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ရယူႏိုင္ပါသည္။
Saturday, November 12, 2011
Friday, November 11, 2011
MAN & Maersk: Innovative Diesel Engine Partnership
(Maritime Reporter & Engineering News)
Wednesday, November 09, 2011
Graphic of the second-generation EGR system (orange) integrated with its host engine
အင္ဂ်င္မွာတပ္ဆင္ထားတဲ့ ဒုတိယမ်ိဳးဆက္ Exhaust Gas Recirculation System ကို လိေမၼာ္ေရာင္နဲ႔ ျပထားပါတယ္။
MAN Diesel & Turbo announced the first order for its second generation EGR system, to be applied aboard a Maersk Line container vessel – the 4,500-teu new building #2358. The system will be fully integrated with the vessel’s main engine, a two-stroke MAN B&W 6S80ME-C9 type to be built by Hyundai Heavy Industries’ engine & machinery division. The EGR system enables the meeting of the imminent IMO NOx Tier-III emission levels due to come into force by 1 January 2016. Søren H. Jensen, Vice President and Head of Research & Development at MAN Diesel & Turbo said: “We have taken an important step forward in the development of exhaust gas recirculation with the release of this second-generation system. This configuration will mirror the final design for our Tier-III NOx EGR engine programme. The main focus has been on integration of the entire EGR system into one unit which is a part of the engine as a charge-air cooler. The EGR unit comprises a cooler, a scrubber, a water mist catcher and a blower unit, and is designed to be fitted on the engine in the same way as a charge-air cooler. Since the first-generation EGR was tested in service, we have achieved significant technical advances as well as improvement in performance. We have optimised the performance of the EGR so that the system recirculates 40% of the exhaust gas so as to meet the Tier-III reduction criterion.”
အင္ဂ်င္မွာတပ္ဆင္ထားတဲ့ ဒုတိယမ်ိဳးဆက္ Exhaust Gas Recirculation System ကို လိေမၼာ္ေရာင္နဲ႔ ျပထားပါတယ္။
MAN Diesel & Turbo announced the first order for its second generation EGR system, to be applied aboard a Maersk Line container vessel – the 4,500-teu new building #2358. The system will be fully integrated with the vessel’s main engine, a two-stroke MAN B&W 6S80ME-C9 type to be built by Hyundai Heavy Industries’ engine & machinery division. The EGR system enables the meeting of the imminent IMO NOx Tier-III emission levels due to come into force by 1 January 2016. Søren H. Jensen, Vice President and Head of Research & Development at MAN Diesel & Turbo said: “We have taken an important step forward in the development of exhaust gas recirculation with the release of this second-generation system. This configuration will mirror the final design for our Tier-III NOx EGR engine programme. The main focus has been on integration of the entire EGR system into one unit which is a part of the engine as a charge-air cooler. The EGR unit comprises a cooler, a scrubber, a water mist catcher and a blower unit, and is designed to be fitted on the engine in the same way as a charge-air cooler. Since the first-generation EGR was tested in service, we have achieved significant technical advances as well as improvement in performance. We have optimised the performance of the EGR so that the system recirculates 40% of the exhaust gas so as to meet the Tier-III reduction criterion.”
The new EGR generation comprises a compact design that entails only minor changes to the engine outline, to the extent that the new engine type does not require any major design changes by shipyards. The new building #2358 from Hyundai’s shipbuilding division is in the C-class series of 22 container vessels ordered by the Maersk Line and will be delivered in early 2013. Upon delivery, the vessel will serve the trade route between East Africa and the Far East. For a test period of three years, the engine will be operated partly with IMO Tier III NOx emission levels.
Exhaust gas reduction Shipping is the most effective transport means of moving goods and accounts for over 70% of global tonnage. Generally, ships use HFO as fuel, which contains sulphur and which during combustion, forms NOx and SOx. However, the environmental effects of ship emissions are under increased focus and the UN is currently introducing regulation aiming at drastically reducing NOx and SOx emission levels over the next decade.
MAN Diesel & Turbo’s EGR system ensures full fuel flexibility, ranging from HFO to distillates and natural gas, and reduces NOx by directing part of the exhaust gas back into the engine’s scavenge air. This reduces the oxygen content of the air in the combustion chamber, thereby reducing the combustion temperature and, as a result, reduces the NOx formation. Tests at MAN Diesel & Turbo’s Diesel Research Centre, Copenhagen have shown that reaching the IMO’s forthcoming Tier III NOx emission requirements is possible with EGR in its own right.
The target group for MAN Diesel & Turbo’s EGR system is owners of ships of over 2,000 dwt, a segment that today comprises some 18,000-20,000 vessels operating globally. The EGR system offers great value and has a number of unique selling points, including its environmental performance, global seafaring flexibility, added resale value of ships, and its disposal with the requirement for daily maintenance.
Exhaust gas reduction Shipping is the most effective transport means of moving goods and accounts for over 70% of global tonnage. Generally, ships use HFO as fuel, which contains sulphur and which during combustion, forms NOx and SOx. However, the environmental effects of ship emissions are under increased focus and the UN is currently introducing regulation aiming at drastically reducing NOx and SOx emission levels over the next decade.
MAN Diesel & Turbo’s EGR system ensures full fuel flexibility, ranging from HFO to distillates and natural gas, and reduces NOx by directing part of the exhaust gas back into the engine’s scavenge air. This reduces the oxygen content of the air in the combustion chamber, thereby reducing the combustion temperature and, as a result, reduces the NOx formation. Tests at MAN Diesel & Turbo’s Diesel Research Centre, Copenhagen have shown that reaching the IMO’s forthcoming Tier III NOx emission requirements is possible with EGR in its own right.
The target group for MAN Diesel & Turbo’s EGR system is owners of ships of over 2,000 dwt, a segment that today comprises some 18,000-20,000 vessels operating globally. The EGR system offers great value and has a number of unique selling points, including its environmental performance, global seafaring flexibility, added resale value of ships, and its disposal with the requirement for daily maintenance.
Library picture taken during the construction of a sister ship identical to the new building #2358
Link:
Thursday, November 10, 2011
Bulletin 793 - 11/11 - Defective Reefers Update - Worldwide
Explosive Reefers သတင္း နဲ႔ ပတ္သက္ၿပီး UK P&I Club က ထုတ္ထားတဲ့ Bulletin ျဖစ္ပါတယ္။
http://www.ukpandi.com/fileadmin/uploads/uk-pi/LP%20Documents/793.pdf
http://www.ukpandi.com/fileadmin/uploads/uk-pi/LP%20Documents/LP_Bulletins/Bulletin%20792.pdf
Oil Record Book ျဖည့္နည္းနဲ႔ ပတ္သက္ၿပီး IMO format အတိုင္း ေရးထားတဲ့ နမူနာပုံစံ ျဖစ္ပါတယ္။ Latest format ျဖစ္ပါတယ္။
http://www.ukpandi.com/fileadmin/uploads/uk-pi/LP%20Documents/Tech_Bulletins/Tch%20Bulletin.35%28amd%29.pdf
http://www.ukpandi.com/fileadmin/uploads/uk-pi/LP%20Documents/793.pdf
http://www.ukpandi.com/fileadmin/uploads/uk-pi/LP%20Documents/LP_Bulletins/Bulletin%20792.pdf
Oil Record Book ျဖည့္နည္းနဲ႔ ပတ္သက္ၿပီး IMO format အတိုင္း ေရးထားတဲ့ နမူနာပုံစံ ျဖစ္ပါတယ္။ Latest format ျဖစ္ပါတယ္။
http://www.ukpandi.com/fileadmin/uploads/uk-pi/LP%20Documents/Tech_Bulletins/Tch%20Bulletin.35%28amd%29.pdf
Urgent warning on explosive containers
Three deaths globally and numerous injuries and burns
2011.11.9- As thousands of potentially explosive shipping containers circulate the globe, Pacific Maritime Association (PMA) executives are rejecting the International Longshore and Warehouse Union's (ILWU) calls for safety procedures designed to protect workers on the docks and keep at-risk containers out of U.S. communities.
The PMA wants to limit the isolation of refrigerated containers (also known as "reefers") to those imports only that have transited Kat Lai, Vietnam, in the past year. The ILWU wants to isolate all reefers that have transited any part of Vietnam in 2011.
Despite the fact that PMA has known for over nine months that thousands of contaminated reefers are circulating among its member companies' reefer fleets, the danger to health and safety did not become public until October 2011 after three workers were killed by explosions while servicing contaminated reefers.
Following the three fatalities, Maersk Inc., a PMA member company, informed the World Shipping Council's Safe Transport of Containers Working Group that reefers coming from Southeast Asia had exploded for no apparent reason.
Experts in the shipping industry have known since spring that counterfeit or imitation refrigerant is being used by vendors in Vietnam to service reefers. This fake refrigerant reacts with the aluminum in a reefer's compressor, forming an explosive mix that burns in contact with air.
Union officials at the ILWU in San Francisco, and local officers at West Coast container terminals, have advocated in arbitration hearings and at numerous meetings with PMA for effective safety protocols since learning of the potential for fatal explosions in October 2011.
"The union has been working seven days a week for almost a month now to reach an agreement that allows workers to maintain a productive pace on the docks while ensuring that only safe containers enter the community," said Robert McEllrath, ILWU International President. "Unfortunately, the PMA looks past these ticking time bombs and sees only dollars and cents."
In the Puget Sound Ports of Seattle and Tacoma, the local arbitrator has established protocols that provide complete transparency for the workers, a safe handling procedure, capture and isolation of all 2011 Vietnam transited containers on the terminals.
In Oakland, the PMA member terminal operators have refused to provide complete transit transparency on all reefers, have refused to isolate Vietnam transited reefer containers, and have insisted that longshoremen be forced to deliver suspect reefer containers to the unsuspecting public.
Under the PMA's flawed response to the exploding container crisis, longshoremen who stand up for their own safety and the public are summarily fired. Dozens of ships have been delayed and hundreds of longshoremen have been fired.
"Given what I know, I wouldn't pull my personal vehicle next to any reefer on a public highway," said Leal Sundet, representative of the ILWU Longshore Division. "It is all about deceit and money now."
On Tuesday, the PMA will try to get the coast arbitrator to eliminate the Puget Sound arrangement and allow suspect containers to enter the community.
The International Longshore and Warehouse Union represents 50,000 men and women on the docks and in warehouses and other industries in California, Oregon, Washington, Alaska and Hawaii.
Source: ITF
http://www.safety4sea.com/page/7565/1/urgent-warning-on-explosive-containers
http://www.safety4sea.com/print.php?type=article&id=7558
http://www.safety4sea.com/print.php?type=article&id=7533
2011.11.9- As thousands of potentially explosive shipping containers circulate the globe, Pacific Maritime Association (PMA) executives are rejecting the International Longshore and Warehouse Union's (ILWU) calls for safety procedures designed to protect workers on the docks and keep at-risk containers out of U.S. communities.
The PMA wants to limit the isolation of refrigerated containers (also known as "reefers") to those imports only that have transited Kat Lai, Vietnam, in the past year. The ILWU wants to isolate all reefers that have transited any part of Vietnam in 2011.
Despite the fact that PMA has known for over nine months that thousands of contaminated reefers are circulating among its member companies' reefer fleets, the danger to health and safety did not become public until October 2011 after three workers were killed by explosions while servicing contaminated reefers.
Following the three fatalities, Maersk Inc., a PMA member company, informed the World Shipping Council's Safe Transport of Containers Working Group that reefers coming from Southeast Asia had exploded for no apparent reason.
Experts in the shipping industry have known since spring that counterfeit or imitation refrigerant is being used by vendors in Vietnam to service reefers. This fake refrigerant reacts with the aluminum in a reefer's compressor, forming an explosive mix that burns in contact with air.
Union officials at the ILWU in San Francisco, and local officers at West Coast container terminals, have advocated in arbitration hearings and at numerous meetings with PMA for effective safety protocols since learning of the potential for fatal explosions in October 2011.
"The union has been working seven days a week for almost a month now to reach an agreement that allows workers to maintain a productive pace on the docks while ensuring that only safe containers enter the community," said Robert McEllrath, ILWU International President. "Unfortunately, the PMA looks past these ticking time bombs and sees only dollars and cents."
In the Puget Sound Ports of Seattle and Tacoma, the local arbitrator has established protocols that provide complete transparency for the workers, a safe handling procedure, capture and isolation of all 2011 Vietnam transited containers on the terminals.
In Oakland, the PMA member terminal operators have refused to provide complete transit transparency on all reefers, have refused to isolate Vietnam transited reefer containers, and have insisted that longshoremen be forced to deliver suspect reefer containers to the unsuspecting public.
Under the PMA's flawed response to the exploding container crisis, longshoremen who stand up for their own safety and the public are summarily fired. Dozens of ships have been delayed and hundreds of longshoremen have been fired.
"Given what I know, I wouldn't pull my personal vehicle next to any reefer on a public highway," said Leal Sundet, representative of the ILWU Longshore Division. "It is all about deceit and money now."
On Tuesday, the PMA will try to get the coast arbitrator to eliminate the Puget Sound arrangement and allow suspect containers to enter the community.
The International Longshore and Warehouse Union represents 50,000 men and women on the docks and in warehouses and other industries in California, Oregon, Washington, Alaska and Hawaii.
Source: ITF
http://www.safety4sea.com/page/7565/1/urgent-warning-on-explosive-containers
Explosive reefer containers ႏွင့္ ပတ္သက္ေသာ ဆက္စပ္ သတင္းမ်ား
http://www.safety4sea.com/print.php?type=article&id=7558
http://www.safety4sea.com/print.php?type=article&id=7533
Tuesday, May 5, 2009
Convention မ်ားအေၾကာင္း
မၾကာေသးမီ ၂၀၀၈ နွစ္ကုန္ပိုင္းမွာ entry into force ျဖစ္လာတ့ဲ Convention နွစ္ခုကေတာ့ Bunker Convention 2001 နဲ႔ Anti-fouling System Convention 2001 တို႔ျဖစ္ပါတယ္။ ၄င္းတို႔ရဲ႕ အက်ဥ္းခ်ဳပ္အေၾကာင္းအရာကေတာ့ ေအာက္ပါအတိုင္း ျဖစ္ပါတယ္။
International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001
Adoption: 23 March 2001.
Entry into force: 21 November 2008
The Convention was adopted to ensure that adequate, prompt, and effective compensation is available to persons who suffer damage caused by spills of oil, when carried as fuel in ships' bunkers.
The Convention applies to damage caused on the territory, including the territorial sea, and in exclusive economic zones of States Parties.
The bunkers convention provides a free-standing instrument covering pollution damage only.
"Pollution damage" means:
(a) loss or damage caused outside the ship by contamination resulting from the escape or discharge of bunker oil from the ship, wherever such escape or discharge may occur, provided that compensation for impairment of the environment other than loss of profit from such impairment shall be limited to costs of reasonable measures of reinstatement actually undertaken or to be undertaken; and
(b) the costs of preventive measures and further loss or damage caused by preventive measures.
The convention is modeled on the International Convention on Civil Liability for Oil Pollution Damage, 1969. As with that convention, a key requirement in the bunkers convention is the need for the registered owner of a vessel to maintain compulsory insurance cover.
Another key provision is the requirement for direct action - this would allow a claim for compensation for pollution damage to be brought directly against an insurer. The Convention requires ships over 1,000 gross tonnage to maintain insurance or other financial security, such as the guarantee of a bank or similar financial institution, to cover the liability of the registered owner for pollution damage in an amount equal to the limits of liability under the applicable national or international limitation regime, but in all cases, not exceeding an amount calculated in accordance with the Convention on Limitation of Liability for Maritime Claims, 1976, as amended.
International Convention on the Control of Harmful Anti-fouling Systems on Ships
Adoption: 5 October 2001
Entry into force: 17 September 2008
The International Convention on the Control of Harmful Anti-fouling Systems on Ships will prohibit the use of harmful organotins in anti-fouling paints used on ships and will establish a mechanism to prevent the potential future use of other harmful substances in anti-fouling systems.
Under the terms of the new Convention, Parties to the Convention are required to prohibit and/or restrict the use of harmful anti-fouling systems on ships flying their flag, as well as ships not entitled to fly their flag but which operate under their authority and all ships that enter a port, shipyard or offshore terminal of a Party.
Ships of above 400 gross tonnage and above engaged in international voyages (excluding fixed or floating platforms, FSUs and FPSOs) will be required to undergo an initial survey before the ship is put into service or before the International Anti-fouling System Certificate is issued for the first time; and a survey when the anti-fouling systems are changed or replaced.
Ships of 24 metres or more in length but less than 400 gross tonnage engaged in international voyages (excluding fixed or floating platforms, FSUs and FPSOs) will have to carry a Declaration on Anti-fouling Systems signed by the owner or authorized agent. The Declaration will have to be accompanied by appropriate documentation such as a paint receipt or contractor invoice.
Anti-fouling systems to be prohibited or controlled will be listed in an annex (Annex 1) to the Convention, which will be updated as and when necessary.
BWM Convention 2004
Ballast Water Management Convention ရဲ႕ Entry into Force ကေတာ့ ေအာက္ပါအတိုင္း ျဖစ္ပါတယ္။ World Merchant Shipping ရဲ႕ အနည္းဆုံး 35% Tonnage ကို ကိုယ္စားျပဳတဲ့ 30 States က ratify လုပ္ျပီး ၁၂လ အၾကာမွာ Entry into Force ျဖစ္မယ္လို႔ ဆိုပါတယ္။ အခုေလာေလာဆယ္ 16 States / 14.24% of World Merchant Shipping Tonnage က ratify လုပ္ထားျပီးျပီလို႔ 6~10/Oct/2008 မွာျပဳလုပ္တဲ႔ MEPC 58th Session ကဆိုပါတယ္။
International Convention for the Control and Management of Ships' Ballast Water and Sediments
Adoption: 13 February 2004
Entry into force
The Convention will enter into force 12 months after ratification by 30 States, representing 35 per cent of world merchant shipping tonnage.
Sunday, May 3, 2009
Complete list of Conventions (from IMO Web Site)
Maritime Safety
01. International Convention for the Safety of Life at Sea (SOLAS), 1974
02. International Convention on Load Lines (LL), 1966
03. Special Trade Passenger Ships Agreement (STP), 1971
04. Protocol on Space Requirements for Special Trade Passenger Ships, 1973
05. Convention on the International Regulations for Preventing Collisions at Sea (COLREG), 1972
06. International Convention for Safe Containers (CSC), 1972
07. Convention on the International Maritime Satellite Organization (INMARSAT), 1976
08. The Torremolinos International Convention for the Safety of Fishing Vessels (SFV), 1977
09. International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), 1978
10. International Convention on Standards of Training, Certification and Watchkeeping for Fishing Vessel Personnel (STCW-F), 1995
11. International Convention on Maritime Search and Rescue (SAR), 1979
Marine Pollution
01. International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78)
02. International Convention Relating to Intervention on the High Seas in Cases of Oil Pollution Casualties (INTERVENTION), 1969
03. Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter (LDC), 1972
04. International Convention on Oil Pollution Preparedness, Response and Co-operation (OPRC), 1990
05. Protocol on Preparedness, Response and Co-operation to pollution Incidents by Hazardous and Noxious Substances, 2000 (HNS Protocol)
06. International Convention on the Control of Harmful Anti-fouling Systems on Ships (AFS), 2001
07. International Convention for the Control and Management of Ships' Ballast Water and Sediments, 2004
Liability and Compensation
01. International Convention on Civil Liability for Oil Pollution Damage (CLC), 1969
02. International Convention on the Establishment of an International Fund for Compensation for Oil Pollution Damage (FUND), 1971
03. Convention relating to Civil Liability in the Field of Maritime Carriage of Nuclear Material (NUCLEAR), 1971
04. Athens Convention relating to the Carriage of Passengers and their Luggage by Sea (PAL), 1974
05. Convention on Limitation of Liability for Maritime Claims (LLMC), 1976
06. International Convention on Liability and Compensation for Damage in Connection with the Carriage of Hazardous and Noxious Substances by Sea (HNS), 1996
07. International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001
Other Subjects
01. Convention on Facilitation of International Maritime Traffic (FAL), 1965
02. International Convention on Tonnage Measurement of Ships (TONNAGE), 1969
03. Convention for the Suppression of Unlawful Acts Against the Safety of Maritime Navigation (SUA), 1988
04. International Convention on Salvage (SALVAGE), 1989
Friday, May 1, 2009
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