 Lifeboat Starting Procedure page:10

1.4 Emergency Foam Starting Procedure page:11

1.5 Cold Start Procedure page:12

1.6 Black Out Procedure page:13

1.7 Black Up Procedure page:15

Part 2: Fresh Water Production Increment Report page:17

Part 3: CSM items page:21

Part 4: Dry docking page:27

Part 5: Examples for correct entries in the OIL RECORD BOOK page:31

Part 6: References page:34


4

INTRODUCTION

General

The M/T Tradewind Force was under Time Charter with Guy Oil, trading in the following areas:

� Curacao – Georgetown – New Amsterdam

The cargo was loaded and stowed in ISLA Terminal, Willemstad, Curacao, The Netherland

Antilles and discharges as per the charterer orders in both The Providence Terminal,

Georgetown, Guyana or Berbice Terminal, New Amsterdam, Guyana.

figure 1: Map of the route with A: Curacao; B: George town; C: New Amsterdam

The round trip could be completed in 12 days, but unfortunately the call back into Curacao

depended on the cargo orders, available jetty and terminal production. So the vessel was at

the end of the round trip in stand-by in front of Curacao. Due to the unavailable anchorage,

the vessel was forced to stand still and drift for several days during these periods of time.

The cargo loading and stowing plan was the following:

� Fuel Oil – COT 6 port and starboard

� MOGAS – COT 2 and 4 port and starboard, but at times COT 1 Port and

Starboard

� Gas Oil – COT 3 and 5 port and starboard, but at times COT 1 port and

starboard.

� Kerosene – COT 1 port and starboard

As a normal procedure lightering operation was avoided since coordination with 2nd

officer

for the safe passing draft into the river was done. Tides were always taken on count and

the stowage plan was always prepared with the minimum possible safe draft.


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REGISTERED OWNER : WILDEINEST INC.

Class Number : 9733417

IMO Number : 9127710

Owner/Manager Address

Registered Owning Company WILDEINEST INC.

Customer Number : 036633

Attention : ACCOUNTS PAYABLE,

Address :C/O ARIAS FABREGA & FABREGA16TH FLOOR, PLAZA 2000 BUILDING BOX

6307 Panama.

Managing Company

V. SHIPS USA LLC



Address : 1101 BRICKELL AVENUE SUITE 1500 Miami, FL, 33131, United States.

Billing Customer

V. SHIPS USA LLC



Address :

1101 BRICKELL AVENUE

SUITE 1500

Miami, FL, 33131, United States.

General Characteristics

Designation

Call Sign H9NT

Flag Name Republic of Panama

Port of Registration Panama

Keel Laying Date 11 Mar 1996

Delivery Date 29 Jul 1997

Categories

Description Double Hull Oil and Chemical Carrier

SOLAS CATEGORY Oil Tanker/Chemical Tanker

MARPOL CATEGORY Chemical Tanker

IBC IGC CATEGORY Type 1

ISM CATEGORY Oil Tanker/Chemical Tanker

Previous Names

Previous Name From 19 May 2002 Date To Date 29 Jan 2005

BUNGA MELAWIS DUA

Previous Flags

Previous Flags Port Name From Date To Date

Malaysia Port Kelang 19 May 2002 29 Jan 2005

ABS Class Notations

`+A1, Oil and Chemical Carrier, , @AMS, @ACC, VEC

ABS Notations

ESP, CRC

Service Limit


6

Unrestricted Service

MAI� CHARACTERISTICS

FLAG Panamá

BUILT 1997/KOREA

CLASS ABS

TYPE Oil/Chemical IMO

II

SPEED 11,5 Knots

DWT 8,622 Tons

GRT 6,373 Tons

NRT 2,550 Tons

LOA 116,6 mts.

BEAM 18,6 mts.

DEPTH 10,55 mts.

DRAFT 7,614 mts.

IMO NR. 9127170

CALL SIGN H9NT

OWNERS Wildeinest S. de R.

L.

TECHNICAL MANAGERS Vships USA

COMMERCIAL

MANAGERS Tradewind Tankers

HULL Double Hull

BOW THRUSTER NO

CARGO PUMPS

4 X 100 m³/hr

4 X 150 m³/hr

4 X 200 m³/hr

1 X 70 m³/hr PORTABLE

BALLAST 2 X 300 m³/hr

CARGO TA�K CAPACITIES

(98%)

Seg. # 1 COT 1P 412,788 m³

Seg. # 2 COT 1S 412,788 m³

Seg. # 3 COT 2P 717,492 m³

Seg. # 4 COT 2S 717,492 m³

Seg. # 5 COT 3P 1275,299 m³

Seg. # 6 COT 3S 1275,299 m³

Seg. # 7 COT 4P 818,512 m³

Seg. # 8 COT 4S 818,512 m³

Seg. # 9 COT 5P 1274,576 m³

Seg. # 10 COT 5S 1274,576 m³

SLOP TANK 637,969 m³

SBT 3752,278 m³

CARGO SYSTEM

TANKS 10

GRADES 10

COILS YES

COATING ZINC SILICATE

CAPACITY 8,997,2 m³

CRANE 1 X 5 Tons

Machinery

Propulsion System

MAIN ENGINE

Manufacturer Name : HHI ENGINE &

MACHINERY DIV.

Model Number : 6L35MC


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Cylinder Bore: 350 mm Maximum Continuous

Rating:

3401.76 kW

Number of Cylinders: 6 Piston Stroke: 1050 mm

PROPELLER

Propeller Design Speed: 13 knots Propeller Material (ABS Grade): Bronze

Tail Shaft

Propeller Shaft Bearing Bearing Lubricant: Oil


8

PART 1: STANDARD OPERATION PROCEDURES

1.1 Starting procedure Fire Emergency Pump

1.- Open suction valve A 2.- Open discharger valve B

3.- Push start 4.- Check monometer gauges, the pressure is

5 kg/cm2

Note: After the starting running check there is one hydrant open on main deck


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1.2 Quick Closing Valve System Operation Procedure

To activate (Close) the valves

1.- Check pressure of bottle 7 kg/cm2.

2.- Open air valve No 1 and check the pressure on the

manometer above.

3.- Chose group of valves to be activated (No 1 - No2).

4.- Move corresponding lever to position A check in E.R..

that artic closing valves are Closed

To reset the System

1.- Move corresponding lever and return to position N

2.- Close air valve No 1

3.- Move lever to position B Check the pressure.

4.- Put and keep lever to position N

5.- Reset all quick closing valves (Open as required)


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1.3 Lifeboat Starting Procedure

1.- Open the valve of fuel oil. 2.- Turn ON battery switch 3 .- Press propeller

engaging gear and Then put the

Eng. Control lever into

Middle of neutral and max.

ahead

4.- Push engine stop lever a press 5.- After starting, put Eng. Control 6.- Astern position

running

Starting botton (max 10 sec Lever into neutral at the time)

Stop precedure

1.- Put Eng. Control Lever into Neutral (Fig. 5).

2.- Pull Out Eng. Stop Lever until engine is stopped. (fig. 4 upper hand).

3.- Turn Off battery switch (fig. 2)


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1.4 Emergency Foam Start Procedure

1.- Open Valve No 1 SW Line 2.- Open Valve No 7 3.- Check always open valve No

4 4.- Check Always open valve No 5

Through Monitor and Hydrant FOAM return

5.- Check open Valve No 6 6.- Open Suct FOAM Valve No 3 7.- Press GREEN Button to start

8.- Open Valve No 2 Through Monitor

Them check Foam Pressure

and Fire Hydrant

CAUTION.- OPEN AND / OR CLOSE OF VALVES CONDITION:

Valves No 1-2-7-8-9- & 10 Are always to be Closed Valves No 3-4-5- & 6 Are

always to be Opened


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1.5 Cold Start Procedure

1 - Start 01 generator with diesel oil and connect it to main switch board accordingly.

2.- start the boiler cold flashing of diesel oil, increase the pressure gradually

3.- open the main steam valve gradually, use service steam to heat fuel oil, lube oil & me jacket

water

5.- start the l.o. Purifier

6.- when f.o. Temperature for auxiliary engine system reaches 90 °c change over a/e to f.o.

7.- when me engine fo supply reaches about 90°c change over from d.o. To fuel oil supply

8.- lubricate manually the m.e. Cylinders

9.- engaged and turn the m.e. Turning gear

10.- inform to the bridge about readiness


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1.6 Black Out Procedure

1. Be prepared for black out in e/room with safety flash light and follow this guidelines.

2. In case of main generator stop the emergency generator will be started automatically and

put in bar in the emergency switchboard, lighting and emergency equipment should be

powered.

3. Investigate the cause of the black out problem like short fuel un the tanks, water in fuel or

valve closed, low pressure lo trip, jacket cooling fw high temperature, over speed, others.

4. After found the problem and solved it if have enough air from main air vessel, start main

generator check all parameters if it is normal and before put in bus bar disconnect emergency

switch from emergency generator after in bulbar reset all breakers and return as normal.

5. if not air available from main vessel, use emergency air bottle to raise the air pressure in

reservoir pump with emergency compressor (manual) and then start main generator as 4.

6. After check all temperature pressures are ok in the main generators, stop emergency

generator.

7. Check that all equipments and switchboards not damaged due suddenly decreasing of

voltage when have occurred the black out.

Starting procedures

1.Lubricate manually cylinders turning the lubricators.

2.Start main lub. oil pump.

3.Turn M/E with turning gear.

4.Disegage the that is locked in out position, the indicator lamp for turning gear engaged

should now go out.

5. Drain the starting air system (condensate)

6. Draine control air system from water and check pressure ( 7,0 bar)

7. Check the pressure and sight glasses of lubrication M/E and T/C.

8. Start exh. valve lub. oil pump. Check pressure

9. Check cylinder lubricators handle is in vertical position or higher position.

10. Cooling water temperature preheated 60c.check pump pressure.

11. Fuel recirculation pump running and fuel pressure and fuel preheated

at 105 c.


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12. start fuel supply pump

13. set switch for aux. blowers in position auto.

14. blow m/e with open indicators valves to ensure any water is inside cylinders put

regulating handle in start position, after one revolution,

return to stop position. telegraph should be moved to dead slow ahead/astern.

15. Close indicator valves.

16. Put telegraph ahead position.

17. Moved the regulating handle to start position turn engine with air after

some revolutions put handle delivery fuel and turn slowly dead slow revolutions.

18. Modes of starting available

A) Manual control from ecr

B) Emergency console on engine.

19. Starting with cold engine in exceptional case minimum of 20c engine temperature the rpm

should be increased slow over period of 40 min or more. Very important preheated engine all

time and keep temperature 60 c. Also very important - don’t change fuel oil. maneuvering

time used only f.o. also very impotent carefully check cylinder lubrication. Daily consumption

120 - 130 ltrs.

If starting problem or cylinder not firing need check suction valve fuel oil injector pump.

this engine is very reliable if keep all parameters. only over cooling temperature keep less 70c

maybe start crack on cyl. cover or liner. Crack cylinder liner maybe start if not enough cylinder

oil. Injectors can working 10000 hrs.

exh. valve working max. 5000 hrs. very impotent exh. valve overhaul time check valve

spindled valve seat by caliper angel seat and spindled is different. Also necessary keep under

control turn exh. valve turn mech.


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1.7 Black up procedure

Zone Diesel Generator

1.- Open Air Supply Valve. 2.- Open D.O. Suction and discharge

valve of emergency D.O. pump

3.- Put the switch in position “ON” 4.-Start Aux. Eng. With Push botton of

The emergency D.O. pump. (In the CER) The starting control valve, before check

control level is in intermediate position

between STOP and RUN


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In the engine control room

5.- Plush to close air circuit Breaker. 6 Change over running emergency D.O.

pump to or switch to close ABC control switch

auxiliary engine D.O. flushing pump

7.- Run L.T. cool pump.

8.-Run Center Cool Sea Water Pump


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PART 2: FRESH WATER PRODUCTION INCREMENT REPORT

During the inspection and operation of the Fresh Water Generator (FWG) JWSP-26-C100

installed on-board, the following observations and faults were found.

Observation /Fault finding:

� Extremely Low Production 7 to 9 m3 a day representing about a 22 to 28% of the

maximum production specified into the manual.

� Insufficient vacuum

� The Jacket water outlet from main engine to the evaporator side was being passed

through the heater before the FWG which was excessively being heated by steam.

� Incorrect vacuum gauge ( maximum vacuum reading 0.8 bar, reading required 1 bar)

� High separator vessel temperature.

� The separator vessel was not opened for a long period of time.

� The FWG could be operated using the General Service Pump when the Ejector Pump

fails, but there is no valve on the discharge side of the FWG ejector pump.

Since the FWG is an essential element on-board to maintain the fresh water level for the

correct operation of the ship, the following work was performed to increase the fresh water

production.

Work performed previous to open the separator vessel:

� Chemical recirculation on the condenser and evaporator plates.

Observations and deficiencies found when dismantling the FWG

� Several plates wrongly fitted

� Defective plates due to previous wrong assembly and over-tightening

� The plate gaskets were in very poor conditions, deteriorated and deformed.

� Both pressure plates were bended due to over-tightening.

� Clearance between the plates was insufficient due to over-tightening.

� Big scale accumulations which nearly blocked the passages.

� Excessive clearance between the impeller and the wear ring in the distillated pump.

� Small hole on the suction pipe of the FWG ejector pump.

� Zinc anodes were found in un-satisfactory conditions.

Work performed on the Fresh Water Generator

� Dismantlement the front cover.

� Dismantlement of the distilled pump.

� Dismantle the condenser and evaporator plates for cleaning and inspection.

� Evaporator plates were completely submerged into a hot, inhibited acid bath.

� Condenser plates were scrubbed with a soft brush and plain hot water.

� Reassembling of the plates.


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� Fabrication of a new mount ring for the distillated pump.

� Reassembled all components.

� Pressure tested the condenser and evaporator.

� Pressure tested the separator vessel.

� Zinc anodes were changed.

� Incremented the amperage of the tripping device from 30 A to 32 A in the Ejector

Pump.

� Thermometer was changed due to leaking during the pressure test.

� FWG ejector pump suction pipe hole was repaired.

Actual Fresh Water Production

After the work performed above, the actual daily production of fresh water is approximately

20 to 21m3. This figure represents an increment on the production around 12 to 14 m3 per

day.

Even thought the actual fresh water production is considerably higher than the previous

production (286% higher). It is the 63% of the maximum production specified into the

manufacturer manual. Therefore, we recommend the following actions in order to increase

the fresh water production and properly maintain the Fresh Water Generator System.

Recommendations

� Substitute the plate gaskets for new ones.

� Realign the pressure plates after receiving the plate gaskets.

� Install new vacuum gauge.

� Renew several heat exchanger plates on both evaporator and condenser.

� Install a valve after FWG ejector pump for correct operation of the system with the

General Service Pump.

Image 1: Fresh Water Generator (Alfa Laval JWSP-26-C100) installed on the M/T Tradewind

Force.


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Image 2: Detail of the Evaporator Pressure Plate Bending

Image 3: Scale piece with a substantial size.

Pressure Plate Bending


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Image 4: Detail on the condition of the evaporator heat-transfer titanium plates and gaskets.

Image 5: Detail on the state of the Zinc anodes


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PART 3: CSM (CONTINUOUS SURVEY ON MACHINERY)

With the purpose of have credited the maximum amount of items in the CSM (Continuous

Survey on Machinery).

A rocking test on the main crane for crediting the Cargo Gear Item by the Class was due the

23th of June 2012. As per the superintendent instructions, the Chief engineer planned to

inspect and overhaul the following items:

Date Element Surveyed: class’ society nomenclature (Onboard nomenclature)

04/06/2012 Fuel Oil Purifier Pump #2 Feed (FO Purifier Feed Pump #2)

07/06/2012 Lube Oil Pump #2 Feed (LO Purifier Feed Pump #2)

08/06/2012 Aux. Boiler Feed Pump No. 02 (Boiler Main Feed Water Pump #2)

06/06/2012 Cargo Tank Cleaning Warm Up Heater No.1 (Tank Cleaning Heater #1)

14/06/2012 Cargo Tank Cleaning Warm Up Heater No.1 – Press. Test (Pressure Test of

Tank Cleaning Heater #1)

07/06/2012 Cargo Tank Cleaning Warm Up Heater No.2 (Tank Cleaning Heater #2)

14/06/2012 Cargo Tank Cleaning Warm Up Heater No.1 – Press. Test (Pressure Test of

Tank Cleaning Heater #1)

18/06/2012 Fresh Water Pump No.2 (Fresh Water Pump #2)

18/06/2012 Main Fresh Water Circulating Pump No.2 Hot Water (#2 Main Hot Water

Circulating Pump)

16/06/2012 Diesel Oil Pump 2d/Gflush (D/G #2 Diesel Oil Flushing Pump)

19/06/2012 Purifier No.2 for Fuel Oil (#2 F.O. Purifier)

18/06/2012 Pump Sludge (Sludge pump)

16/06/2012 Bilge Separator (Oil Water Separator)

21/06/2012 Sea Chests (High and Low Sea Chest)

20/06/2012 Bilge Piping (Bilge Piping)

21/06/2012 Bilge Suction Valves (Bilge Suction Valves)

18/06/2012 Bilge wells eachcgtank (Port Bilge Well, Stbd Bilge Well and Aft Bilge Well)

21/06/2012 Boiler Feed Water Piping (Boiler Feed Water Piping)

21/06/2012 Condensate Piping (Condensate Piping)

21/06/2012 Starting Air Piping (Starting Air Piping)

21/06/2012 Starting Air System (Starting Air System)

21/06/2012 Stern Tube Lubricating Piping (Steam Tube Lubricating Piping)

12/06/2012 Aux. Boiler F.O. Pump No.2 (Aux Boiler Heavy Fuel Oil Pump #2)

21/06/2012 Cargo Transfer Control System Emergency Shutdown System

19/06/2012 Aux. Generator No.1

19/06/2012 Main Power Distribution System

17/06/2012 Alarms for Fire Detection System

19/06/2012 Aux. Generator No.01 – Megger Reading

19/06/2012 Aux. Generator No.01 – Ops. Test



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20/06/2012 Aux. Switchboard

20/06/2012 Electric Fixtures

20/06/2012 Generator Trip No.1 – Reverse Power Protection

20/06/2012 Generator Trip No.1 – Under Voltage Protection





Sludge Pump

Date: 18 June 2012

Inspected and Overhauled; found in satisfactory conditions.


23

Fresh Water Pump No.2

Date: 18 June 2012


Main Fresh Water Circulating Pump No.2

Date: 18 June 2012



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Bilge Wells, eachcgtank

Date: 18 June 2012

Cleaned and Inspected. Found in satisfactory conditions.

Purifier No.2 for Fuel Oil

Date: 19 June 2012



25


Date: 19 June 2012



Date: 19 June 2012



26

Main Alternator No.2

Date: 19 June 2012


Filter before Control Air Pressure Reducing Valvel

Date: 19 June 2012



27

PART 4:EXAMPLES FOR CORRECT ENTRIES IN THE OIL RECORD

BOOK

The following is recorded in the supplement to the IOPP Certificate (Form B) – Record of

construction and equipment for oil tanker):

3.1 The ship is provided with oil residue (sludge) tanks as follows:

Sludge Tank – 15.4 m3

Separated Oil Tank – 15.3 m3

Incinerator Waste Oil tank – 1.0 m3

3.2 Means for the disposal of oil residues in addition to the provision of sludge tanks:

Incinerator for oil residues; capacity 20 l/h

Evaporation of water from Incinerator Waste Oil tank

3.3 The ship is fitted with oil holding tank(s) for the retention on board of oily bilge water as

follows:

Bilge Water Holding Tank – 28.9 m3.

OWS Capacity 5.0 m3.

Guidance on sludge quantity to be reported:

1. Quantity of fuel oil sludge produced should be equivalent to 1–2% of the heavy fuel oil

burned. (USCG)

2. Sludge daily quantity should be equivalent to (0.8% -1%) of HFO daily consumption + 0.5%

of DO daily consumption. (MARPOL)

3. Sludge on board = sludge produced – sludge incinerated (Intertanko)

DATE CODE

(LETTER)

ITEM

(NUMBER)

RECORDS OF OPERATIONS / SIGNATURE OF OFFICER IN

CHARGE

Date

(weekly)

C 11.1 Sludge Tank

11.2 15.4 m3

11.3 3.9 m3

11.1 Separated Oil Tank

11.2 15.3 m3

11.3 0.7 m3

11.1 Incinerator Waste Oil tank


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DATE CODE

(LETTER)

ITEM

(NUMBER)


CHARGE

11.2 1.0 m3

11.3 0.4 m3

I Bilge Water Holding Tank, Capacity 28.9 m3, Total quantity

of retention 22.0 m3

Date, Officer’s in charge & Chief Engineer Signatures

Date C 12.1 3.0 m3 sludge disposed from Sludge Tank to Hamburg port

facilities. Quantity retained in Sludge tank 0.9 m3

Signature

Date C 12.2 0.5 m3 sludge transferred from Separated Oil Tank to

Incinerator Waste Oil tank. Quantity retained in Separated

Oil Tank 0.2 m3. Total content in Incinerator Waste Oil Tank

0.9 m3.

Signature

Date C 12.2 0.3 m3 water drained from Incinerator Waste Oil tank to

Bilge Water Holding Tank. Quantity retained in Incinerator

Waste Oil Tank 0.6m3. Total content in tank 22.0m

3.

Signature

Date C 12.3 0.4m3 sludge incinerated from Incinerator Waste Oil tank.

Total time of operation 20 hours. Quantity retained in

Incinerator Waste Oil Tank 0.2m3.

Date C 12.4 0.1m3 water evaporated from Incinerator Waste Oil tank.

Quantity retained in Incinerator Waste Oil Tank 0.1m3.

Signature

Date D 13. 10.0 m3 from Bilge Water Holding Tank, Capacity of tank

28.9 m3. Quantity retained in Bilge Water Holding Tank

12.0 m3.

14. Started 08:00, Stopped 10:20

15.1 Through 15 ppm equipment

Position at start:

Position at end:

C 12.2 0.1 m3 from 15 ppm equipment operation to Sludge Tank.

Total content in Sludge Tank 1.0 m3

Signature

Date D 13. 4.0 m3 from Bilge Water Holding Tank, Capacity of tank 28.9

m3. Quantity retained in Bilge Water Holding Tank 8.0 m

3.


15.2 Bilge water discharged to Antwerpen reception facility.

Signature

Date D 13. 2.0 m3 from ER bilges


15.3 Bilge water discharged to Bilge Water Holding Tank. Capacity

of tank 28.9 m3. Quantity retained in Bilge Water Holding

Tank 10.0 m3.

Signature


29

DATE CODE

(LETTER)

ITEM

(NUMBER)


CHARGE

Date D 13. 3.0 m3 from Bilge Water Holding Tank. Capacity of tank 28.9

m3. Quantity retained in Bilge Water Holding Tank 7.0 m

3.


15.3 3.0 m3 discharged from Bilge Water Holding Tank to Slop

Tank portside. Quantity retained in Slop Tank portside

125.0 m3.

Signature

Date H 26.1 Amsterdam

26.2 Started 10:00, Finished 12:30

26.3 300.0 mt HFO360 to Deep Tank (P). Total content in tank 310

mt.

350.0 mt HFO 360 to Deep Tank (Stbd). Total content in tank

360.0 mt.

Signature

Date H 26.1 Amsterdam

26.2 Started 10:00, Finished 12:30

26.4 1.0 mt Mobilgard 357 to Lub Oil Tank (P). Total content in tank

1.5 mt.

2.0 mt Mobilgard 358 to Lub Oil Tank (Stbd). Total content in

tank 2.7 mt.

Signature

Date

(no later

than 24 hrs

prior

arrival)

I Operational test of OWS and associated equipment carried

out. It found in a good order.

Signature

Date

(prior

arrival)

I OWS overboard discharge valve closed and sealed with seal

number 123456

Signature

Date

(prior

arrival)

I OWS overboard discharge valve closed and secured by padlock

Signature

Date

(as per

PMP)

I ER emergency suction valve seal was removed in order to

ensure the valve is free. Thereafter the valve closed and

secured with seal No.12345

Signature

Date

(if any

work

performed)

I Valves and piping on discharge side of OWS opened, inspected

and cleaned. After maintenance OWS and Oil Content Meter

checked for proper operation and found in order.

Signature

Date

(every 2

months)

I OWS opened, inspected and cleaned. After maintenance OWS

and Oil Content Meter checked for proper operation and

found in order


30

DATE CODE

(LETTER)

ITEM

(NUMBER)


CHARGE

Signature

Date

(every 2

months)

I Bilge holding tank cleaned.

Signature

Date

(monthly)

I OWS filter cleaned (or renewed as required). After

maintenance OWS and Oil Content Meter checked for proper

operation and found in order.

Signature

Date

(annually)

I Sample landed for testing in a shore laboratory

Signature

Date

(annually)

I The Oil Content Meter calibrated and found in good order

Signature

Date

(on

entering /

exiting a

SECA)

I Time

Position when changeover was started

Position when changeover was completed

Quantities of low sulphur fuels in each tank

Signature

Date I Time

20 kgs oily rags were burnt

Signature

These are only examples for the most common operations in the engine room concerning sludge

and bilge water. For all other see List of Items in your ORB.

NOTE: New entry C11.4 – Quantity of residue collected by manual operation in M3. This new entry is

required as from 1 December 2010. The current onboard ORB does not have a C11.4 entry. (Ref:

Intertanko guide 2009, 2nd

edition)


31

PART 5: DRY DOCKING

The dry docking of a Vessel could itself be a extensive report, but for the scope of this one it

would be just the checklist prior to arrival and the Dry Dock shut Down Plan.

Superintendent’s Pre-Arrival to Dry Dock Check list.

Item Description

1 To Designate a Conference Room

2 To Fully Brief the Crew

3 Sufficient Padlocks?

4 To take down tools shadow boards and secure tools, chemicals, O2 and C2H2

5 To mark with “NO HOT WORK PERMITTED” all tanks and fuel tank vents

6 To identify the location of TAIL-SHAFT WEAR DOWN GAUGE

7 To identify the location and fitting for the provision of shore power

8 To identify the location and fitting for the provision of shore cooling water for

reefer and A/C plants.

9 To identify task to be performed bye, YARD and SHIP STAFF

10 To fully inspect the vessel’s pipe-work

11 To gas free Cargo Tanks

12 To Prepare a SHUTDOWN PLAN

13 All ballast tanks to be de-mucked and kept free of mud

14 All void spaces and cofferdam manhole doors should be opened or kept on

minimum bolts for inspection for gas fee condition.

15 Cargo tank steam lines to be vented

16 When the main engine has cooled down, al l relevant engine pumps and standby

pumps are to be isolated and the fuses removed, alternatively the starter panel

isolators should be padlocked in the “off” postion.

17 Both main air start bottles are to be topped up to maximum working pressure and

fully isolated after main engine shut down. Bottle valves to be chained in “closed”

condition. This should be also done for any generator start air/accumulator bottles

and emergency air start accumulators.

18 The boiler should be shut down in sufficient time, on diesel, and be cool enough,

pressure down, to allow complete blow down of boiler water before the dry-dock

is pumped dry. When cool enough and devoid of any pressure, all manhole doors

should be opened to allow ventilation. The burner should be swung out and the

protective cover applied and the boiler panel isolated.

19 Main deck, accommodation decks and the accommodation superstructure to be

well cleaned with fresh water.

20 A list of work to be carried out by the Ship’s staff during the drydocking and repair

period is to be drawn up and available to the vessel’s superintendent on arrival.

21 While the vessel is afloat the ship’s power is to be available and Engine Room

watches maintained accordingly

22 All concerned Fuel Oil tanks including the settling and service tanks to be cleaned

emptied and gas free before arriving to the Dry Dock.

23 Main deck, accommodation decks and the accommodation superstructure to be

well cleaned with fresh water.

24 Prepare SAF16 for pre-arrival to the Dry Dock and during Dry Docking. TEC 26 form

for departure Dry Dock.

25 The vessel must arrive to Curacao with COT and CO lines clean and gas free


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26 Vessel to keep in contact with local agency advising ETA & slop discharge services

required.

27 Vessel must arrive ready with clear spaces where hot-works must take place as per

Dry Dock specifications, all flammable products and stuff to be removed for safety

and prompt developments making easy Shipyard work.

28 Vessel shall deploy boards/stickers/stencils alerting about the places where hot

works are not permitted.

29 CDM(Curacao Dry Dock) must be inform trim requirements with enough time prior

entering in the Dry Dock in order to adjust Water Ballast accordingly and not in

excess.

30 Dry Docking Vships Check List to be discussed and performed prior enter into the

Dry Dock

31 Vessel to inform about expected amount the mud inside chain lockers and clarify

chain links studs missing

32 Prior arrival all COT Heating coils must be ready/accessible to take LEL content

from authorized marine chemist (best if C/O can do own test before arrival)

33 Safety precautions from Ship Staff to be taken as per Vships Dry Dock procedures,

to record any document and file.

34 Air vents shall be protected by rags/filter in order to avoid the grit accessing to

tanks (specially bunker/oil tanks)

35 PVV to be protected and covered by plastic bags

36 Low tier windows to be protected by cartons from grit impact and paint

37 To lay paper Kraft on the alleyways, duty offices like CCR and stairs

38 Officers must be very aware about works affecting their departments in order to

guide their Crew, Shipyard workers and report progress accordingly

39 C/O to have a ready the spanner for WBT bottom plugs for de-ballasting

40 All local shore services to be well coordinated prior Vessel arrival


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PART 6: REFERENCES

� Hyundai MAN and B&W Manuals for Low Speed Engine 6L35MC

� Alfa Laval – Fresh Water Generator JPSW-26 C100

� Alfa Laval – LO/FO/DO Purifiers MOPX-MFOX

� VSHIPS MANAGING SYSTEM

� ABS CLASS information

Seatime Report - LLMN M/T Tradewind Force

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Transcript of Seatime Report - LLMN M/T Tradewind Force