IUniversity-National Oceanographic Laboratory System I
Research Vessel Operators Committee I
Volume 19, Number 1 RVOC Newsletter 15 February 1994
It's a little bit late, but Happy New Year to all of you. At this point you should all have received copies of the minutes of the 1993 RVOC meeting. If any of you haven't please let me know. I am still looking for material to include in these newsletters so that I am not just a clipping service. My thanks to those of you who have provided input for this newsletter. If you would like to include a couple of paragraphs on your vessel(s) and the activities for the year please do so. Remember that part of the intent of the newsletter is that it is distributed to people not included in the RVOC.OPERATORS address group on OMNET. The dates for the 1994 RVOC Meeting have been set. The meeting is scheduled for 25, 26, 27 October in Savannah, Georgia. The meeting is being hosted by Skidaway Institute. We will need your help in developing the agenda for the second day. The plan is to hold multiple workshops in the morning similar to last year and then hold a workshop on Safety Equipment in the afternoon with a guest speaker to address the subject. Please forward any suggestions to Mike concerning the subject matters that should be addressed in the morning workshops and any suggestions on how to structure the afternoon session or who the guest speaker should be. Mike will publish a draft agenda on OMNET in the near future that will be a first step towards arriving at the final agenda. Everyone should participate in refining the agenda so the meeting best serves your purpose.
Best Regards,
Paul Ljunggren
RVOC Ship Updates
OSU- R/V Wecoma
R/V WECOMA entered the shipyard of Maritime Contractors Inc. (MCI) at Bellingham, Washington for Phase I of a mid-life refit and routine maintenance on 11 November 1993. When the initial round of bidding for a mid-life refit produced prices which exceeded available funds (an unhappy circumstance attributed to several interlocking factors among which delayed engineering and limited contractor mobilization and performance time dominated) Oregon State University after consultation with the NSF reduced the scope of the project to those refit items which would comfortably fit within the scheduled out-of-service period and budget. MCI was the low bidder on the second round. The portion of the refit which would have replaced the superstructure (mast, stack and pilothouse) has been deferred to a possible Phase II. OSU has hired Art Anderson Associates of Bremerton, Washington to replace Rodney E. Lay and Associates as Naval Architects and consulting engineers for all Phases of WECOMA's refit.
The WECOMA project will accomplish all planned refit items of importance to science users and continued vessel reliability. Significant among these are: 7.5' stern extension with new portable A-frame, enlarged wet lab and new electronics lab, new galley, new refrigeration plant, enlarged transducer well, new CTD/Hydro winch, new aft winch and ship control house, new bowthruster power and control system, add MSD, new dual wildcat anchor windlass, factory overhaul of crane, shop overhaul of auxiliary generator electrical ends and bowthruster generator and motor, shop overhaul of watermaker, replace air compressor, add L. 0. purifier, new autopilot, new dual axis speed log, numerous up-grades and improvements to laboratories and living spaces as well as other machinery and electronics overhauls and replacements.
At this writing (25 January) WECOMA has been refloated and work is proceeding nearly on schedule and on budget. WECOMA will be re-delivered on 15 March (two weeks later than originally planned, a delay due to some extensive, unplanned electrical work) and return to service on 7 April 1994.
OSU has been extremely pleased with the quality of work by MCI. This contract has been a refreshingly pleasant experience with a high spirit of cooperation prevailing due largely to a "partnering agreement" which underlies the formal contract. "Partnering" has become a beneficial way of life in public works contracts in the Pacific Northwest. This allows OSU to say with confidence "there are no items in dispute."
URI-RN Endeavor Mid-Life
The R/V Endeavor returned to Rhode island the first week in December after 6 months at Peterson Builders, Inc. in Sturgeon Bay, Wisconsin.
Extensive work was done to the vessel prior to and while at the shipyard. The following list summarizes the major tasks accomplished:
-Overhaul of main engines including modifications to improve economy. -Removal of the original pilot house, main mast, plenum, and forward stacks with a new aluminum superstructure consisting of a new lab deck, pilot house deck, integrated mainmast-stack. -Expansion and rearrangement of the transducer well to accept additional transducers and improve accessibility. -Seven foot stern section. -Conversion of #10 seawater ballast tanks to storage. -New reefer and freezer compartments and machinery, and an expanded galley dry stores area. -Expansion of existing muffler room to provide space for HVAC chillers and additional ship storage. -Extension of the wet lab including double wide door and equipment handling system. -New ship's main crane. -New dual wildcat anchor windlass replacing the single wildcat windlass. -Rebuild of prime movers and generator sets on the auxiliaries. -New EDO dual axis speed log. -New MTI INMARSAT A system. -New Robertson Autopilot incorporating bow thruster control. -New, relocated, winch control station. -Added 40kw emergency generator and switchboard. -Installation of a Davit International SOLAS approved rescue boat davit. -New chilled water HVAC system with individual temperature control in berthing spaces. -New remote control searchlight. -Additional clean, uninterruptable power in labs and bridge. -Complete paint job. -Normal drydocking including shaft renewal, rudder bearing renewal, CPP hub disassembly, sea valves, etc. -New fuel tank level indicating system.
The ship's structure was in good condition with a few notable exceptions. The deck under the plenum required about 15% replacement. There was significant wastage in sewage and gray water tanks. Several frames were tripped on the starboard side where the ship ties up.
Work is continuing in Rhode Island with completion of the interior painting, rearrangement and overhauls on the ship's winches, and the considerable effort of reinstalling and testing the science outfit.
Scripps- RN Roger Revelle
Construction of R/V ROGER REVELLE( AGOR 24) is progressing well at the Moss Point, MS yard of Halter Marine. A major event occurred on December 9, 1993, when Dr. Bob Knox officially authenticated the keel in keeping with the shipbuilders' tradition in an appropriate ceremony. Currently, seven of the twenty three modules that will make up the ship have been assembled and a total of fourteen are under construction.
Recent significant events include:
a. Selection of the SeaBeam 2112 as the multibeam sonar system. b. Selection of a Simrad-Robertson DPS system. c. Approval of Engineering Change Proposals (ECP's) for: 1. Additional science staterooms. 2. A modern traction winch. 3. Copper nickel main salt water system. 4. Improvements in the potable water system. 5. Replacement of the "J" frame with a hydroboom.
Several other items including flush mounting of the multibeam sonar, pilot house arrangement, and improvements in the anchor handling system are under review.
The current schedule calls for launching in April 1995 and delivery to Scripps a year later.
If anyone is in the area and desires to see the ship, please contact the SIO Owner's Representative, Ed Petersen, at 601-475-3080.
Natural Environmental Research Council
Mike Prince recently received a letter from Ken Robertson of the Natural Environmental Research Council(NERC) of England. Ken reported at last year's meeting that the Research Vessel Services division of NERC would probably have to compete with private industry in a test marketing program for management and operation of the NERC Research Vessels. They have since held this competition and the "in house" Research Vessel Service has won the competition against all commercial competition. Ken hopes to report on the process and the subsequent changes in their operations at next year meeting or perhaps in a future issue of the newsletter.
Policies-Personal Protective Equipment 1 As some of you may remember, at the 1993 annual meeting I was tasked with collecting information on Hard Hat, Safety Shoe, and Life Vest policies. I would appreciate if everyone in RVOC could send me copies of policies that they have in place which either require or somehow support and endorse the use of personal protective equipment. Please forward them to my OMNET or Internet address or by mail to:
Paul Ljunggren Lamont-Doherty Earth Observatory Rt 9W Palisades, NY 10964 RVOC Directory,
Clippings,
Etc. R V OC Directory February 15, 1994
Name Institution Tel. No. / Telemail Internet Fax No. Gene Allmendinger UNH 603-868-2684 -
Tom Althouse SIO, UCSD 619-543-1643 SCRIPPS.MARFAC [email protected] 619-534-1635
Tim Askew Harbor Branch 407-465-2400 HBOI.SHIPS 407-465-2446
Lee Black Bermuda,BBS 809-297-1880 BDA.BIOSTATION 809-297-8143
Joe Coburn WHOI 508-548-1400 WHOLSHIPS [email protected] 508-540-8675
Bruce Cornwall U of Maryland 410-326-7243 CHEASAPEAKE.BAY 410-326-6342
Bill Coste U of Hawaii 808-848-2661 UH.SNUG.HARBOR [email protected] 808-848-5451
Don Gibson U of Texas 512-749-6735 T.WHITLEDGE 512-749-6777
Linda Goad U of Michigan 313-763-5393 T.MOORE [email protected] 313-747-2748
Bill Hahn URI 401-792-6203 RHODE.ISLAND 401-792-6574
Robert Hinton U of Washington 206-543-5062 R.HINTON Hinton@ocean. 206-543-6073 washington.edu
Ron Hutchinson U of Miami 305-361-4880 R.HUTCHINSON 305-361-0546
Lee Knight Skidaway 912-598-2486 D.MENZEL 912-598-2751
Dean Letzring Texas A & M 409-740-4469 RV.GYRE 409-740-4456
Quentin Lewis Duke 919-728-2111 DUKE.UNC 919-728-2158
Paul Ljunggren LDEO 914-365-8845 LAMONT.SHIP marsupt@ldeo 914-359-6817 .columbia.edu
Eugene Olson FIO 813-893-9100 J.OGDEN 813-893-9109
Waddy Owens U of Delaware 302-645-4320 W.OWEN 310-645-4006 Ken Palfrey OSU 503-867-0224 OSU.SHIPS 503-867-0294
Mike Prince Moss Landing 408-633-3534 MLML.SHIPS Prince@MLML 408-633-4580 .CALSTATE.EDU
Steve Rabalais LUMCON 504-851-2808 LUMCON 504-851-2874
Tom Smith U of Alaska 907-224-5261 T.SMITH.UAF 907-224-3392
Entire RVOC RVOC.OPERATORS • • •
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SI CD ;..E doof r, n n EA " 4 - 7' • c ° 5 = n = _i r..,..; o 2 a ,..,. 5 , 4 0 „. _ 5.. , , ,.., _ ,., 0 1 ,.... 0 S' co § CA7' -= 0 4 DECK BOOKS ENGINEERING BOOKS Book 1 Rules of the Road Book 11 Engineering General COMDTPUB P16721.14A (Feb. 92) COMDTPUB P16721.15A (June 92) Stk. No. 050-012-00312-2 $ 9.00 Stk. No. 050-012-00318-1 $19.00 Book 2 Deck General Book 12 Electricity COMDTPUB P16721.21A (Feb. 92) COMDTPUB P16721.17A (June 92) Stk. No. 050-012-00313-1 $18.00 Stk. No. 050-012-00319-0 $10.00 Book 3 Navigation General Book 13 Steam Plants COMDTPUB P16721.23A (June 92) COMDTPUB P16721.18A (June 92) Stk. No. 050-012-00322-0 $18.00 Stk. No. 050-012-00316-5 $12.00 Book 4 Deck Safety Book 14 Motor Plants and Auxiliary Boilers COMDTPUB P16721.24A (June 92) COMDTPUB P16721.19A (June 92) Stk. No. 050-012-00323-8 $37.00 Stk. No. 050-012-00317-3 $15.00 Book 5 Navigation Problems Book 15 Engineering Safety COMDTPUB P16721.25B (Aug. 92) COMDTPUB P16721.20A (June 92) Stk. No. 050-012-00327-1 $23.00 Stk. No. 050-012-00320-3 $14.00 Supplemental Merchant Marine Supplemental Merchant Marine Examination Questions Examination Questions DECK New and Revised Questions ENG. New and Revised Questions COMDTPUB P16721.36 (Jan. 93) COMDTPUB P16721.37 (June 92) Stk. No. 050-012-00336-0 $11.00 Stk. No. 050-012-00338-6 $13.00 Page 22 Proceedings of the Marine Safety Council - - January-February 1994 V Tow boat operator has to be tested every five years to renew his license. ILLUSTRATION BOOKS/REFERENCE MATERIAL Merchant Marine Deck Operating Manual for Coastal Driller Examination Illustration Book COMDTPUB P16721.30 (Aug. 89) COMDTPUB P16721.6A (Jan. 92) Stk. No. 050-012-00272-0 $8.50 Stk. No. 050-012-00311-4 $5.50 Operating Manual for Deep Driller Merchant Marine Engin eering COMDTPUB P16721.29 (Aug. 89) Examination Illustration Book Stk. No. 050-012-00293-2 $10.00 COMDTPUB P16721.7B (June 93) Stk. No. 050-012-00337-8 $25.00 Operating Manual for Loading Merchant Vessel Grand Haven Stability Data Reference Book COMDTPUB P16721.32 (Aug. 89) COMDTPUB P16721.31 (Aug. 89) Stk. No. 050-012-00276-2 $2.50 Stk. No. 050-012-00271-1 $2.50 Reprints from Light Lists/Coast Pilots COMDTPUB P16771.38 Stk. No. 050-012-00339-4 $20.00 These books are available in electronic formats on either 5 or 3+ inch disks. The disks may be ordered by telephone and charged to a national credit card by calling (202) 512-1530. Prices, subject to change, are: 5" low density $13.00 per disk 5" high density $15.00 per disk 3+" low density $16.00 per dish 3+" high density $21.00 per dish Proceedings of the Marine Safety Council - - January-February 1994 Page 23 Date: 1/9/94 Time: 18:58:47 Page 1 of 1 their system, as well as receive a wealth of 0#--- Aerospace & Aviation cross reference information related to a Industries Witness specific item, such as: Alternate Part Numbers, Vendor Contacts, National Stock David and Goliath Numbers, CAGE Codes, Procurement Histories, MCRL data, ML/C data, and First Hand Manufacturer's List Pricing. And listen to * * * this, with their Remote Research Software, all the data you retrieve from their systems by Noel Armstrong can be automatically stored in dBase style Contributing to The Aircraft Journal databases to be reused or incorporated into other software packages! You can even Up until March of 1993, Goliath stood alone in his kingdom of online aircraft access several electronic publications like inventory locating for over 11 years. USA Today Newspaper, and receive them During this entire time he was never truly straight to your office computer via modem. challenged for his reign, and as a result, The software also allows you to send any was able to do whatever he wanted with kind of business correspondence, like an his system. The people initially RFQ, purchase order, or private message, championed the system Goliath had instantly to another company via electronic created, but as fate would have it, this mail or the built in fax modem manager. would not last forever. One day, a brave Defense contractors can receive up to date young man named David came along to information on open government aircraft challenge Goliath. David brought part contracts to help increase the number promises of a better online system with of bids they win. The word is, their more features, and newer more flexible Research Software can even do part queries technology than that used by Goliath. and updates on Goliath's system for David delivered as promised and the companies that are transitioning to MaxAir. people rejoiced. But alas, Goliath was not These guys have a very promising future of slain, and wound up sharing 20% of the bringing the electronic office into reality market with David in only 9 short months. for every company in the aviation industry, David would most definitely bring Goliath greatly streamlining processes and toppling to the ground once and for all by increasing productivity. They are giving continuing to grab up market shares at away several months of free access to all about 2% per month, with a more companies that want to grab a hold of the diversified product priced at a whopping future now. They do charge a very nominal 70% less than Goliath's. Will Goliath be setup fee that covers the Research Software able to collect himself and prove and technical support (which I might add, •victorious? We all know how the story is superior). If you buy, service, or sell goes...but stay tuned anyway, this should aircraft parts, you should call these guys prove interesting. Goliath still has 80% of right now. MaxAir can have you and your the market, but scores of companies have inventory online in less than 24 hours. joined David's team and more join him every day. Contact them at 713-977-6577, Sam-8pm Goliath is an arm of Ryder System, central standard time and get the complete scoop. You can also send them e-mail on Inc. called Inventory Locator Service, Inc., of Memphis, Tn. They have been the the global Internet to [email protected]. only major online system for buying and Until next time, blue skies! selling aircraft parts for over 11 years, Noel Armstrong is a globally published providing an electronic marketplace you freelance advertising writer. Portions of can access with your PC and modem. this article have been extracted from other David is the aggressive and innovative articles and reprinted with permission MaxAir Inc. of Houston Tx., the brain from the original authors. child of some ingenious engineers who have been tireless pioneers of the Information Highway for over ten years. They too provide an electronic marketplace you can access with your PC and modem. In addition to listing all your inventories and service capabilities for free, you can buy and sell aircraft parts on • .'.- GP.3—.1 A „..—„, 2 ,...,...6. s . A -... 0 1-1 ',19,- ,ss - ',;' n 1 illi.7TTNW iitillMi 11 i i q Eli 5:2 sga -.`2, =---n 1c !illilliil= F . 0., ,, r. , _ ,, ,,. 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'OW 0 el 0 .0 41 el 0 0 0 0 el 03 ill tc; 041 174 CU 4 0 0 g O • 0 3 • • 44 44 • >g '0 44 • el • 44 0 14 1-4 0 44 4473 344 ••0 El >I 44 4413 00 .1-1 N 0 131 4 V 271 10 144 0 14 C h fl 0) co U 4. 41 0- -,I 0 el 44 0 4 II C -1 A 41 e 6 -,-■ ■10 Corsa .4 .-■ M C 41 U 0 0 44 841 0 )4 >, 41 004-4 4/0 41 0 0 - 0 0 0 .0 1:3 0) -4 0 .4 > 0 0 Itl 0 41 0 el 0 0 44 0 CU 444 44000 03 0C.).1-3 & el 44 0 el C (1) 44 0 4 Ci 04 14 44 0 el 01 14 O> W N 0 0 O RI 44 0 el el 0 0 0 .4 0 0 0 0 ,-I A M •-■ 1:1 t•I 0 RI N 0 44 44 0 4J CI) //4 34 4) c. 4.44j 0 0 0 49..C)-1 O 34 -4-4 F .04 ..-I 44 41) 0 44 0 CD Z' 0. 0 N> 4. 0 C /4 0 47 4 --4 MI 0 0 co 0 in 0 ci, so, 41 .0 14 0 4-1 3 -. 0 4 0 0 04 0 -1 f.) 0) 44 44 )41 .14 g .4 0 41 0 X 4.3 lker • 01 a) c 44 0 CU el 73 '110) 1 14 0044 0 01 0) W- 41 0 0 14 0 0 4-4 0 0 4 0 g 01 0 44 171 44 03 044 400 03 0044 44144 0000 X 04 14 F 41 44 44 0 117 14 a 0 0. 41 44 4441 41 V 4-4 A 0 1E1 0 0 ...4 0 01 4•1 I-I 3 41 in Wa Getting high on risk Shop wisely for crane liability insurance By James W. Carbin, Esq. ven the most responsi- Understanding high-risk safer conditions. Unfortunately this ble crane companies Crane companies are perceived as doesn't allow for the reality that most E are subject to an acci- high-risk for several reasons. First, operators are hesitant to overrule a dent at some time. It has become near- operation of heavy machinery in con- jobsite supervisor. ly impossible for crane companies to fined areas near multiple workers pre- Much of this high-risk business has lease cranes or even bid on jobs with- sents a serious risk of accidents both historically been written by foreign out showing proof of insurance. In in terms of frequency and severity. In insurers in the Surplus Lines market. addition, many sophisticated general general. injuries sustained from crane- Surplus Lines insurers are companies contractors and sub-contractors related accidents are substantially that specialize in accepting more diffi- require protection through insurance more disabling than those in many cult to place risks, which conservative obtained by the crane lessor. other areas of coverage. In addition. insurance companies avoid. Many However despite the necessity for the typical worker in this field is Surplus Lines insurance companies liability insurance, it has become young, often with a spouse and young are located in other countries where increasingly difficult for crane owners and operators to obtain. A key reason for this is that crane companies are ake sure to choose coverage that is geared to the usually labeled as "high-risk" needs of your business. This sounds obvious, accounts by insurance companies. but it is surprising how often companies don't Much like the rest of the economy, the insurance industry has fallen on hard- evaluate their real needs until a loss has already er times since the prosperous 1980s. occurred and the insurer is asking more Many insurers, particularly those that questions than the companies can answer. once wrote high-risk policies, can no longer make a profit with high-risk groups, and their capacity to accept children to support. This, coupled operating costs are lower, making it • new business has been reduced. The with the fact that workers are often easier to handle higher risk accounts few insurance companies still willing not qualified for other employment profitably. This lack of readily avail- to take on high-risk companies are with comparable compensation. able, domestic high-risk insurers often either being more selective or they are means the recoverable damages in makes finding the coverage crane asking for substantially higher premi- such a lawsuit can be daunting. owners need a frustrating experience. ums. For example. recent business A second reason crane companies But, knowing what to look for in a reports show that Lloyds of London are considered high-risk is because broker and understanding the differ- lost nearly $6 billion in the last three the crane owner is often the target ences among the types of crane owner years alone. The International Union defendant when an accident occurs. In liability insurance available, can make of Marine Underwriters (IUMI) an effort to place blame on someone the task easier. recently disclosed that rates for such else, each party involved starts point- liability policies have risen an average ing fingers. In reality a crane accident Obtaining insurance of 33 percent in the last two to three is usually the fault of more than one For a variety of commercial and years. This directly affects insurance person. But when the case is put to a legal reasons, few insurance under- rates for high-risk accounts. jury, the crane becomes the most writers work directly with crane com- obvious element to focus attention on. panies when issuing a policy. This As a practical matter, this high profile means you will probably have to go often results in the jury assessing through a broker to place the insur- James Carbin is senior litigation some, if not a significant amount, of ance. Brokers can be found from sev- counsel with Kroll & Tract, a nation- liability to the crane owner. eral different sources. Check with al law firm based in New York, N.Y. Third. crane owners often suffer industry organizations like the He specializes in the defense of crane liability because many states place the Specialized Carriers and Rigging and other heavy machinery casual- ultimate burden of making a safe lift Association (SC&RA) or look ties, and he has litigated several hun- with the crane operator. These laws through industry publications. Also dred such matters throughout the require operators to refuse to make ask other companies in the industry United States. lifts they feel are unsafe or to wait for who they use. Be sure to find out what 26 December-January 1994 Lift Equipment other crane accounts the broker is ser- vicing. If you are unable to locate a broker that specializes in crane insur- SE70:1, -\7 ance. a general commercial broker can Additional Named Assured—a contractor named as an extra assured under contact a wholesale broker for you. the crane company's insurance policy; this enables the assured to bid on job Crane insurance obtained this way contracts. will generally he more expensive Broad Form Comprehensive General Liability (CGL)—provides protection because both the direct and wholesale beyond that granted under the standard CGL. brokers earn a commission. Broker—an agent or intermediary who negotiates insurance policies between It is the broker's job to locate an insurance underwriters and clients. insurer that is responsible and finan- Comprehensive General Liability (CGL)—provides broad insurance protec- cially secure, and to see that the poli- tion for liability arising out of the insureds operation; however it is subject to cer- cy is tailored to your operation's par- tain exclusions, such as liability for injuries to your own employees, liability ticular needs. Be sure to choose a bro- assumed under contract or intentional acts of dishonesty. ker that is familiar with the crane Deductible—the amount the policy holder must pay before the insurer will con- business and the different forms of tribute coverage available. In addition. make Duty to Defend—protection for the cost of attorney fees and other costs of liti- sure the broker can advise you about gation like hiring experts to testify on your behalf or court charges the insurance best suited for your Duty to Indemnify—protec tion against a claim company and can recommend any Insurance Services Organization (ISO)—an insurance industry association special policy provisions your needs that periodically reviews the wording of liability policies to adapt it to periodic changes in law may warrant. For example. if the poli- Owners Contractor's Policy (OCP)—purchased separately by a sub-contrac- cy permits certificates of insurance to tor or supplier; it benefits the general contractor or property owner by protecting be issued as proof that insurance is in them from liability that may occur during construction performed by the sub- place, find out who does this and contractors or suppliers. when. If you must wait for the compa- Worker's Compensation Insurance—required in all states to cover injuries to ny to issue the certificate you may not employees be able to hid jobs immediately. Also 7"r^t.T•. • Equipment Insurance Managers, All lift equipment, including Inc. cranes, aerial platforms, hoists, and scaffolds. We've got you covered! • 1973 Occurance Policy • High Umbrella limits available • Extremely competitive pricing • A+ rated insurance • Nationwide reference list Contact: HIGH HAZARD Van Weir or Kenny King CONSTRUCTION 4514 Cole Ave. • Sufte 700 Dallas, Texas 75205 EQUIPMENT 214-522-5204 IS OUR ONLY Fax 214-520-1664 BUSINESS. Member SC&RA • ARA • AED • SIA Write in 144 on inquiry card flecemher-January 1 994 Litt Pauloment 27 learn from the broker what the insur- has already occurred and the insurer is CGL form is a product of the er's general approach is to claims. asking more questions than they can Insurance Services Organization While some are quick to respond, oth- answer. The type and amount of (ISO), an insurance industry associa- ers are more likely to resist. insurance coverage a company tion that periodically reviews the While the security of the insurer is requires depends on its size and oper- wording of the policy to adapt it to something you can expect the broker ational territory. The more equipment periodic changes in law. In general, to ascertain, it is important for you to and employees a company has. and the more recently reviewed forms verify the facts. There are several the more states it operates in. the exclude some of the liabilities protect- insurance industry publications that higher limits of coverage the company ed under the earlier versions. Be sure report financial condition and solven- needs. As a general rule, the limit of to check your policy to fully under- cy of the major insurers including your policy should approximate the stand the extent of your particular pro- "Best's Insurance Report" and value of the company's assets. tection. "Standard & Poor's." Ask your broker Comprehensive general liability— One of the most important points for the most recent copy of these The standard type of insurance policy to consider in a liability policy is reports. Recognize however, that available usually covers both liability whether it provides coverage for these reports are issued only periodi- for claims and defense costs up to an lawyers fees and costs of litigation, as cally and the financial profile of the agreed limit and over the deductible. well as protects against claims. company may have changed by the While this type of policy can have dif- Generally, protection against a claim time you review them. Specifically ferent forms or wording. the typical is referred to as the Duty to ask your broker whether there have form policy for construction-related Indemnify; protection for the cost of been any adverse reports of the insur- liability insurance is called a compre- attorney fees and other costs of litiga- ance company's condition since publi- hensive general liability (CGL) cover. tion, like hiring experts to testify on cation. CGL forms provide broad insurance your behalf or court charges, is protection for liability arising out of referred to as the Duty to Defend. Choosing the best coverage the specific insured operation. Often Duty to Defend coverage is Make sure to choose coverage that However, CGLs are subject to certain more important to a company than is is geared to the needs of your busi- exclusions, such as liability for the protection against payment of the ness. This sounds obvious, but it is injuries to your own employees, lia- claim itself, especially in cases where surprising how often companies don't bility assumed under contract or the company is unlikely to be found evaluate their real needs until a loss intentional acts of dishonesty. The liable. These situations, when the r NATIONAL LIFT L‘m=le AMERICA EQUIPMENT, INC. CRANE 1603 Route 130, Burlington, NJ 08016 TRAINING SERVICES • Wholesale Accident prevention is Our Business • All Brands 1-800-847-7464 • All Sizes CRANE SAFETY PROGRAMS • Appraisals Owners & Supervisors • Buy/Sell/Trade Responsibility u-t7a4=4.,T Crane Safety & Rigging Inspecting Mobile Cranes Call Rock or Jim On-site Training Hanford CT, Jan. 5-14 Boston MA, Jan. 17.26 800-424-7625 St. Louis MO, Jan 24-Feb 2 Call for locations Fax 609-387-5282 near you Write in 406 on inquiry card Write in 325 on inquiry card 28 December-January 1994 Lift Equipment or call 1-800-234-0182 #1025 V\1() 11 ( 1"I col d p m Worker's compensation insurance is required in all The failure to provide worker's compensation insurance states to cover injuries to employees. The trade-off for pro- has different effects in different states. In some. (as in New viding this insurance is that injured employees can't sue York) the employer is treated as the compensation insurer. their employer. This does not prevent them from bringing Other states, (like California) allow the employee to bring action against a third party, such as the general contractor, an action against the employer. And in other states, (like who may in turn "claim over" against the employer for Arizona) the employee can sue the employer, who is barred indemnity for any sum the general contractor must pay the from asserting many of the usual defenses, including that employee. Certain states, such as Texas, are known as the employee's own negligence caused the injury.. absolute bar states, which means even a claim over against a responsible employer is barred. company may only have to pay a nom- pany is injured and brings action crane company's insurance policy. inal sum as a nuisance cost to get rid against a third party like a general Being named as such enables the of the case, is when protection against contractor, who then makes a claim assured to bid on job contracts. legal expenses is most needed. against the employer for the cost of However, the crane company can be Consider the amount of the indemnity paid to the employee. (See held liable for failure to fulfill the con- deductible in your policy. Virtually all related sidebar, above.) Often, the tract if the contract is bid successfully, policies require a deductible, which is third party can make claims under yet the contractor is not named as the amount you must pay before the common law for indemnity, like when required. This liability can be covered insurer will contribute. Deductibles the claim is based on the negligence of under the broad form CGL. serve several purposes. First, it keeps the insured's employees or equipment. Unfortunately additional litigation insurers from getting involved in When this occurs. Part B "Employers may be generated in this situation. minor claims, representing a signifi- Liability of the Worker's undermining the protection initially cant savings once applied to thousands Compensation Policy" would respond. intended, because of complicated of policies. Second. by not turning in However, if the third party's claim is questions that arise. For example. is minor claims, policy holders can nego- based on an indemnity or "hold harm- the contractor's CGL policy felieved tiate better premium rates because of a less" clause in the job contract with from responding? And which policy better loss experience record. the employer, the Worker's should respond first? However, make sure the deductible Compensation Policy will not afford Owners Contractor's Policy--A includes the amount covered for protection. Likewise it is unlikely the newer form of coverage called the indemnity on claims payments and standard CGL policy would apply owners contractor's policy (OCP), is legal fees. It should include both. since that form excludes liability for growing in popularity. The OCP is Sometimes you will be quoted a better contractually assumed liabilities such designed to be purchased separately premium for what appears to be the as a hold harmless clause. by a sub-contractor or supplier, like a same coverage with the same limits Broad Form CGL—For these rea- crane owner. Generally it is purchased and deductible. But a closer look may sons you may want to obtain a broad as a complimentary policy on a con- reveal that instead of one deductible form CGL, which provides protection tract-by-contract basis, in addition to for both claims and legal fees, there beyond that granted under the standard either the standard or broad form are actually two deductibles built into CGL. One of the most important CGL. It protects the general contrac- the policy. This means you will have extensions given under the broad form tor or property owner from liability to pay the deductible twice; first is that it covers against liabilities that may occur during construction toward the amount of any settlement occurring as a result of an incidental performed by sub-contractors or sup- or liability judgment and then toward contract with a third party, like a hold pliers. Claims are automatically paid the legal fees and expenses. harmless agreement. In addition, it under this separate OCP policy and do The standard CGL form policy is covers against common law indemnity not affect the assured's loss experi- partly designed to work in conjunction claims. Without a broad form COL. ence when it is time for renewal of with the worker's compensation insur- you may end up facing a claim for either the standard or broad form ance protection policy. The CGL poli- indemnity by an uninsured party being CGL. In addition, this special policy cy expressly excludes any liability sued by an employee. Even if the precludes many questions arising from arising out of injuries to an employee. claim is baseless. you will have to the additional named assured practice. This is because the various states have fund the defense costs alone. Getting the right crane owner liabil- worker's compensation laws that Another important feature of the ity insurance is critical to the security clearly define the terms and limits of broad form CGL relates to the ability of your business. Knowing what to insurance to be maintained in order to to name an additional named assured. look for in a good broker and knowing protect employees injured on the job. This practice, which is becoming more about the different types of insurance However, a complication arises common, allows contractors to require available makes the process easier.! when an employee of the crane com- they be named as an assured under the December-January 1994 Lift Equipment 29 Telephone: 508-366-8851 Alden Electronics, Inc.,40Washington Street,Westborough, Massachusetts 01581-0500 ALDEN ELECTRO Should youhaveanyfurther ALDEN ELECTRONICS,INC. Sincerely, will haveto Therefore, tobecomplaintwithGMDSSre The reasonforthisisthatpartoftheGMDSSre an-audible alarm in completecompliancewith Armand D.Bouchard ADB/14,:;:' the Navtexsystem.OurMarineFaxTR4systemhasavisualalarm that re TR4 RecorderModel9414doesnotComplywiththeFCCGMDSS sticker attestingtothatfact. MarineFax TR4isincompliance. appears'in theLCDDISPLAY,butthereisnoaudiblealarm. In allotherrespects,theNavtexcapabilitycontainedin inform youthattheNavtexfunctioncontainedinourAldenMarineFax In responsetoourtelephoneconversationre acceptance ofNavtexproducts,thepurposethisletteristo Kenilworth, NJ07033 500 South31stStreet Dear Mr.Matla Radio Holland Mr. SteveMatla December 17,1993 q uirement. I'd , v , 1;n:. purchase g er: g er whenever anA,13,DorLmessa an AE-900 q the uestions, pleasecontactme. J Telex: 94-8404 CUFF. Navtex StandAloneReceiverwhichis FCC GMBSSre 201- 7 . ft I 01 q uirements, yourcustomer q g 1 uirement and ardin : 1 110H qc g q e isdeliveredto uirement callsfor g FCCGMDSStype 7 11 qo:; z r ''S :9T - 0 FAX: 508-898-2427 0 0 3 3 a carries a 0 3 0 i wsuaXel pueiq r% OT 111:4f • .. rA AA 1 g i46 - 8 62 X 3 A • V Newsletter VOLUME 13, NUMBER 1 JANUARY 1994 U.S. DEFENSE DEPARTMENT ANNOUNCES INITIAL OPERATIONAL CAPABILITY FOR GPS; SECRETARIES OF DEFENSE AND TRANSPORTATION APPROVE TASK FORCE REPORT RECOMMENDING MORE SUBSTANTIVE ROLE FOR TRANSPORTATION DEPARTMENT IN GPS POLICY AND MANAGEMENT ISSUES The U.S. Department of Defense (DOD) has advised the Department of Transportation (DOT) that the Naystar Global Positioning System (GPS) has achieved its Initial Operational Capability (IOC) as defined in the 1992 Federal Radionavigation Plan jointly issued by DOD and DOT. A signal specification for the SPS, also forwarded to the DOT by DOD, is currently under review by the DOT and other affected civil government agencies. Future DOT announcements will advise the civil community of details regarding status and plans for civil use of GPS. The Secretaries of DOD and DOT have also approved a report by a Joint DOD/DOT Task Force established to examine the operational, technical and institutional implications of increased civil use of the Global Positioning System, with the objective of developing a consensus regarding the issues and recommendations for using GPS as a national resource to satisfy civil and national security requirements. The Joint DOD/DOT Task Force Report, titled "The Global Positioning System: Management and Operation Of A Dual Use System", recommends a management structure and technical considerations which will provide for full representation of civilian interests in the policy management of the GPS. Recommendations include establishment of a DOT Pos/Nav Executive Committee and a DOD/DOT GPS Executive Board, future funding by DOD for the basic GPS and by DOT for augmentations to GPS, implementation of DGPS services with integrity information for applications requiring accuracy better than that provided by even the PPS, a study of augmentation alternatives to develop an optimum integrated system to provide GPS augmented services, continuation of current federal development and deployment of GPS accuracy enhancements, and determination of the composition of the federally- provided DGPS service mix which will become a U.S. standard for navigation. Copies of the Joint DOD/DOT Task Force Report are available to RTCM members on request to the RTCM Office by facsimile to +1-202-347- 8540, by telephone to +1-202-639-4006 or by mail to the address listed on this Newsletter. Request Document ALFA VICTOR ALFA. 01994 RTCM Published by- Radio Technical Commission for Maritime Services POST OFFICE 800 19087 WASHINGTON. DC 20038 FOR THOSE CONCERNED WITH TYPE APPROVAL OF SHIPBORNE RADIO EQUIPMENT AND ELECTRONIC NAVIGATIONAL AIDS C REQUIRED BY THE SAFETY OF LIFE AT SEA CONVENTION If you are concerned with type approval/type acceptance of maritime radiocommunications and radionavigation equipment you should be aware of ongoing work to revise document IEC-945. IEC-945 is the only internationally agreed voluntary standard that prescribes test and test procedures for equipment to meet the general shipboard equipment requirements prescribed in IMO performance standards of IMO Resolution A.694(17). The current revision of IEC-945 is being developed by Working Group 5 (WG5) of Technical Committee 80 (TC80) of the International Electrotechnical Commission (IEC). All concerned with this standard are eligible to participate in the work through auspices of their national IEC committees. Those concerned with U.S. markets for SOLAS and/or U.S. compulsory ships should note that IEC-945 standards are currently mandated as a requirement for all equipment to be type accepted for use in meeting U.S. flag ship requirements of the Global Maritime Distress and Safety System (GMDSS). RTCM will make available to members pertinent documents concerning the IEC update work. Mailing list for this purposes is designated as RTCM Special Committee 116. If you desire to be included on this mailing list make request in writing to the RTCM Office by facsimile to 202-347-8540, or by mail to the address listed on this Newsletter. Request addition of your name to mailing list for SC116, IEC 945 Standards Development. U.S. COAST GUARD BEGINS TRIAL OPERATION OF MF/HF DIGITAL SELECTIVE CALLING SERVICES The U.S. Coast Guard has begun trial operation of medium and high frequency radiotelephone service utilizing Digital Selective Calling (DSC) from Coast Guard Communications Station Boston (NMF). The DSC service will allow mariners to automatically send a formatted distress alert to NMF as well as other DSC equipped stations worldwide. As an additional service Coast Guard Communication Station Boston (NMF) is also announcing unscheduled marine information broadcasts using DSC. It should be noted that DSC will also allow mariners to initiate distress, urgency, safety and routine telephone calls to any properly equipped vessel or shore station without the necessity for a continuous aural watch at the receiving station. The Coast Guard plans to install DSC at each of its high seas communications stations within the next eighteen months, and at each of its coastal radio stations by the end of the decade. September/October 1993 -5- RTCM Newsletter U.S. FCC ADOPTS CHANGES TO RULES REGARDING COLLECTION OF FEES FOR SHIP INSPECTIONS By Order the U.S. Federal Communications Commission has adopted changes to its rules regarding collection of fees for ship inspections as specified in Title 47, Code of Federal Regulations Section 1.1117. The FCC notes that prior to this change fees for ship inspections were collected by billing after the inspections were conducted. Since not all licensees were paying their bills however, and significant FCC resources were being diverted to the problem of collecting unpaid fees, it was decided that in the future the FCC will only inspect ships that have paid their fees in advance. Copies of the FCC Orders are available to RTCM members on request to the RTCM Office by facsimile to +1-202-347-8540, by telephone to +1- 1 202-639-4006 or by mail to the address listed on this Newsletter. Request Document ALFA VICTOR CHARLIE. U.S. FCC EXTENDS TERMS OF SHIP AND AIRCRAFT STATION LICENSES TO TEN YEARS By Report and Order (R&O) the U.S. Federal Communications Commission (FCC) has Title 47, Code of Federal Regulations, Section 80.25 to provide that licenses for ship stations in the maritime service will normally be issued for a term of ten years from the date of original issuance, major modification, or renewal. Further, licenses other than ship stations in the maritime services will normally be issued for a term of five years from the date of original issuance, major modification or renewal. Copies of the R&O are available to RTCM members on request to the RTCM Office by facsimile to +1-202-347-8540, by telephone to +1-202- 639-4006 or by mail to the address listed on this Newsletter. Request Document ALFA VICTOR DELTA. U.S. DEFENSE MAPPING AGENCY (DMA) REMOVES DECCA ELECTRONIC LATTICES FROM DMA CHARTS The U.S. Defense Mapping Agency (DMA) has announced its intent to begin removing DECCA Electronic Navigation Lattices from new editions of charts commencing January 1, 1994. The action is predicated upon a diminished requirement for DECCA navigation with the advent of the Global Positioning System (GPS). o U.S. Coast Guard Headquarters is now connected to Internet electronic mail through a gateway at the U.S. Department of Transportation. Electronic mail correspondence involving RTCM Special Committee 101 on Digital Selective Calling (DSC) or other maritime telecommunications matters can be sent to: j.hersey/[email protected]. -6- DOES YOUR SHIP MEET CURRENT EQUIPMENT CARRIAGE REQUIREMENTS FOR THE GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM (GMDBS)? Those concerned with operation of all ships subject to the Safety of Life at Sea Convention (SOLAS), and with operation of U.S. flag non- SOLAS ships subject to compulsory carriage requirements under the FCC Rules of 47 C.F.R. 80 (compulsory ships) should review requirements related to carriage of Search and Rescue Transponders (SARTs), 406 MHz Satellite EPIRBs and NAVTEX Receivers. In brief summary: SARTs: Dependent upon the construction date, type and size of ship, and the applicability of SOLAS and/or U.S. Rules, ships may be required to carry one or two SART's beginning February 1, 1992, or February 1, 1995 or February 1, 1999. For detailed information on U.S. flag ship rules see newly published U.S. Coast Guard Navigation and Vessel Inspection Circular (NVIC) 9-93. Copies of the NVIC are available to RTCM members on request to the RTCM Office by facsimile to 202-347-8540, by telephone to 202-639-4006 or by mail to the address listed on this Newsletter. Request Document ALFA TANGO BRAVO. 406 MHz Satellite EPIRBs: Carriage is generally required effective August 1, 1993. (Note that August 1, 1993 is the applicable date for all SOLAS ships; certain U.S. compulsory ships on domestic voyages may be exempt until August 1, 1999 on provisions of 47 CFR 80). NAVTEX Receivers: August 1, 1993 for all SOLAS and U.S. compulsory ships. It should be noted that all equipment carried to meet SOLAS requirements must be type approved/accepted for GMDSS use as prescribed by the cognizant national authorities. For U.S. flag ships (including all compulsory ships under U.S. law) specific GMDSS approval labeling is required on each piece of equipment. IMO SUBCOMMITTEE APPROVES ECDIS PERFORMANCE STANDARD At it's September session the Safety of Navigation Subcommittee of the International Maritime Organization (IMO) completed its work on revising and updating the IMO Provisional Performance Standards for Electronic Chart Display and Information Systems (ECDIS) based largely upon recommendations submitted by the joint IMO/International Hydrographic Organization (IHO) Harmonization Group on ECDIS (HGE). The new ECDIS Performance Standard, as approved by the Safety of Navigation Subcommittee, will next be considered by the Maritime Safety Committee (MSC), parent body of the Subcommittee, at its April 1994 meeting. If approved by the MSC it will then be considered by the 1995 IMO Assembly Meeting for approval as an IMO Standard. It is anticipated that the standard will be published as an IMO MSC ) Circular after MSC approval and prior to Assembly action. September/October 1993 -2- RTCM Newsletter Areas a vessel trades in. A number of COMMUNICATIONS marine equipment manufacturers, including Furuno and Kelvin Hughes, have published useful guides that explain the options. GMDSS finds a friend GMDSS is being phased in within the framework of the international SOLAS convention. The implementa- in the House tion schedule required that by August 1 last year be fitted with Navtex U.S.-flag operators may soon have an receivers and 406 MHz EPIRBS. Ships built after February 1, 1995 incentive to move a lot faster on meeting must comply with all GMDSS requirements. Ships constructed GMDSS requirements before that date can either comply with GMDSS, or can comply with the F Rep. Jack Kingston (R.-Ga.) is the radio officer and instead carry two Chapter IV SOLAS requirements that successful in gaining passage of his certified radio officers—who can be were in force prior to February 1, I recently introduced Ship Safety any members of the crew who qualify. 1992 until February 1, 1999, when and Competitiveness Act, U.S.-flag The U.S. has yet to change its domes- they must comply with all GMDSS operators may soon have very good tic legislation to permit this, a situa- requirements. reason to start looking very seriously tion that Rep. Kingston intends to at the attractions of fit- BUILT-IN GPS ting GMDSS (Global Complying with GMDSS provides Marine Distress and operators with an opportunity to Safety System) equip- rethink their communications philoso- ment. That's becaus, phy. Trimble Navigation is promoting his bill would exempt its Galaxy as not only a neat GMDSS owners of GMDSS- package, but a powerful ship manage- equipped ships from ment toc,l. what Rep. Kingston sees Saturn incorporates Inmarsat C as "the arcane" and a GPS receiver in a single inte- radiotelegraphy and grated unit. morse code officer In an emergency, a push of a but- requirements of the U.S. ton on the Galaxy remote alert panel Communications Act of transmits a message to the selected 1934. Rep. Kingston sees Rescue Coordination Center that the act's requirements includes the ship's identity, position, for radio officers as NO MORSE KEYS: Neat GMDSS packages like this speed, course and the time and type of "featherbedding" in the Furuno console are becoming more common on emergency. To help ships keep out of age of GMDSS. Kingston board ship as the marine industry moves away problem areas, Galaxy uses GPS to says the radio officer from radiotelegraphy and morse code require- automatically select the appropriate requirement is costing ments dubbed "arcane" by one U.S. Congressman navigational area for receipt of U.S. operators some InmarSat SafetyNet broadcasts (other $220,000 per ship. He says that this change with his bill. areas can be selected manually). "burden and disparate treatment is GMDSS equipment requirements Galaxy's tracking and communica- one more example of the many rules vary depending on which of four Sea tions capabilities allow the home affecting only U.S.-flag vessels and operators, making it all but impossi- ble to compete with their foreign-flag GMDSS opens opportunities for Maritex counterparts." Though satcom is certain to get a na, Panama, the Philippines and As we discussed in our July 1993 further boost as GMDSS implementa- Europe through a central computer sys- issue, (p.16), phased implementation of tion gains pace, HF radio is also a vital tern in Sweden to offer a 24 hour, glob- GMDSS began in February 1992. element of the system. That could help al, ship to shore and shore to ship corn- Essentially, the system uses modern the Maritex global radio telex system munications service. Ship to shore ser- communications technology so that a add to its fleet of 1,200 ships sailing vices include direct dialing with conver- ship in distress can alert shore-based under 40 flags. The HF GMDSS sation options, rational store and for- search and rescue authorities, as well equipment that is now being intro- ward, multiple address telex and semi- as ships in the immediate vicinity, in duced by producers worldwide gener- fax—a telex-to-fax service that allows order to achieve coordinated assistance ally meets requirements for Maritex, non-telex subscribers to be reached. and rescue operations. It eliminates which offers traffic rates that are "high- Shore to ship messages can be sent by the need for morse telegraphy and. ly competitive to Inmarsat charges." a variety of means that now include via rather than relying on the traditional Ships joining the system are personal computer and dial-up modem. radio officer, makes extensive use of assigned a telex number and there are Maritex says this is an important step automation. It also has requirements no entrance or annual fees to pay. towards its efforts to become less for either redundancy of equipment, or Jointly owned by the telecommunica- dependent on telex and eventually intro- an approved maintenance system. tions companies of Denmark, Finland, duce full E-mail services. Because the morse telegraphy Iceland, Norway and Sweden Maritex For further information circle 150 requirement has been dumped, links land-based equipment in Argenti- on Reader Service Card GMDSS allows owners to eliminate MARINE LOG JANUARY 1994 COvv\ (Y1 ON tCoLi—t. 0/0 _S IDB Mobile OUPUCATION BASIC 11 VHF VHF i MF/HF offers automatic SATCOM C r I [mei credit card z.„ LH (I l l calling 001 IDB Mobile Communications, the DDI sixth largest provider of satcom ser- vices via the Inmarsat service, has DDI DDI introduced a new credit card service. DOI It allows vessel or rig crew members and visitors (including vendors) to make automatic ship-to-shore credit card calls. PRINTER When calling from any standard touch-tone telephone, the caller hears the "bong tone," then enters his BASIC WORKSTATION DUPLICATION .' ORKSTA TI ON credit card information to pay for the call. His credit card is charged and SQUID system from Belgium's SAIT treats communication equipment the vessel or rig is not billed. units as "sensors," networks them via digital data interfaces (DDIs) and Ships do not need to register for controls them from workstations the service, which allows direct dial- ing without operator assistance • Standard-C satcom; SAIT says that the configuration of (though operators will assist if digits • two VHFs with DSC; the two Squid workstations and these are entered incorrectly or the caller • 400 W SSB with DSC; sensors constitutes a complete needs help.) • telex terminal; GMDSS package with required dupli- "This is a simple service to use," • watch receivers._ cation—except for the second VHF. says Marc Newman, VP business From one central location, the This, says SAIT, "is generally not development, IDB Mobile. "It utilizes ship's officers can initiate routine or integrated as it is used for safety of advanced technology to allow direct- distress communications via a variety navigation and is built-in at the con- dial credit card calls from ships at of methods and paths. Vessel opera- ning position." sea, as easily as calls on shore. tors have a complete safety communi- For further information circle 152 According to IDB Mobile's director cations system within one single con- on Reader Service Card of European sales, George Mochrie, sole, offered by one manufacturer. the service is "the first of its type offered in the Inmarsat arena." He SQUID says it will be "very well received on SAIT Marine N.V., Belgium, GMDSS VHF North Sea oil rigs and chartered ves- unveiled its Squid integrated radio Developed to meet GMDSS sels who often have to handle third communications system at Novem- requirements for life-saving appli- party calls." ber's Europort show. The basic con- ances (regulation 6 of SOLAS Chap- Currently the service accepts Visa, cept behind this system is to consider ter Ill, Navico hand-held AXIS Mastercard, American Express, all radio communication equipment GMDSS VHF radios are designed for Diner's Club and Carte Blanche cards. as "sensors," ignoring their individual simple operation with one hand. They For further information circle 151 control units, and link them via a net- offer com- on Reader Service Card work to a workstation. It makes use plete pro- of DDI (digital data interfaces), each tection of which represents an exclusive link against office to transmit up-to-the-minute between a sensor or a workstation water routing information to specific ships. and the network and ensures compat- ingress, It can also precisely monitor the ibility between them. even when movements of every ship in the fleet A Squid installation includes a totally sub- by making use of Galaxy's ability to basic workstation, panel mounted, for merged to a include GPS position in messages fitting in one of the operators' posi- depth of 1 from the ship. tions of an integrated bridge console, m. They are and a duplicate workstation, in its also drop PACKAGING GMDSS own stand which contains all the elec- resistant The major marine electronics man- tronics that Squid uses to control the from 1 m ufacturers have atteiapted to make communications sensors along with onto a hard GMDSS fits less daunting by offering the communications sensors' own surface. package solutions. Last year, for electronic units. Presently, the Squid Navico is instance, Furuno introduced its RC is offered to integrate: an indepen- 5000/3T GMDSS console. This is a sin- • an MF/HF transceiver with telex, dent British company with sub- gle unit usable by vessels for Sea Area DSC and watch receiver; sidiaries in France and Largo, Fla. A3 (basically, deep sea areas more • a VHF simplex transceiver with than 150 nm from coastal MF sta- DSC and watch receiver; For further information circle 153 tions, but within the coverage of an • a Standard C satcom including on Reader Service Card Inmarsat satellite). It incorporates: EGC (for reception of MSI). 16 IANII JAM' 122,1 IVI.Aftlf■!E LOG and display formats than ECDIS and will permit both raster and vector for- NAVIGATION mats. There's some interest in the U.S. in putting this standard forward for international recognition. Other Electronic charts: national electronic charts standards are also being formulated. In general, though, the term ECS simply denotes Where are we now? an electronic chart other than one meeting the ECDIS standard. Andy Norris of Kelvin Hughes clarifies the "It is important to note," says Nor- ris, "that ECDIS is only at the stage picture on what systems are available of a draft performance standard." That draft standard refers to some now and which are still some time away IMO and IEC documents that are themselves in a state of revision or that have yet to be issued. "Also," s T the next decade the electronic that compiles and issues international- adds Norris, "the carriage require- chart will be increasingly recognized ly agreed specifications for marine nav- ments for vessels planning to use I by the professional manager as a igational instruments. He's also the ECDIS as a substitute for paper preferred substitute for the paper technical rapporteur on electronic charts have not been addressed by chart. In ten to 15 years more ships charts for the Comite International IMO, including the consideration for will be using electronic charts than Radio-Maritime (CRM) and represents back-up requirements in the case of those using only paper charts. The CRM on HGE—the IMO/IHO (Interna- equipment failure." paper chart can then be expected to tional Maritime Organization/Interna- Until the relevant IMO resolution is rapidly become a back-up facility, per- tional Hydrographic Organization) har- passed, the IEC's Technical Committee haps using quite different printing and monized group working on ECDIS 80 cannot issue type approval specifi- distribution techniques than those specifications. In a recent paper, Nor- used now. Those are some of the views cations—though it is already working ris explained what progress is being on these in close consultation with the of Andy Norris, technical director of made toward the future he foresees. Kelvin Hughes Ltd. Involved with HGE. "These aspects prevent manufac- turers from offering existing fully com- radar and navigational equipment ECDIS AND ECS pliant ECDIS equipment, despite some since 1970, Norris chairs International IMO and IHO have split electronic claims to the contrary," warns Norris. Electrotechnical Commission panel charts into two groups. "The first of RASTER & VECTOR FORMATS these is known as Electronic Charts Data describing chart information Display and Information Systems may be stored in raster or vector for- [ECDIS]. ECDIS equipment and chart mat. Raster information is stored as data will necessarily follow strict picture elements, or pixels. Each is a specifications laid down by IMO/IHO minute component of the chart image and, subsequent to a future IMO reso- lution, will be accepted as an equiva- with a defined color and brightness lent complying with the up-to-date level. Pixels are normally aligned in charts required by regulation V/20 of rows and columns, following standard the 1974 SOLAS Convention. It is computer display architecture. The eye probable that this planned IMO reso- sees the total array as a screen "pic- lution will be approved by the IMO ture" of a chart. Raster scanned images Assembly in 1995." are derived by video or digital scanning The second group comprises all techniques that, effectively, "photo- graph" existing paper chart originals. other electronic charts that do not Vector data are held as a series of comply with the ECDIS specification. instructions for defining and drawing "These will not be acceptable by IMO a particular chart feature. "Thus, for as a paper chart equivalent," warns Norris, "and paper charts will still example," explains Norris, "a depth have to be carried and used by those contour can be stored as a defined vessels that have fitted non-ECDIS shape and can have a particular equipment. These non-EDCDIS elec- depth assigned to it. Other drawing tronic charts are normally called Elec- information could, for instance, tronic Chart Systems [ECS]." include the color and line thickness of The term ECS is also being used the contour. This drawing informa- by the United States Radio Technical tion is converted into a screen image Commission for Maritime Services by the processor within the electronic [RTCM] to denote an intended mini- chart display system. Since the data mum standard for non-ECDIS sys- are stored as a 'table' of chart infor- tems to be used within the U.S. An mation, vector systems offer an 'intel- RTCM panel hopes to issue an ligence' that is not inherent within a approved standard this year. It will raster system." allow greater flexibility in the data "Vector format systems," continues Norris, "also offer the ability to 'layer' information, i.e. the user can have a certain flexibility as to what infonna- ce Cord JANUARY 1991 MARINE LOG N.) (2..J t 6,61-T 1 OA) Z tion should be displayed on the chart. stream tables can rapidly lead to leg However, considerable effort is New CDU from time estimates..." says Norris, noting required to compile and check the data Kelvin Hughes that vector format systems can per- for a vector chart, whereas a raster form automatic checks on the route, chart is comparatively easy to create." Introduced at November's Europort "thus any crossing of boundaries of ECDIS is a vector format system. show, Kelvin Hughes Ltd.'s new Chart prohibited or special condition areas It makes great use of the in-built Display Unit (CDU) is fully compatible will be detected ... In particular, vector intelligence in the data. However, with the U.K. Hydrographic Office systems can check whether any "generation of ECDIS chart data is Raster Chart Service. It can be used planned route would violate own- rather more difficult than was once alone or interfaced with the Kelvin ship's safety depth contour." thought," observes Norris, adding "it Hughes NINAS navigation display. Norris says electronic chart systems is likely to be many years before any- As a stand alone unit, the high res- are "the ideal display system for posi- thing like the present coverage of olution raster scan display with a tions derived from continuous position- paper charts is equaled." 1,280 pixel x 1,024 pixel screen is ing systems such as GPS, Loran and This is opening the doors for other mounted in an ergonomically Decca." But he warns that "clearly the chart systems—particularly those designed cabinet, compatible with over confidence that can be generated based on raster data—to be used in other Kelvin Hughes display cabinets. on seeing own-ship's position automat- parallel with ECDIS. Systems using A window on the right of the displayed ically plotted on a chart must be tem- raster data scanned directly from exist- chart provides ship's position, course pered with a consideration of the sys- ing paper charts "have the very real and speed, the range and bearing of tem accuracies." advantage that the displayed chart is the cursor (controlled by track ball) Addressing voyage recording, Norris entirely familiar to the user... " and chart information comprising notes that position plots and other Manufacturers can be expected to name, number and projection along information drawn onto a paper chart introducing dual or multistandard sys- with when the chart in use was last provide a valuable voyage record and tems capable of displaying ECDIS corrected and the correction number. that there are strict legal requirements data when available for a particular The CDU offers interactive route for its preservation after an accident. area and ECS data when ECDIS data planning and monitoring along with The draft specification requires are unavailable. "While displaying instantaneous assessment of ECDIS to store and to be able to recon- non-ECDIS data, the equipment ceas- tracked targets that may be overlaid struct navigation during the previous es to be an ECDIS and hence actual on the chart from the radar. eight hours and stipulates that it must paper charts must be used in parallel For further information Circle 155 not be possible to manipulate or as the primary source of chart infor- on Reader Service Card change the recorded information. "It is mation. Such equipment must give a sensible," says Norris, "for all other clear indication whether ECDIS or rections ... the user will always see a electronic chart systems to have a sim- ECS data are being displayed." `clean' but updated version of the ilar form of voyage recording." chart," he notes, adding that the user ELECTRONIC DATA should also be given on-screen infor- RADAR INFORMATION "In future," predicts Norris, "it can mation on the date of the latest Incorporation of radar information be expected that the supply of ECS dis- update, while the chart display sys- onto the electronic chart, leading to play equipment will become divorced tem should have in-built intelligence its use for both navigation and colli- from the supply of data" with a "small to check that all updates before the sion avoidance purposes, is still a number of hydrographic offices" offering most recent have been incorporated. matter of some controversy, but, in a raster data. (Since Norris presented his "The complete update information section of his paper that explores the paper last September, the world's largest should also be able to be reviewed by issues involved in displaying radar producer of paper charts, the U.K. the operator to aid a manual check of on the electronic chart, Norris says: Hydrographic Office, has, as we reported completeness. This invisible type of "Display of ARPA tracks on the in our last issue, started to offer fully correction is possible for both raster charts is perhaps now considered as "official" Admiralty raster charts.) and vector format charts and is a being useful by most mariners and For ECDIS systems, the draft per- defined feature of ECDIS." navigation experts who have studied formance standard calls for data to be In addition, and also allowed for in or used such a facility." "the latest edition of that originated ECDIS, the user should be able to by a Government authorized hydro- "draw in" updates, e.g. after receiving OUTLOOK graphic office" and "provided in con- a Navtex message. These should Norris's conclusions: "The elec- formity with IHO standards." Addi- stand out as being user-provided. tronic chart is here to stay and it tionally, "ECDIS should be capable of will become increasingly integrated accepting official updates ... in confor- CHART FUNCTIONS into modern ship operations. The mity with IHO standards." Thus, Route planning can be greatly sim- near future will see the introduction notes Norris, "ECDIS is conceived plified through use of good electronic of ECDIS, but since it will be many with a firm requirement for the data chart equipment. "Waypoint and route years (20 years plus?) before ECDIS and its updates to only come from libraries can be easily generated, mod- chart coverage is equal to that avail- official government sources." ified and recalled. Routes may be able on paper charts, it can be formed using great circle or rhumb- expected that other electronic chart ELECTRONIC CHART UPDATES line legs; controlled radius curves can systems will have a long life. In the "In principle," says Norris, " elec- be generated between consecutive far future, the electronic chart has tronic charts may be updated by a legs. The route can be displayed at the potential to become an essential weekly data set, originated by the chart various chart scales to visually check subsystem that will eventually allow compiler organization, either supplied on clearances from hazards, etc. the fully automatic pilotage of ves- on disk or via a satellite data link." Courses and distances can be auto- sels. This will form a very interest- "Such semi-automatic updates ... matically computed; also automatic or ing area of research over a number will normally be unnoticeable as cor- semi-automatic interaction with tidal of years." ML MARINE LOG 1 ANUARY 1994 73 rr. • 5' iiiM a YrniSe-.4.,,I • g'74.11ri teditatflif •• lectronle--4ont asseses ,,-pia ass 11' •,* 1 • ettinbe tter e; .4* , • 441P aaki" 4 31r • . ...,.. .. By Burnet Landre ..5:45._. . aving a compass aboard used to be a simple matter. Other than Swing-:1-j! ing it once in a while to check on I--i• H accuracy and making' Sure youft didn't set your pipewrench down next to it,i;) a compass was pretty easy to deallwith.').)•- ' Not anymore. Now, you have to select the 1 • kind of compass you want according to what you want it to do. Then, if the choice .:: is an electronic compass, there's the issue off':,: where to install the sensor.-',1--'..,i-it,•*-,'i-io•i •,:i Currently, there are three typel of com-,4 • pass available to tell you — and all your l' ' other equipment, from autopilot and radar to I,' satcom and sonar — which way you're headed. s- '- '''..:-- ..■iti'i;,ci.).01 First is the old standby magnetic Corima...S.• with the rotating card. Some of today's) ' models can provide heading information to electronics. It's no longer the ideal method, but it works. • •• ' ..,• .:••:-..7•...' One downside to using a'magnetic com- . .4 .i • pass for heading information is that the card tronic compass. In simplified terms, a flux, '; pendicular coils act a bit like a pendulum,-,.;.":•., Integrating electronic compasses with flops back and forth as the vessel rolls, caus- - gate compass is composed of two coils at ` When the _vessel turns. the sensors of the",,, various navigational instruments is ing faulty readings. Also, a magnetic corn-' right angles to each other that are mounted flux gate begin to read the earth's magnetic' , increasingly common on fishing vessels pass still works by resting on a bearing on gimbals, each sensing the earth's mag- ' - field at an angle, spitting out an incorrect .. of all sizes. Soon, there will be two-way which can wear, causing drag and incorrect netic field. As the coils move across the reading. Each time it spits out an incorrect . "communication" between the compass readings. I - • , earth, the intensity of the magnetic fields •• reading, all the equipment interfaced with it...:1t "and, other electronics. The compass, for Other problems that can cause poor per- changes, and the software in the flux gate responds accordingly. ,21: --' .7:1' -I ::s , icii-eti: ; example, will be able to adjust itself formance when coupled to electronics are: measures those changes. These measure- . - .. While.a flux gate compass is nowhere. :'-based nn data supplied by the GPS. bubbles in the housing and extreme suscepti-, inents are compared, and the resulting elec- near as susceptible to stray magnetic fields 2 Xis: -...,,ti, i . . . •.. ..• - '-, ' - bility to stray magnetic fields and vibration. tronic impulse is presented as a wave form l' as a straight magnetic compass, there is still „'mounting a flux gate too close to engines, When a magnetic compass experiences too„;,. .,-,.or in the case of Ritchie's MagTroniczi,a degree- of. You must takej;,;„„compressors, electric motors (any DC cur- much vibration, it starts "walking,"‘ or spin- unit, as a time/phase shift that looks like a l'iI great care in where you place a flux gate • rent for that matter), pumps or ferrous metal. ning around endlessly. When you lay some- , ' spike. Each degree of the compass is consid- 4„, compass. In fact, "placement of the sensing *et t-INurphy's Law seems to be in force fre- thing conductive next toit, depending the.aercd a single pulse, and north is two. Once • ,unit is probably the single. most critical'i 'Aquently-when',we're installing a flux gate," strength of the field: compass will."lockVthe'llux gate has been swung, the compass': It the system,". says Lou Rota of; /1 says Ed Adams of Custom Navigation. an up" and not spin at all. while-a.simple - simply-spits out a stream of electronic inforiellki Robertson/Simrad..,„,!„.4 '''' ' 1,.,, '. ',.. .' electronics company in Westbrook, Conn. magnetic compass is still the best for steer- ' mation,about where it is heading. - -*------1,-..,`: :"The ideal place to install an electronic, ,,,..-".We often find excellent spots for the unit in ing with your wheel, it has been l' upassecle.These electronic compasses can be very .',.."4 compass is as close to the waterline and-as dry compartment away from everything for any electronic interfacing purposes. t: accurate, but they 'come with warnings you'Pvclose to the exact center of the vessel as pos., . harmful and quickly discover there's no way By far the most accurate compassdb-datemust heed. ,. - ••-. - --", • -,• • ' - I-4,046,,sible,". Rota says._ spot provides thee to run wires from the sensor to anywhere is the gyro compass, which is noereally -11''' -...Manyilux gates have had difficulty pro-•.- '.1east - amount;of motion,and•therefore.the i. else. Finding the right location is the tough- compass at all. A gyro compasstictuall viding an accurate readout in a• turn probability.of the most consistently accurate ,4.; est pan of the job.., senses the earth's rotation...and points-JO the although some newer models have, minia, ig ireadings.Tic `•"•s`r",' - All bets are off if installation is aboard a spot on the earth with the leasi rofatioual ttire yaw. gyros or software to lessen the Unfortunately, this location is frequently steel-hulled vessel. Then, the only place for speed — the north pole.ii-ligr-Iti#8tAi problem. The gimbals supporting the pe pr;° 41"in, the engineroom. So.be careful about" the sensor is atop the mast, away from both This type of compass is".eicellent'for .4.4•EV 44,•`9W.A.'111144141 lbwa 414 • 9! /114 the hull and any "soft iron" — other mate- large ships but has definite drawbacks for all rial such as cargo, deck machinery, etc., that others. First, once you turn it on7i'gyro might cause deviation. Aluminum hulls compass takes a very long time to'settle.in don't suffer from this problem and can be and read correctly. Once it, ook a Tull day' X4,treated the same as wood or fiberglass. now, some can settle in inas little as five KVH of Newport, R.I., has a new unit, hours. This can be a problem in our'age of,, the AC 1000, which, according to Jim instant gratification, especially when some l'%' Dodez, "not only automatically and continu- people feel the one-second-update rate of a' - ously compensates for magnetic anomalies. GPS unit is "just too slow."*Wirt, ..wm when you install it it tells you on a scale of In addition, gyros are generall spretty • .0-9 whether the location you've chosen is large units, so your bridge needs,t0 be ' good or bad. If you get a 9, it's ideal. A roomy. However, gyros do haveanafadian; . reading of 1 means move it or else." rage in that they are not affected by 'itra . Other cautions magnetic fields or rough weather.. Their • Fishing vessels in the extreme north may biggest problem is their expense, which in -IL Flux gate compasses are available in a __Inside the flux gate compass are two - experience other problems. There are places considerable. And unlike other marine elec-j;17,,variety of wheelhouse displays, including coils that read variations in the earth's on earth where compasses, no matter how ironies. gyros are mechanical units that are •:-KVH's combined analogidigital unit magnetic field as the vessel moves. The good, simply stop working. "No compass — never likely to cost less. • • ' • w ,."•!1.,..•.a -.•, packaged in a traditional mount. Others _., system's software measures and com- • not magnetic. electronic or gyroscope - Enter the flux gate441.4- provide information in either analog pares these differences to provide will work above about 70° north latitude," The flux gate is the most common elee digital format. • am .0 directional data.".«.'r • •■•••' • ," ' says Dodez. "And there are places where the JANUARY 1994 NATIONAL FISIIERMAN 31 magnetic dip angle [the cause of compass uselessness that far north] extends consider- a. ably further south than that." Another potential problem baware of is RFI (radio frequency,imetforeisceNwr models are doing 'a much.bettorjo0 pro-,, testing against.thiqyfiShiel4ng.the units; building the circuit boards-bettereusingtk- ,Cetrektreleflei • more protective housing materials and t 640 North Lewis Rd. upgrading cables and connectors. But if:tt, 'Limerick, PA 19468 your unit is subject to RFI, itsanbe a sen .t, 215-495-0671 ous problem. The electronic compass provides much of the most basic information to your autopilot • 1420 Frances St. and navigation equipment. There is the pos- a Vancouver, B.C. VSL 1Y9 sibility of an accident if youicompass sud-;-'41; Canada denly tells your autopilot that you are 901 254-0212 off course when you aren't really. When running top heavy or on a vessel with poor , Panunarine International stability, that sudden ,turn Could mean a 'O. ••53 Ponside Dr. rollover. Pocaset, MA 02559-19t)0 Some irnprovements Onlhe-horizon • 508-563-7151 include even easier dures. At the moinerti,,with the most cam KVH Industries mon interface protocol (NMEA ;0183,),• 110 enterprise Center information .can only flowin,onedirection,%.,.• NeWport, RI 02840 . 401-847-3327 from the sensor to the e utP ment• Soon• '/'4. _ 7 under the next generation protocol (NMEA :...pass. 'Another manufacturer's equipment m,Schematic illustrates a typical flux gate` 0193), interfacing wilLwork in both direc-,,fj.: also needs information from an electronic -,,-',i,, compass installation and interface, with". Navico, Inc:. lions. At that point, various piecei of equip- jf;‘ compass but not in the same format.-Multi,›; other electronics. Radio frequency inter- :7411 114th Ave N. Suite 210 ment will be able to truly communicate. For: - , ply this problem by all the equipment yciuftt, ference, called RFI, can be a serious 4, Largo, FL 34643 - example, the GPS — with its incredibly fast ,i',. have aboard, and you can see there's poten-11,-•,problem if the electronic compass does 813-546-4300 updates, which include accurate heading ....r„,tial for needing multiple compasses. At this ' 4!' not have adequate shielding.:t•, information will be able Co'tell the flux .-.,.. point, electronics manufacturers don't think '2-4.4ai6 '141;-- ■°,;,..,-.7,iirt:..r.yeii4h Raytheon gate compass. the informatiiiin it needs to it of a NefiSel as one large single systemithey .'.-i' 7X,,,,i,,..;,71,'C=*; 46 River Rd. automatically adjust itselec".,.41441,4 ,,fiV.;,.. don't think in terms of universal input.,e07.,‘...:. . ; .."'W,T04.7 .,,;,,,, , Hudson, NH 03051 The biggest probleth with flux gates, even ..,-. Of course, you can use one flux gate corn"-...,,•-•dardrultimately 'would result in compasses, 603481-5200 today, is one of philosophy:One manufac-:;:i,i, pass and, with some custom tinkering, feed ,..4"that could be universally interfaced with': carer builds equipment to receive a certain'..: in multiple displayi - but you shouldn't ::;-- other electronics E.S. Ritchie & Sons, Inc. type of information from an electronic com-1.';, have to. Ultimately, a single acceptedotan-.'.,(1,Z.,..There.is a rumor pitching and rolling its!: 243 Oak St. - , ,..,-; - ,,,,,,c,„. otto,..r,,,...„.‘ 4,.....,,, ,.,.;;,,.,,,. r .7.---,: . .-.;,,,,..4,40...;7,...-.i..t.,,way around the industry that an entirely new Pembroke, MA 02359 4-4:4:,424.„,cf....,technology for direction-sensing is about to 617-826-5131 CoMponents,of an ,,-Thube introduced to the marine industry. It's' electronic.digltalcalled ii Ring Laser Gyro and operates on a:. RobertsoniSimrad compass designed v.„; ja.eanitoOight principle ;The system.is sup- 400 Oser Ave. Suite 2100 ' especially for steel laHposedly..light yeari be.tter, than anything '. Hauppauge, NY 11788 hulls include Sr...I.' • available to date.:''',7'. 1,71r.-,:,-:.:.<7.7117), 516-273-3737 control module;" ,..1 ',I Evidently;' when a boat turns, the,beam:a., displays and an.4,,,' of light tends to want to remain straight.-t.,• SI-TexiKoden antenna-like flux 4. The sensor then detects this hesitancy, or • 14000 Roosevelt Blvd. gate sensor. On •k”. "drag," and is able to measure it. Currently,; Box 6700 steel vessels, the .-7- the system is very expensive and used only. Clearwater. FL 34618 sensor is usually. • in the military and on some commercial 813-536-0898 located at the top airliners:I -4, e, .' ...- . • - , '...• CI of a mast to mini- ' ,-.....*,....,:".n..-...=.4 i- mize deviation, ,r....a 744AV " 4, ...r.,..;. .,•„,,i, A.7 -ocyr . ..-4-1, • `' ' • - - 2m=!A $ n.■ ' earit6/6'4. 'I'l %.i ,rte',~. 1,L ' • -',.:4, ''-,' .. : • • ' 2'tioes.:'' '‘0- 000.1 •-• itt."10Cfp.r. ;42; k ;WM westr6iii d tato : • Pinpoint the exact product or service you're :ow wentire looking for in minutes with the handy index .5it! e- or t._oat tabs and extensive cross-referencing.' -WO i,,,;,t4k., I ...‘ ,,''''::1;i"' ...o•...... ,-.1, •• commerci 4;4 • locate manufacturers,cturers, equipment 4, Irectory.„ :r '''''...iiii,;401;53. i4li.:1 LITOPIta ..e. . I' :": : , :/.... • and . 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They're sucked out, stored and either cleaned up and put Why the costs of coolin back in (or simply put back in if the refrigerant was clean) or reclaimed for use somewhere else. In use since the 1940s, the HCFC have owners boiling R-22 has become the refrigerant of choice in maritime applications - Efforts to protect the Earth's ozone layer estimates put current world totals at about 950 million lb. About 85% of all are driving up the costs of the refrigerant ships afloat have R-22 systems. The largest maritime refrigerant market gases used by ships isn't, in fact, for the 1,200 reefer ships in the world fleet, but rather the air EFRIGERANT gases are start- cal means of destroying large quanti- conditioning and refrigeration needs ing to account for a larger per- ties of chlorine and fluorine gases, the of the other 40,000 ships afloat. Rcentage of many shipowners' Protocol allows existing CFC systems operating budgets. The reason, of to operate for as long as the gases are TARGETED FOR OBLIVION course, is that current marine refriger- available. In fact, current ozone man- Like R-11 and R-12, R-22 is also ation systems and air conditioning sys- agement strategy assumes that all targeted for oblivion, even though as tems use gases containing chlorofluoro- CFCs will eventually be released into an HCFC it has an ODP (Ozone carbons (CFCs). These are believed to the atmosphere, according to Carrier Depletion Potential) rating of 0.05, or be one of major contributors to the Transicold engineer and senior pro- 5% that of R-12. Considering that destruction of the Earth's protective ject leader Bill Hannett. CFCs account for only 20% of the ozone layer. They are being phased out world's ozone depletion problem, a gas in accordance with the Montreal Proto- rated at 1/20th their threat should col, an international agreement signed "Conservation and have a negligible effect. R-22, because by about 120 nations that seeks to con- it is so much more environment trol the production and thereby the use recycling will soon friendly than CFCs, is currently sub- of refrigerant gases deemed threats to be the only way to ject to no excise tax and has prices the ozone. hovering about $5.00/1b, which may The most recent amendment to the keep CFC systems indicate one reason for its popularity. Montreal Protocol mandates virtual Industry suppliers and users contact- cessation of CFC production by 1 Janu- supplied with gas" ed for this article did, however, ary 1996. The European Community express concern that future amend- has adopted a stricter schedule, phas- ments to the Protocol may request ing out CFC production by January 1, In some sectors, provisions for con- taxes if an R-22 alternative emerges. 1995. In the U.S., the Montreal Proto- tinued use in existing systems has According to the latest version of col has been written into the Clean Air encouraged hoarding, driving up the the Monti eal Protocol, beginning Jan- Act of 1990. The world's largest CFC price of R-11 and 12 from about the uary 1, 1996, HCFC production will manufacturer, U.S.-based DuPont Cor- $1.00/1b of several years ago to a cur- be regulated to 1989 levels, with a poration, has volunteered to follow the rent high of over $7.00/lb—a big dif- further reduction scheduled for 2005, European example and cease CFC pro- ference in the budget of an operator full cessation by 2010 and availability duction one year earlier than mandat- of a ship with sizable refrigeration through 2030. ed by the Protocol. and air conditioning systems that This alone needn't worry current Though productioi, of CFCs will could require 10,000 lb of coolant. users, since much of today's world virtually cease, their use will not be Governments have also added fleet will be out of service in 25 years made illegal—small consolation for heavy taxes to discourage CFC waste. time. But in the short history of the owners of existing air-conditioning In the U.S., for example, the excise Protocol the removal date for CFCs and refrigeration equipment who will tax on R-11 and R-12 is nearly 50% of has been moved from 2005 to 1995. face CFC shortages long before the the purchase price. According to Ben The same sort of thing could happen life of their equipment runs out. Most Bailey, president of Bailey Refrigera- with target dates for HCFCs. land-based systems commonly use tion, Avenel, N.J., this has had dra- CFCs R-11 and R-12 (freons). These matic and somewhat successful SHAKEN, NOT JARRED have proven efficient, stable and effects. "In the old days when, say, a All this has shaken but not jarred dependable refrigerants, which is one condenser leaked and water got into the refrigeration industry. Mark reason why almost all U.S. Navy the centrifugal air conditioning sys- Whitfield, president of Cospolich ships were designed to use R-12 sys- tem, they would just drop the whole Refrigerator Company, New Orleans, tems for air conditioning and refriger- 1,500-lb charge of R-11 into the bilge. La., expresses a common sentiment ation. Though some commercial ships Now that 1,500-lb charge is worth when he says "this period today is use R-11 and R-12, however, most use $15,000—they don't drop it into the both the best and the worst time to be R-22, a hydrochlorofluorocarbon bilge anymore. So to that extent the in a refrigeration-related industry, (HCFC) that is also affected by the restrictions on production and the because the constraints that are being protocols. federal excise taxes have had the placed on us by the government to Since there is currently no practi- desired effect." produce environmentally friendly In any case, conservation and recy- refrigerants are real. The challenges by Joe Evangelista cling will soon be the only way to keep are the things that make it interest- Technical Editor CFC systems supplied with gas. ing, because there is an evolutionary MARINE LOG NOVEMBER 1993 43 process going on right now that resulting from their selection. oil lubricant of R-12 systems, boils at a doesn't compare to anything that Materials compatibility, operating higher temperature and operates at we've seen in the relatively recent pressures and densities are a few of the higher pressures. Similarly, the HCFC past. You know, it's 'pay your money characteristics besides cooling capacity R-123, a replacement for R-11, requires and take the ride.' " that can require anything from a thor- changeover of such system components And it seems like quite a ride. ough system cleaning to new compres- as gaskets, hermetic motors and com- There are many possibilities for users sors and lines should an existing sys- pressor impellers. looking to update old systems or build tem be switched to a new refrigerant. Refrigerant gas suppliers such as new ones. The various refrigerant For example, the accepted replace- Boonton, New Jersey-based Drew alternatives compete not just on cool- ment gas for R-12 is the hydrofluoro- Marine and Oslo, Norway-based Uni- ing ability, but on the balance carbon (HFC) R-134A. Though R-134A tor are warily watching refrigerant between their virtues and flaws—and can operate in systems designed for R- developments, as they will eventually the consequences and compromises 12, it is incompatible with the mineral have to stand behind whatever new products are offered by manufactur- ers. These are mostly blends of sever- al component gases, say, HCFCs or IMBINI River Plant, Inc. HFCs. Only three of them, designat- ed R-500, R-502 and R-503 are azeotropes, or blends that combine to act as a single uniform gas. CLEANING AND REPAIRS According to Erik Schau, manager of business development for Unitor's Refrigeration Business Unit, "Many of The HBM River Plant, Services and Facilities • Cleaning Plant equipped with two 1150 these blends contain a flammable Inc. is a complete vessel HP Boilers to provide Change of Cargos, component such as propane. Since cleaning and repair facil- Gas Freeing & Live Steam for up to 8 they are not azeotropes, if you get a ity offering a wide range barges simultaneously leak the components escape unevenly. You could be left with just a flamma- • Waste Disposal or Treatment of services. Located at ble gas in your system." Mile 225 (left bank) lower • Two Docks - 2,300 tons pay by 74) & Bill Hannett points out another Mississippi River 800 tons (151' by 63') potential problem with these blends— • Liquid Cargo Transferring their properties could vary according near Baton Rouge, to varying internal conditions of the Louisiana. • 1,000' of Fully Equipped Dock Space for Topside Repairs refrigeration system, or through a series of partial system rechargings. • Four Cranes Schau's job includes assessing the • 1,000 HP Towboat potential of substitute gases. "I don't • Vessel Fleeting see why, when you can use R-22, you would use a blend we know nothing • Equipment Maintenance & Repairs about" he says. "We inform shipown- • Extensive Parts Inventory ers to take 134 A or 22, depending on application and system age. If, for • Sandblasting & Painting example, you want -18 °F or -20°F • Equipment Loading & Unloading using the same positive compressor VICKSBURG you will have problems with 134A. If the temperature of your meat and fish is okay at -15 °F or -17 °F then we can go to 134A, but it's not cheaper than a switch to R-22. We have converted a couple of hundred ships to R-22 and found it a good bridging compound to HALL-BUCK MARINE, INC. future refrigerants. It's not a final solution but it actually helps." CALL 504-769-9800 In any case, operators of older exist- P.O. BOX 3635 ing R-12 systems will very likely find BATON ROUGE, LA 70821 the supply of existing gas, combined with conservation and recycling pro- HBM RIVER PLANT, INC. 00,0 grams, will allow their continued oper- MILE 225 ation throughout their remaining use- Member, ful lives. In addition, many manufac- THE AMERICAN WATERWAYS NEW ORLEANS OPERATORS, INC turers and suppliers recommend pre- ventive maintenance programs. "For example," says Schau, "you can use sol- der instead of flaring, install numerous leak detectors to inform the crew earli- er and so forth. You'll always have some leakage through shaft seals, but these will be minimal." One concern for gas suppliers is that the exotic or proprietary blends Circle 51 on Reader Service Card 44 NOVEMBER I993 MARINE LOG ARY riANUARY, JANUARY JANUARY 1 1d JANUARyiki, JANUARY 1 k JANUARY 1 JANUARY I Si94 '199 ‘ti 2004 I OA ItS 14 20 i 5 f-;'' ...P-f• • 2020. . 2030 it t r Or .0011 • Consumption freeze capped at 3.1% of the ozone depletion potential of the CFCs and HCFCs consumed by a country In 1989 it cAr REDUCED CAP REDUCED CAP REDUCED CAP REDUCED BY 35% BY 35% BY 35% BY 35% Wit*A P.fim•41400.0401iIIS sm,poi: • ,t • . 70TRE 1 L ROTOCOCDEADLINES ARE 71147PHAie:or CONVENTIONAL MARINE REFRtIiEftA VI 01.' 'IWO. . planned as CFC and HCFC replace- of refrigerant products for Drew turers are still trying to get back their ments are not likely to be available in Ameroid Marine, notes that while exot- R&D costs. R-11 and 12 are the biggest all ports. Inter-company cooperation, ic blends may not be available every- volume movers, and we have customers on what Hannett call "an unprecedent- where, alternatives such as R-134A are who still say, 'why buy the more expen- ed scale for the industry," could result comparatively common, and stocks are sive 134A when I can buy 12?' ... result- in some kind of standard product. high. In fact, prices of newer refriger- ing in an oversupply right now. We Joe Lawrence, marketing manager ants are high only because "manufac- expect to see some fairly intense corn- petition on price between the alterna- they replace, due, for example, to Manufacturers will need to "wait to tive types in the future." more demanding characteristics such see what the gas manufacturers are The majority opinion among suppli- as higher operating pressures. The offering before developing new sys- ers, manufacturers and users contacted resultant exacerbation of the global tems," according to Henry Tornquist, for this article favored continued use of warming problem through the burn- manager of Stal Refrigeration's Com- R-22 for existing systems. "We see no ing of fossil fuels may just offset the fort Cooling division. problems with R-22," says Schau, "but reduction achieved by eliminating fre- we're not sleeping on it—we don't know ons. "If we have to compromise on REAL REVOLUTION IS the fate of it. It will eventually be gone energy efficiencies, then what you're IN SERVICE but there's no panic now." going to do is place additional burden "The real revolution occurring at Users' comfort with R-22 is exem- the moment," says Tornquist, is in the plified by Chiquita Brands' Great service side of the industry. "We have White Fleet. Like most non-container "Most if not all of to certify our service engineers—you reefers, its ships use a main refrigera- the new refrigerants can't just send a guy on board simply tion plant that chills a secondary because he has 20 years experience coolant which then circulates through will require more energy any more. Now they have to have cer- the cargo holds. Last year, the Great tification that they know how to han- White Fleet completed a reefer new- than the compounds dle these gases, that they won't blow building program in which R-22 was they replace ..." the gas into the atmosphere. Service the primary coolant and chilled brine companies have to retrain even their was the secondary. most experienced service people." One reason R-22 has been given on electrical producing plants and not Stal has also seen increasing sales such a long leash by the Protocol is all of those electrical producing plants of ancillary service equipment. "We that there is currently no equitable are environmentally friendly," notes have sold many receivers that can substitute available. Another is very Mark Whitfield. "Some of those burn take a whole gas charge aboard ship likely that R-22 is not that serious an fossil fuels, which add to the same so that there's no need to blow gas ozone threat and regulators know it, problem that we're trying to reduce." into the atmosphere. Just a couple of though they may feel politically com- Manufacturers are not rushing to years ago there was no need for sqr- pelled to schedule its elimination. produce new basic refrigeration sys- vice compressors and shipboard stor- Ironically, most if not all of the tem designs—yet. The basic equip- age facilities, but now ships have to new refrigerants will require more ment for most refrigeration and air- have them. Our biggest chillers have energy in use than the compounds conditioning needs already exists. about 2,000 lb of refrigerant. With five of them there's about 10,000 lb And there's very little information short periods of time during a day, aboard a cruise ship, and the ship has coming out." and was achieving say 0°F, when you to have a receiver that can hold it all." "When you switch to 134A," notes switch to 134A and you lose 10%, Cospolich is also experiencing the Bailey, "you have to switch to a new then, depending on the boxes, you service side revolution. "Because synthetic lubricating oil. Everybody may only achieve 4°, 5° or 6°F—you there are so many chemicals out thought that oil was going to be won't be able to get down as low in there, the person I really have con- polyalkaline glycol (PAG). But then temperature. Some customers have cerns about is the service technician," they found something better—polyol systems that only achieve maybe 8°F says Mark Whitfield. "I think that the ester (POE). And that's only in the when the weather is warm. So if I learning curve for him is going to past year. Now customers want to were to put 134A into the system and exceed that of the manufacturer." know how's POE going to be for the they run it non-stop, they may next 20 years in my $20,000 recipro- achieve only 12-14°F, and that's just SYSTEM CHANGES cating compressor? And what's its not acceptable. So we have to look at The learning curve is also steep for long-term machine life? There are an the system and see what has to be companies retrofitting refrigerants awful lot of unknowns with R-134A." done to recover some refrigeration and making needed systems changes. Generally, though, if an R-12 sys- capacity. And sometimes the cus- Although R-134A has been around for tem is in good shape, it should be able tomer has to think about switching to about 20 years, only recently is it to accept R-134A. The U.S. Navy is R-22" rather than R -134A." entering into heavy use. "Everybody switching its existing systems from R- is trying to figure out the right things 12 to R-134A. But not all systems may AMMONIA to do and customers are pushing us to be as well-maintained as the Navy's. "As far as we can tell at the give them answers and there's very Furthermore, explains Bailey, moment there's no direct replace- little practical field experience," says "when you put R-134A in an R-12 sys- memt for R-22," notes James Temple- Ben Bailey. "In the marine industry, tem, on a ship stores system, say, ton of the refrigeration department of for example, we use an awful lot of you're going to lose probably 5 to 10% Lloyd's Register of Shipping, "Until open drive machinery, which is a very capacity from the system." That can such a time as somebody comes up small percentage of the total machin- create headaches should a system with a replacement for R-22, ammo- ery that's produced. Window units, already have only marginally ade- nia is the only refrigerant really in residential units and refrigerators are quate capacity. the ballpark" for low-temperature what's being tested in the labs. So "For example," says Bailey, "if the applications such as reefer ships, we're hungry for information on the ship stores box was running almost Interest has revived in ammonia, big built-up systems that are in ships. all the time, shutting off for only (Continued on p. 78) tilation so that, should a leak occur, coolant, while in the air conditioning Refrigerants ammonia would not leak out into adja- it's chilled water," notes Templeton. cent spaces. The notes also suggest spe- An alternative being explored in cial scrubbing systems to remove the reefer trades is further develop- Continued from p.51 ammonia from any exhaust gas. ment of controlled-atmosphere (CA) Lloyd's Register is classing five technology. The technique, currently which is one of the oldest gases used new 13,500-gt reefer ships building at applied to containers, involves remov- to refrigerate cargo. Danyard which use ammonia as the ing much of the oxygen from the con- "We had reefers using ammonia- refrigerant. According to Templeton, tainer and replacing it with a con- based refrigerants maybe 40 years Lloyd's Register only approves ammo- trolled mixture of carbon dioxide and ago," notes the Great White Fleet's nia in indirect expansion systems, nitrogen. This slows down the respira- Bergum, "but bodies such as the where the chillers are placed in as tion of the product and preserves British Department of Trade banned small an area as possible and con- freshness for extended periods of it because of its high toxicity. Now tained in a gas-tight room. "One of time—longer than under refrigeration classification societies are coming the prime requirements," he says, "is alone. Even flowers, the most delicate back in with rules and regulations as to keep the ammonia charge as small of products, have arrived after three to how it can be used, but used safely. as possible, so should there be a leak weeks in a container as fresh as the Currently, ammonia is used on facto- you're dealing with a smaller amount day they were packed. Chiquita, a ry fish ships to freeze large volumes than otherwise." modern CA pioneer, has already com- of fish very quickly. It's also used Interestingly, Lloyd's Register does pleted hundreds of banana voyages extensively ashore in large freezers. not class provision rooms, so its Guid- using CA containers and considers the So there's lot of expertise in ammonia ance Notes do not address comfort technology well-proven. In the future, out there. All we have to do is bring cooling or ship stores, only refrigerat- CA technology may allow refrigeration back the old idea with quite a lot of ed cargo. "Perhaps our management at higher temperatures than currently safety checks designed into the ships will be looking at that in future, but employed. This in turn would enable a from scratch." there's nothing on about that right medium-temperature refrigerant like Lloyd's Register has published now," says Templeton. R-134A to be used on reefer ships. But Guidance Notes for Marine Ammonia The Danyard ships, in fact, use that's still some time away. Mean- Refrigerating Plants, which include ammonia for the cooling of their pro- while,the marine industry has to get requirements for gas-tight rooms, bulk- vision rooms and air conditioning sys- on with the nitty gritty of making heads, deckheads and doors. The notes tems use ammonia as well as cargo cooling systems work within the ever- also call for the gas-tight room to be spaces. "In the case of the provision tightening constraints imposed by the maintained at a negative pressure ven- rooms, chilled brine is the secondary Montreal Protocol. ML I I MM. — AM MIN Eme r ANL la OE Ilk MI IOW MI RECOMMENDATIONS - • CHANGE WHEN THE TIME IS RIGHT: SHUTDOWN, THIS WINTER, REPAIR PERIOD, MAJOR BREAKDOWN, ETC. BUT DON'T WAIT TOO LONG. • R22 IS A GOOD CHOICE • R134a IS A GOOD CHOICE TOO • R123 IS NOT A GOOD CHOICE, EXCEPT IN FEW CASES • THOROUGH LEAK CHECK NOW REGARDLESS WHAT ELSE YOU DO • LEARN AND FOLLOW NEW RULES • ABOVE ALL, DON'T VENT CFC TIMETABLE WHEN * WHAT * JULY 1, 1992 ILLEGAL TO VENT JANUARY 1, 1993 50% CFC PRODUCTION, LIMIT FOR '93 JUNE 14, 1993 MUST FIX LEAKS MUST KEEP RECORDS JULY 13, 1993 MUST EVACUATE _ MUST USE EQUIP. TO EVACUATE SAFE DISPOSAL REQUIRED AUGUST 12, 1993 OWNERS OF REFRIGERANT RECOVERY EQUIPMENT MUST CERTIFY TO EPA RECLAMATION REQUIREMENTS RECLAIMERS MUST CERTIFY NOVEMBER 15, 1993 TOUGHER EVACUATION STANDARD TOUGHER RECOVERY STANDARDS JANUARY 1, 1994 MAXIMUM 25% CFC PRODUCTION LIMIT FOR '94 NOVEMBER 14, 1994 TECHNICIAN CERTIFICATION REFRIGERANT SALES RESTRICTIONS DECEMBER 31, 1994 DUPONT STOPS PRODUCING CFC'S JANUARY 1, 1995 PROBABLE 12 1/2%CFC PRODUCTION DECEMBER 31, 1995 THE END OF CFC'S 2004 R22 CAP BEGINS 2010 SIGNIFICANT R22 REDUCTION BEGINS 2020 R22 ESSENTIALLY ENDS THERE ARE MANY QUESTIONS THESE DAYS, IF WE CAN HELP YOU FIND THE ANSWERS, GIVE US A CALL ! 1-800-8-BAILEY AH LEY NEWSLETTER LTC LYNCOPLIS AgIvistt IN SHORT - • R11 AND R12 WILL SOON BE GONE • LOTS OF NEW REGULATIONS THAT APPLY TO YOU NOW • THERE WILL BE SHORTAGES • PRICES ARE GOING UP, UP, UP • YOU SHOULD BE DOING SOMETHING NOW THE BACKGROUND - • U.S. FEDERAL LAW ELIMINATES Rll AND R12 (AND OTHER CFC'S) END OF '95 & LIMITS PRODUCTION TO 25% OF '86 LEVEL IN '94 • DUPONT (AND OTHERS) WILL STOP MAKING THEM END OF '94! • R22 HAS CAPS THAT TAKE EFFECT 2004 TO 2009 • R134a (REPLACES R12 EXCEPT LOW TEMP) IS COMING ON STRONG • R123 (SUBS FOR R11) IS A DEAD END - PRODUCES TUMORS • EPA HAS PUBLISHED (FINALLY!) IT'S RULES (SEE TIMETABLE) THE CURRENT SITUATION - RULES: A. NO VENTING BY ANYONE - INTENTIONAL = 525,000 FINE B. OWNER MUST HAVE LEAKS REPAIRED C. OWNER MUST KEEP RECORDS OF GAS USAGE D. SERVICEPERSON MUST RECOVER GAS PRIOR TO SERVICE E. SERVICEPERSON MUST USE RECOVERY SYSTEM F. REFRIGERATION APPLIANCES MUST BE DISPOSED OF PROPERLY G. RECOVERY EQUIPMENT OWNERS MUST REGISTER WITH THE EPA OTHER: • R12 TO R22 CONVERSIONS ARE MOST COMMON • R12 TO R134a CONVERSIONS ARE STARTING, NEW OIL IS REQUIRED (SYNTHETIC) • BLENDS (OF REFRIGERANTS) ARE BEING PUSHED BUT THERE ARE SERIOUS PROBLEMS • R12 PRICES HAVE SKYROCKETED • R22 PRICES HAVE REMAINED LOW • R134a PRICES HAVE COME DOWN , Oil Spills: What's your responsibility,, ington require fishing VeSsI.I, Our discussion Pegarding a vessel By Kris Freeman gross tons to show evident c ouiscr's oil-spill liability began last month Field Editor with a general description of OPA '90, the cisl responsibility" necessais n, slcan Oil Pollution Art of 1990. spill. OPA '90 does not require :my Ink , : . .. end, although you'll have to put out money party for collection." In other words, the boat of any size to do so, unless they:, our trawler is headed out of Seat- up front. Coast Guard publications state - Coast Guard will he much more likely to oil as a "secondary cargo" to i.ctl Iles tilliott Bay on the way to that in this case. as a "cooperative responsi- . believe "the other guy did it" if you stick boats. says Miller. Bering Sea pollock grounds. The ble party, you are eligible to recover all of around to report the spill and help clean up. All vessels of any size Mitt rimy al .; engine has just been overhauled, your expenses from the Oil Spill Liability Proof of Financial Responsibility cargo within the Exclusive F11111,11111C Y must show sufficient contingency ckan. - the crew is rested, everything looks good - Fund. The fund managers go to the third . While states such as Oregon and Wash- until a harbor tour boat with a jammed throttle rams your bow. • Next thing you know, there's oil on the water. Some of it. you suspect, comes from your fuel tanks. Who's responsible? You are. Who's going to pay the hill for the booms and hinting Coast Guard spill teams are unrolling around 'your hull? That remains to be seen. .. - The 13th Coast Guard District uses this scenario as an example of the tricky busi- ness of third-party liability. Here's how the ',11010:1 t.• case could shake out. - i•. Even if you lose oil due to the negligence .• ;PH of another person or vessel, you are still the •• "responsible" parry, since the oil came from Olt • k..1t.s your hall. Therefore, you are required to 4.1 Ul.,1 ■,:titi report the spill and do your best to clean it up yourself or hire contractors to do so..Accord- ing to a newsletter prepared by the 13th Dis- trict Marine Safety Division and Vessel Traffic Service: "You are responsible for all removal costs and damages to natural resources, real or personal property, subsis- tence use of natural resources. revenues, profits and earning capacity due to injury or loss of property or natural resources and costs of providing additional public services." Ultimately. you may be able to shunt these charges off to the tour boat. Accord- ing to the Seattle law firm of Mikkclborg, Dior, Wells & Fryer, "A responsible party can avoid liability for removal costs by proving that the spill was caused solely as a result of: I) an act of God, 21 an act of war. 3) an act or oinissiOn of a third party or 41 a combination of the foregoing." All recovery costs and, in some cases. damages and civil claims may initially be paid by the National Pollutibn Fund Center. I this federal body. is 'funded. in part, .by a tax on imported oil.) Then the agency goes after the responsible party (or the negligent Mad party) to recoup its costs. •• : . Liability ' OPA '90 sets liability limits. For exam- ple. the oil-spill liability for a non-tank ves- sel tops out at $600 Per gross ton or a total of $500,000, whlehever,ls greater. How- ever, those limits hold only if ho applicable federal laws have!..been,broken. "It is very diffiCulIV (pill oil without finding that you have violated sortie regula- tion somewhere,'Is'irtyi.SteVe Miller, editor of the Seattle-basal Marine Response Bul- letin. Worse yet..tlataladis in Washington 'and Alaska, which are not preempted by OPA '90, allow Unlimited liability claims against a responsible party. - • Let's go hackie, the collision scenario. Say you depenckciriAe tour bOat operator to report the spili,titid'higMail it back to the shipyard to rerikiP•Stir tankt. You have vio- lated federal laviibYi not reportini the spill. Liability lintits gout the window and the mounting multirthousand-dollar charges for skimmers• botitnaT.Pilmps„ vactrucks, etc. have name on them... /111111.' If youyou report directly to the Coeit Guard, JOHNDEERE whip out your spill-response plan and start calling contractors, lo. clean up the mess, you will probably tome out better in the Circle Rend*. inquiry I TO 32 NATIONAL l'IllERMA1.1 NOVEMBER 1993 ;mid ..i •crate legally. Fish tenders that are shut. 1.,. I In rr sell are also required to • Know how much fuel you alteatly have. 110.1, tat responsibility. Various types • Stop a little short of full, so you'll have •-i 11.6. not and bonds will satisfy the room to spare. •• • have someone responsible for the trans- st-ssels also TIM prepare a formal fer watch it at all times so that if a hose of ,..sponse plan; smell fish boats do slips or a valve sticks, you can deal with the 'nu "I l,.v ever, even if you're not responsi- problem immediately. ble 1,.1..ulmtittine a plan, you're still tespon- • Make sure you let the crew know that sod, 1.1 liability for spills,- cautions Miller. proper butikeriag is important. Idunirlo the most dramatic spills occur 151..0 ,-gel's hull is punctured. by far the A three.hour .Oernirmr MI lion, OM '90 eirah,o ber of spills lake place during and other nil-spill resit/alums affect fish. it.tml.-r operations. Most of the 600 or boat operators will he presented at Fish so Till. Ott Coast Guard handles annually in Erpo on Friday. Oct. 22. .vori Ong at 9 in. Al....t ....oh from fuel transfers. The aver- 11111L spill is about 50 to 100 gals. Although provision!, under OPA '90 119 ,E r some suggestions from the are alined primarily at minimizing I, nu II.' .pons flulletin on ways to avoid environmental damage from tanker looll ut mg spill' spills, the law also has implications for • AlLkr sure you're ready to receive fuel. fishing vessels. Quick action was credited • al sure all the necessary valves with containing the spill when two tankers and a freighter collided in Tampa Bay in August (bottom photo). For all boat owners, penalties can be severe for not reporting oil spills from out more about John tio hod accidents involving collisions, beers diesel engines for groundings and refuelings. Marino applications, contact oni of our authorized diserlbutors listed below: For Hugh 00111001: SW. 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Roods, Inoully IP III Click, Rood., Inquiry 8 ICI NOvrstare 1991 NATIONAL FP:111101v. 1 1 INADEQUATE PORT DISPOSAL ENVIRONMENT FACILITIES The Marine Committee of the International Chamber of Shipping, at a meeting last June, discussed the Keeping clean, green increasing impatience of many gov- ernments, including those of individ- ual American states, toward vessels ... and in compliance arriving in their ports after long sea voyages without any evidence to show Both yards and shipowners are making how wastes generated en route had been disposed of legally. And yet the environmental regulation compliance a panel also recognized that relatively few ports have adequate waste dis- number one management priority posal systems for vessels that bring their wastes to shore. ODAY, some of the most pressing on Liberian-flag vessels, except in the Neil Chambers, an ICS marine problems facing both shipowners territorial waters of countries that adviser, noted that "discussions with- Tand shipyards lie in implement- have ratified the relevant annexes. in IMO have focused on tightening ing international protocols, national However, the Liberian administration, the MARPOL regulations and their statutes and regional and local regu- in fact, strongly advises Liberian ships interpretations to require ships to dis- lations protecting the environment. to observe the requirements of all charge certain wastes before depar- Ultimately, of course, it is the MARPOL annexes. ture from port, and to require that shipowner who must foot the bill in MARPOL imposes especially strict records of disposal be kept on board one way or another, either directly or controls in special areas, these cur- for inspection by port states as through increased charges from the rently include the Baltic Sea and the required." At the same time, says shipyard. Mediterranean to which will soon be Chambers, "the Marine Committee Penalties for even inadvertent pol- added the Caribbean. Outside the was nevertheless concerned that ... lution can be painful and the message the lack or prohibitive cost of recep- has gotten through. "Most of the mar- tion facilities is frequently the cause itime world is aware that it is easier "... nothing is of ships not being able to dispose of not to pollute than to pollute," says their garbage properly." Jeremy M.S. Smith, general secretary thrown over the side. Where there are shoreside facili- of the Liberian Shipowners Associa- If you do it, you're ties, many shipowners are over- tion. But, he adds, "I think that the charged for the disposal services pro- problems facing conscientious fired!" vided. MARINE LOG was told that shipowners in observing the letter of markups of 40% to 60% are said to be MARPOL constraints exist more off common practice."For many of our their vessels than on them!" special areas, ships have some leeway owners," says Jeremy Smith of the It is, of course the MARPOL con- to discharge some wastes at sea, if the LSC, "this problem in American ports vention that most directly governs the vessel is more than 25 miles offshore. in particular is the final outrage. It's avoidance of pollution by ships. hard for them to find adequate waste Shipowners have long complained CRUISE SHIPS disposal facilities, and they are often that while port states have been swift Cruise ships are particularly eager charged up the hawse pipe for the to penalize shipowners for MARPOL these days not to be branded as pol- honor of removing their garbage." breaches they have been tardy in luters ... wherever they may be sailing. meeting their own MARPOL obliga- A source at at Royal Caribbean Cruise SURVEY tions to, for example, provide ade- Line, says that the company is making Shipowners may soon have solid quate shoreside facilities for the an investment "in the millions" on evidence of the inadequacy of shore- reception and disposal of ship-gener- waste-handling equipment, such as side reception facilities. The ICS's ated wastes, including oil. incinerators, shredders and pulpers, for Marine Committee has agreed to There are currently five MARPOL each of two new RCCL vessels under cooperate with the Baltic and Inter- Annexes, each concerned with a spe- construction. The general rule to national Maritime Council (BIMCO) cific type of pollutant: Annex I covers employees at Royal Caribbean is that on an international survey of facili- oil; Annex II, chemicals; Annex III, "nothing is thrown over the side. If you ties. Forms have been prepared by hazardous substances; Annex IV, do it, you're fired." BIMCO for ICS members and other treated sewage, and Annex V, Waste that cruise ships can't dis- interested parties. [For copies, contact garbage. By 1996, the International pose of on-board must be landed BIMCO, 161 Bagsvaerdvej, DK-2880, Maritime Organization (IMO) is ashore at a future port of call. Lack of Bagsvaerd, Denmark]. BIMCO asks expected to develop a sixth MARPOL waste reception facilities at many for a frank assessment, using one annex covering atmospheric pollution. Caribbean ports means, effectively, form for each port, of every reception None of the MARPOL annexes, inci- that waste must usually be returned facility encountered by a vessel. Ship dentally, apply to warships. to U.S. facilities. masters are asked to report the An annex becomes effective on a Increasingly, cruise lines are mak- amount of "food waste, cargo-associ- vessel when the flag state ratifies it ing waste management a top priority. ated waste (including oil), mainte- and also in the territorial waters of Recycling, especially of aluminum, is nance waste, and 'other' wastes other nations that have ratified it. For becoming an important part of waste (meaning garbage, etc.) accepted by example, since Liberia has thus far management—the largest cruise each facility, as well as any amount endorsed only Annexes I and II, the ships may generate as many as turned away, taking care to "differen- other annexes are technically optional 20,000 aluminum cans in a week! tiate between oily wastes and JANUARY 1991 MARINE LOG E. h..) ‘r Ps_ SKJ t QUALITY garbage." Also, the master is to note cargo areas would apply to cargo such vexations as "undue delay, vapors from oil and chemical tankers. OUTS inconvenient location of facilities, Effectively, though, MARPOL restric- unreasonable charges for use of facili- tions on matters such as CFC emissions ties," whether the use of a facility was may be redundant: international agree- not technically feasible, and, "special ments such as the Montreal Protocol are national regulations" that may affect simply removing many CFC-emitting shoreside disposal. • products from the market, or substan- "That's polite talk for extortion, pure tially increasing their price. and simple," says one ship manager. "In some Third World countries with NATIONAL REGULATIONS one main port, the garbage facilitator Increasing concern for the environ- can be the prime minister's brother." ment means that ships are all too often 011111111P BIMCO urges respondents to cite subject to domestic as well as interna- "the cost of discharge, even if the tional regulations, particularly when in charge had not been considered to be port, or in the shipyard. Though, in the 'unreasonable,' " and to "report on latter case, the responsibility for compli- good experiences as well as bad. This ance may be the yard's, the cost will be will allow comparisons to be made ... added in one way or another, to the or a more complete profile on ports." shipowner's bill. ICS and BIMCO will together compile In the U.S., there is a growing patch- the results of this waste disposal work of basic environmental statutes study, and present their conclusions concerned with protecting rivers, man- to IMO "towards the end of 1994." aging solid wastes, purifying drinking !xperienced water, expunging toxic wastes, and pro- FLAG STATE tecting endangered species. All of them your budget, How does a flag state police its ships are likely to affect vessel owners, ship- priorities. to see that applicable MARPOL annex- yards and marine terminals. AMA es are being honored? Most open regis- Directions In De ters rely on certification by a classifica- SHIPYARDS St. Louis, Misso tion society saying that all is in order Just like any other shoreside tenue Harahan, LA 70123 (314)432-2 after a port inspection. The flag state's industrial plant, shipyards are sub- fax (314)432 ;504/733-3934 inspectors will also look at a vessel's oil ject to the whole panoply of national, record book, which in theory shows if a regional and local environmental pro- rd ship arrives in one port with apprecia- tection and occupational safety laws. bly less oil aboard than was the case Today, an incoming ship is greeted by upon leaving its previous port. Of a yard's environmental staffers, wait- course, unscrupulous shipowners can ing on a pier. Their role is not unlike order their masters to enter a false that of a U.S. marshal in an Old West notation upon leaving a port, if a sub- frontier town. stantial discharge is intended while at Before the vessel arrives, its owner :JUTION sea. And far out on the ocean, in inter- will have sent the yard a ship repair national waters, what is dispersed from specification, replying to a standard a particular tanker or bulk carrier is list of questions. Besides listing need- either done or not done at the discre- ed repairs, the owner must say what TRSE tion of the master. kind of paint the vessel is coated with, and declare the type and quantity of ng Manual AIR POLLUTION any hazardous materials on board. Two years ago, IMO adopted a res- "It is not in an owner's interest, Video olution urging governments to prohib- obviously, to be less than candid in it the use aboard ships of chlorofluor- filling out the repair specifications," carbons, or CFCs, that have a poten- says T. Michael Chee, environmental tial for ozone depletion greater than supervisor at NASSCO. 5% of that of R-11, a commonly used "We have to be sure that our crews refrigerant. can work safely," says Kenneth R. MARPOL VI, targeted for comple- Congleton, Supervisor of Health, tion in 1996, is likely to address: Safety & the Environment at New- • fuel oil quality; port News Shipbuilding & Drydock • use of ozone-depleting sub stances; Co. "That's our first priority. I don't like finding anything on a ship that • emissions of NOx and SOx ; ■ ts, Inc. • discharge of volatile organic com- we haven't been notified about on the Elimina pounds from cargo areas; repair specification." • Awesor -eet • discharge from ships' incinerators; Yard crews sample paint on the • Cuts line • reception facilities. ship's exterior as a matter of course • Installer USA It could ban the use of existing before beginning work. Once repairs CFCs, and require a 30% reduction in begin, a shipyard's environmental For Your exhaust emission pollutants such as monitors oversee "anything that goes oxides of nitrogen, carbon, and sulfur, in the air or is poured on the deck." • 'lx: 822133 CMI OF and unburned hydrocarbon particu- REQUIREMENTS) lates. The controls on VOCs from (Continued on p.50) 235 S.W. :a rd VN1ORY 1994 MARINE LOG MARINE LOG JANUARY 1994 ENVIRONMENT informant. "If we can see that whatever If a pollution incident occurs in a we're doing is only going to be a tempo- U.S. shipyard, the yard has to report it from p.31 rary solution, or patch on the problem, immediately to local, state, and federal and that the vessel is soon again going authorities—even if the pollutants Any repair job is going to produce to be environmentally unsound, should were swept up, contained, nullified, at waste. Some yards use shrouds to col- we tell the owner now? Most yards just eliminated after the incident. The lect the grit from sandblasting. At an do the work that's been contracted, and smallest drip has to he reported if a vis- increasing number of U.S. yards, let the ship go without a word about ible sheen can be seen on the water. shrink wrapping is one means used to troubles that may have been found to Ten parts of oil in a million parts of contain airborne paint mist (see be in the offing." water can be detected by a trained eye. MARINE LOG, August 1993, p. 20) . "We've been hesitant to say any- "An untrained person doesn't always All new coatings must be EPA see what's going out in the water," says approved. If an owner provides paint, it a source at one yard. "You can see the has to meet the yard's environmental "If you do it right nasties faster in the air." standards. One major U.S. repairer environmentally, U.S. yards are by no means alone in recently had to refuse to use the partic- taking environmental protection very ular paint proffered by one shipowner, you'll be doing it seriously. Though regulations may vary• who then had no choice but to switch to right financially." and some international repair centers a more expensive approved paint. are far less stringent than others, the One owner we spoke to complained international trend is definitely for the that some U.S. yards use their environ- thing," he explains, "because most controls on yards to become stricter. mental clout to increase billing costs, owners don't want to know. Their "I think that shipowners who are but this was disputed by several oth- attitude is 'sufficient unto today is the content to operate environmentally ers. "The yard doesn't call to tell me evil thereof.' Certainly, the better dirty vessels, those who won't bring a good news," said one owner, "but I chief engineers know, but their warn- fouling ship into a yard until a classi- want to know what they've found, why ings sometimes take a while to reach fication society or the vessel's register a job is going to cost more to complete." the owner. Often, an owner won't puts a gun to their head, should real- Some shipyard environmental spe- believe it until the next inspection by ize that their days are numbered," cialists feel that an owner often is not a classification society representative. says a source at NASSCO. told enough about conditions that Then we get told, 'why didn't you take "The world community is here," says have been discovered and which may of that problem when the other work NNS's Congleton, "with fewer and cause future problems with the ship. was being done?' Our reply usually is, fewer places to hide. The word is out "We've been kicking this around, 'you didn't ask us to, and it would that if you do it right environmentally, among ourselves," says one West Coast have cost X-amount more.'" you'll be doing it right financially." ML ENVIROVAC sewage systems solve all your marine sanitation needs. ORCA II Marine Sanitation Device Vacuum Toilet System SIZING TO FIT 12 TO 500 PEOPLE STANDARD DESIGN AND COMPONENTS —NO SPECIAL ENGINEERING • Microprocessor Control and Monitoring System • Simple Operation & Maintenance • vacuum piping for toilets Fully Automatic Hands-oft Operation • Simple and Inexpensive Installation • Compact and Lightweight sewage ejector • Designed Specifically for the Marine Industry • In Use on Vessels Worldwide Your lank • U.S.C. G. 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Hurley For years, halons (halogenated hydrocarbons) Safety Committee passed an amendment to the Interna- have been used to extinguish fires on shipboard and on tional Convention for the Safety of Life at Sea land. They have been popular because of their low (SOLAS), 1974, stating that new installations of toxicity (compared to carbon dioxide), electrical non- halogenated hydrocar- conductivity, and non-corrosive qualities. The latter bon systems shall be attributes are advantageous around electrical and prohibited on all ships. computer equipment. This amendment will Recently, however, it has been determined that take effect on October halons have a significant detrimental effect on the 1, 1994. ozone layer. For this reason, steps have been taken In the future. both nationally and internationally to limit their use. the Subcommittee on Fire Protection will Initiatives consider setting a date In 1987, representatives of 23 countries in- for the removal of cluding the United States met in Montreal, Canada, to existing halon extin- I ti reach an agreement on how to prevent the destruction guishing systems from of the ozone layer by man-made chemicals. They de- ships. The group also veloped the "Montreal Protocol," calling for a 50 per- recognized that cent reduction of ozone-depleting chemical production commercial conditions by 1998. would most likely In November 1992, the Montreal Protocol was dictate the future of revised by the United States and 94 other nations to halt existing systems, the production of halons by January 1, 1994. because recycled halon The United States has also taken steps to limit from systems that have the domestic production of halons and other ozone- gone out of service depleting chemicals. The Clean Air Act Amendments will increase in cost of 1990 call for stopping the production of halons by when halon production the year 2000. In early 1992, President George Bush stops. announced that the United States would phase out the production of many ozone-depleting substances, includ- Initiative effects ing halons by December 31, 1995. A proposed rule- As of now, any ship with a SOLAS certificate making by the Environmental Protection Agency (EPA) may not install a new halon system after October 1, would accelerate this deadline to coincide with that of 1994. Existing halon installations on SOLAS vessels the Montreal Protocol. are not affected by present regulations. However, these The parties to the Montreal Protocol deter- installations may have to be removed at a future date. mined that before any new halon systems could be in- Vessels without SOLAS certificates are not stalled, it must be demonstrated that they are essential prohibited from installing new halon systems, and are for adequate fire protection. At the 37th session of the not required to remove existing systems. The Coast Subcommittee on Fire Protection of the IMO, members Guard, however, is considering initiatives to limit or could not identify any situations where the use of halon prohibit new systems from being installed aboard would be essential. Subsequently, the IMO Maritime United States flag vessels. Page 14 Proceedings of the Marine Safety Council - - September-October 1993 1-4 (AA n. C protect ozone Ruler Alternative systems Carbon dioxide; high, medium and low expansion foam; and fixed-water spray extinguishing systems are all approved for use aboard ships. They all Halon disposition After halon production ends, the cost of pur- chasing recycled products will rise, and they also will be taxed in the United States. Also, recycled halon may be difficult to obtain due to limited availability and high demand, particularly by the airlines and the military. Therefore, two halon banking agencies en- dorsed by the EPA have started brokering the transfer of halons between former users whose systems are removed and who have excesses, and those in demand of the product. They are the Defense Logistics Agency under the Department of Defense and the Halon Recycling Corporation, a non-profit organization. The latter functions as a clearing house, brokering the sales of halon between buyers and sellers. A typical halon Summary Ever since it was recognized that halons installation threaten the ozone layer, domestic and international share some of the benefits of halon, but also have dis- regulatory action has rapidly taken place. The interna- advantages. For example, carbon dioxide is noncor- tionally-agreed on date for stopping the production of rosive, but lethal in extinguishing concentrations. Halon has moved closer. Also those wishing to main- Emerging technologies which are not yet ap- tain existing Halon systems are trying to guarantee a proved for use aboard United States flag ships include supply after production ceases. water mist systems, inert gas total flooding systems and For information on buying or selling recycled halon-like substitutes. Water mist systems inject a fine halon, contact the EPA's ozone hotline at (800) 296- spray of water into a protected space. Inert gas systems 1996. operate on the same principle as carbon dioxide, dis- placing oxygen from protected spaces, thus decreasing its concentration in the air to below combustion levels. Mr. Morgan J. Hurley is an engineer with the Halon-like substitutes inhibit combustion, but do not Fire Protection Section of the Ship Design Branch. deplete the ozone layer. Telephone: (202) 267-2997. Proreadinny of the Marine Safety Council - - September-October 1993 Page 15 Not all foam systems are created" equal By LT Hung M Vuyen Ocean-going tankships are often prevented from extract the stabilizing surfactant molecules, the foam carrying particular cargoes because of their fire-fighting will be destroyed. foam systems. A system may be of good quality, but if There is a variety of air foams available: its ability to extinguish a fire of a certain cargo has not regular (protein), fluoroprotein, aqueous film-forming been tested, the vessel would not be authorized to carry (AFFF), high expansion and alcohol. They vary in their that cargo. effectiveness. Regular, fluoroprotein and AFFF (non- polar-solvent) foams are effective on hydrocarbon (non- Fires water-mixing) fuels only. Alcohol (polar-solvent) A fire is a self-sustained flaming combustion foams are generally used against fires involving polar with four essential components: heat, fuel, oxygen and (water-mixing) solvents, such as alcohols and ketones. chemical reaction. When any one of these components While polar solvent foams are usually effec- is missing, a fire cannot burn. tive on hydrocarbon fires, non-polar solvent foams are There are four distinct types of fire: generally not effective on polar solvents. This is be- (1) class A (ordinary cellulose materials), cause polar solvents have a high affinity for water and (2) class B (flammable or cotn:Justible liquids), may render non-polar solvent foam ineffective by (a) hydrocarbons and draining water from it. This should not discourage (b) polar solvents, anyone from testing the effectiveness of non-polar- (3) class C (materials occurring in or originat- solvent foams against polar solvents. (The Coast Guard ing from live electrical circuits), and recently approved a non-polar solvent foam for use (4) class D (certain metals with unique chemi- against a polar solvent: Chubb National Foam XL-3 for cal properties). methyl tertbutyl ether.) Fire-fighting foam Regulations A fire extinguisher is effective if it can separate The requirements of a fire-fighting foam one component from the others. Foam extinguishes system for self-propelled tankships and manned non- flammable or combustible liquid tires by: self-propelled tankships are outlined in 46 CFR parts 34.20 and 153.460, the IMO's International Codes for (1) smothering the fire, preventing air from the Construction and Equipment of Ships Carrying mixing with flammable vapors; Dangerous Chemicals in Bulk (IBC Code chapter 11 (2) suppressing flammable vapors, preventing and BCH Code chapter III.E), and regulation 61 of the their release; IMO's International Convention for the Safety of Life (3) separating flames from the fuel surface; at Sea (SOLAS). Further guidance on foam systems for and polar solvents is in Navigation and Vessel Inspection (4) cooling the fuel and adjacent surfaces. Circular (NVIC) 11-82. , The quality of foam is measured in terms of its Plan review and approval drainage time, expansion, fire performance and burn Fire protection requirements for various back resistance. flammable or combustible liquids can be found in table The first fire-fighting foam was known as 1 of 46 CFR part 153, IMO's IBC Code chapter 17 and "chemical foam," and was used to combat coal oil fires. IMO's BCH Code chapter VI. Formed from a chemical reaction, these foams are now A requester should first check with the system obsolete. They were replaced by "air" or "mechanical" manufacturer to see if it has been approved by the Coast foams. Guard for the cargo in question. If not, the requester Air foam is made by mechanically mixing air should work with the foam manufacturer to obtain with a foam solution (foam concentrate mixed with approval from the Survival Systems Branch, Merchant water). Surfactants (as in detergents) are the primary Vessel Inspection and Documentation Division. components of foam concentrate. A surfactant molecule has an unsymmetrical structure with a hydrophobic LT Hung M. Nguyen is a chemical engineer (water-fearing) and a hydrophilic (water-loving) part. with the Cargo Division of the Marine Safety Center, This unique feature is responsible for the foam's stability 400 7th Street, S. W., Washington, D.C. 20590. and resistance. If a flammable liquid can displace or Telephone: (202) 366-6441. Proceedings of the Marine Safety Council - - September-October 1993 Page 11 The of effective fire control Tragically, the other seaman drowned, but not without heroic efforts by the third mate to keep him By Mr. Christopher E. Krusa afloat. He was the only fatality of the entire disaster. On September 16, 1990, the 635-foot bulk carrier Buffalo passed the 392-foot tankship Jupiter on Of all the threats to life and property, fire is the Saginaw River off Bay City, Michigan. The Jupiter, probably the most dreaded. Unlike some natural which was discharging its cargo of unleaded gasoline phenomena, the ultimate outcome of a fire, particularly at the pier, broke away from its berth and its stern aboard ship, is often determined by the crew's reaction swung out into the river, rupturing the discharge hose. immediately after discovery. If appropriate precautions are taken beforehand and the right control methods are used, a fire can often be extin- guished with little or no property damage and - without any casualties. If not, the situation can become drastic. To ensure that the response to a shipboard fire is appropriate, a well- rounded training program is required. There is a universal consensus that the primary ele- ments in an effective marine fire-protection program should be: 1) awareness of the causes of fire in ships and preventive mea- sures to take; 2) substantive knowledge of operating and maintenance proce- The Jupiter fire. dures of the fire-fighting equipment Gasoline spilled on the pier and onto the deck and breathing apparatus aboard of the Jupiter. The electrical cables to two motor- ship; operated valves that closed off the pipelines at the end of the pier were torn apart, causing sparks. Fire 3) experience with live fire spread to the deck of the tankship and soon flames engulfed the entire midships area. situations in a controlled environ- The third mate and another seaman ran to the ment; and bow telephone to report the fire when an explosion occurred, followed by a loud roar of fire from the 4) sufficient skill in the use of burning gasoline. "Let's get out of here," exclaimed fixed and stationary fire-fighting the third mate. Without taking time to don lifejackets stowed forward or even to grab a ring buoy hanging in equipment, breathing apparatus, the forward bulwarks, both men jumped overboard. and rescue and first aid equipment. Page 46 Proceedings of the Marine Safety Council - - September-October 1993 s Shore vs shipboard Ventilation Another important issue to consider during a Shipboard fire fighting presents unique prob- fire-fighting operation is ventilation. Limiting the sup- lems not typically encountered with shore-based fires. ply of oxygen through ventilation controls the tire, First and foremost is the fact that steel is used through- out ships for bulkheads, decks, superstructure, berthing avoiding its spread. The concern is to absolutely avoid a "backdraft" situation. This can occur when tempera- spaces etc. Sizable fires in steel structures are usually tures in a compartment reach the superheated stage very hot, smoky and stubborn, requiring fire-fighting (1500 to 1800 degrees Fahrenheit), and unburned teams to rotate frequently. combustion products cannot be exhausted. If a door is Many types of combustibles are found in opened for attack, fresh, cool, oxygenated air will enter. ship's interior spaces and in most cargoes. Instantaneous combustion may result in an explosion. Fire fighting is not the day-to-day work of ship The supply of air to the affected compartment crews. It is an auxiliary duty, which is not pursued with should be cut off to reduce oxygen to smother the fire. anywhere near the intensity required of shore-based volunteer fire fighters. And a marine fire presents a It may also be appropriate to turn on the exhaust serious challenge to the most seasoned professional tire ventilation, thus removing the super-heated gases to the outside via exhaust ducting. However, exhausting the fighters. Fire-fighting students participate in all purpose nozzle team training. Priorities hot gases may extend the fire to other locations in the vessel, depending on the routing of the exhaust ventila- When a shipboard fire is discovered, it is tion duct and the ability to control associated ex- imperative that an evaluation be made on scene imme- posures. On the other hand, assuming the tire will diately by responsible crew members. Merchant ma- smother without exhausting the hot gases away, the fire rine officers and vessel operators must be aware of the team may be lulled into a false sense of security and be fact that controlling and extinguishing live fire involves tempted to enter the compartment prematurely. leadership in more difficult areas than simply mustering The decision to turn on exhaust ventilation the crew and making hose assignments. must be made intelligently. The key to a correct A typical protocol for fire management decision is flexibility and preplanning ship-specific follows these priorities: techniques for all areas incorporating the location and routing of exhaust ducting. 1- locate the fire, 2- determine exposures from all sides, Fat fryer fires 3- direct the first fire team attack, Fires in deep fat fryers are common, and can 4- control the fire parties, be extremely difficult to put out, even for experienced 5- confine the fire, fire fighters. When fog water is applied to a container 6- extinguish the fire, and of deep fat at an ignition temperature of 510 degrees 7- overhaul the fire. Continued on page 48 Proceedings of the Marine Safety Council - September-October 1993 Page 47 - 14 8C Students apply fog in team training. Continued from page 47 Fahrenheit, a small explosion is likely to occur, splash- Practical steps ing the fat around the galley, thus spreading the fire. There are many things for a fire fighter to A good technique is to put out the fire with a recall when confronted with a shipboard fire. The dry chemical extinguishing agent such as PKP. When following list of practical action items should be memo- the fire is out, a four-foot applicator can be activated rized, practiced and followed: and held up high so that light water fog can drift slowly over the container, cooling the fat to below ignition 1. locate, size-up and determine all exposures; temperature. 2. establish communications with the fire team and Fire severity master/operator; The size, intensity, location and type of fire dictates the type of attack. For example, a fire fueled 3. fix a staging area and obtain gear including by spilled flammable liquid igniting in a machinery breathing apparatus and fire suits; space requires significantly different tactics than a moderate fire in a berthing compartment. In the first in- 4. team leader and a backup should keep track of stance, AFFF foam should be applied immediately. fire team personnel entering and leaving the However, if the fire gets out of control, personnel must scene; evacuate the spaces and the vessel's fixed fire system should be activated at once. 5. cut off fire energy sources, such as electricity On the other hand, a moderate fire in a berth- and flammable liquids; ing compartment could be tackled by a fire party with a hose charged with water, but with the nozzle in the OFF 6. consider carrying hoses uncharged to save position until the fire is reached. Then the hose is energy; turned on and the fire extinguished. This allows the team to enter the affected space without disturbing the 7. do not open a compartment door to a fire until thermal layers of heat and smoke. Visibility is im- an assessment has been conducted; and proved, and the risk of injury to fire-team members is minimized. For an inexperienced fire team, the safest 8. keep low to allow heat and gases to pass over approach is a must. head. Page 48 Proceedings of the Marine Safety Council - - September-October 1993 •c*It'w,rtmf'- -• T3 C Fire prevention History has proven time and time again that the best tire-fighting technique is a well executed prevention program. To be successful, a tire- prevention program must be carefully planned and structured. The details should be tailored to the ship for which the program has been developed. All crew members must accept and internal- ize fire prevention as a critical part of shipboard life. And it is important that the master/operator and chief engineer set the example. All shipboard fire-prevention programs should include: 1. formal and informal training, and drills; 2. frequent full-ship inspections; Students check for reflash. 3. preventive maintenance and repair; Maritime Administration (MARAD) sponsors basic and advanced marine fire-fighting training at its school near 4. recognition of individual and team efforts; Toledo, Ohio, a joint MARAD/Navy fire school at and Earle, New Jersey and a Navy fire school at Treasure Island, San Francisco, California. MARAD instructors 5. pre-fire planning. are available to provide information and guidance from the school in Earle at (908) 938-5190 and the one in Training Toledo at (419) 259-6362. A MARAD text entitled, "Marine Prevention, The Esso Brussels/Sea Witch disaster in New Fire Fighting and Fire Safety," can be purchased York Harbor in June 1973 spurred federal funding for through the Government Printing Office for $18. The marine fire-fighting training. A formal curriculum, text GPO stock number is #003-007-00099-5. and hands-on training facilities were funded in the late 1970s. Effective in late 1990, virtually all applicants for merchant marine licenses now must present certifi- Conclusion cates of completion from a Coast Guard-approved fire- The effectiveness of marine fire control is fighting course of instruction. All courses must meet primarily dependent on the individuals who operate requirements based on the International Maritime ships. Organization's (IMO) resolution A.437 (XI) "Training Ship's crews must seriously practice and apply of Crews in Fire Fighting." This provides a good their fire knowledge and skill to reduce this risk to such foundation, but it is not enough. a point that the vessel is fire safe. Fire-fighting skills begin to get rusty after the The human element continues to be important initial training. Just because the Coast Guard requires in limiting and controlling shipboard fires and explo- only this training, it doesn't mean it should stop there. sions. The best way to maintain tire-fighting skills is to take a full refresher course at an approved hands-on school at The training photographs accompanying this least once every five years. This must be backed up article were taken by Mr. Michael Romstadt and Mr. with frequent drills and material review while aboard Steven Parsons, MARAD fire instructors, Toledo, Ohio. ship. In addition, all seafaring professionals should promote an attitude of fire safety to help nip fire haz- Mr. Christopher E. Krum is the marine ards in the bud as they are discovered. training specialist with the Maritime Administration, A list of basic and advanced Coast Guard- 400 Seventh Street, S.W., Washington, D.C. 20590. approved training courses begins on page 56. The Telephone: (202) 366-5755. Proceedings of the Marine Safety Council - - September-October 1993 Page 49