JAN 2016 . ISSUE 32

QUARTERLY IN-HOUSE MAGAZINE FOR SAMUNDRA INSTITUTE OF MARITIME STUDIES (SIMS), MUMBAI & LONAVALA

IN THIS ISSUE 05. Preparing for New Emission Regulation 08. Historical Perspective in the Development of Marine Navigational Aids 11. Port State Control Inspections 13. SIMS Celebrates Graduation of DANS 19th Batch 17. Case Study: Collision and Wreck Removal in the Malacca Strait

11 13 17

WWW.SAMUNDRA.COM JOIN1 SAMUNDRA SPIRIT the MERCHANT JAN 2016 ISSUE 32 RESEARCH & DEVELOPMENT NAVY!

Capt. D. Kishore Nautical Faculty SAMUNDRASIMS, Mumbai INSTITUTE OF MARITIME STUDIES (SIMS) A Training Commitment of Executive Ship Management Pte Ltd (ESM), Singapore (Certified by leading maritime classification society, Det Norske Veritas, Norway for ISO 9001:2008) INVITES APPLICATION FOR: • DECK CADETS (DANS) - FEB 2016 BATCH Approved by Directorate General of Shipping, Govt of India & The Maritime and Port Authority of Singapore (MPA), and affiliated to Indian Maritime University (IMU) - One year Diploma in Applied Nautical Science at SIMS, Lonavala - Minimum 18 months of practical shipboard training before 2nd Mate’s examination • 4-YEAR B. TECH. (MARINE ENGINEERING) - AUG 2016 BATCH Approved by Directorate General of Shipping, Govt of India & and affiliated under Indian Maritime University (IMU) - Four years B. Tech Marine Engineering course at SIMS, Lonavala - 6 months shipboard training before appearing for Class IV examination • 1-YEAR GRADUATE MARINE ENGINEERING (GME) -SEP 2016 BATCH Approved by Directorate General of Shipping, Govt of India & The Maritime and Port Authority of Singapore (MPA) - One year training in Marine Engineering at SIMS, Lonavala which includes 6 months hands-on practical training in the Ship-in-Campus - 6 months shipboard training before appearing for Class IV examination

Eligibility DANS B.Tech (Marine Engineering) GME Age (as on date • Not less than 17 Years, Upper age limit : • Not less than 17 years • Not more than 25 years of joining) & - 20 years for 10+2 candidates • Not more than 20 years • Unmarried Marital Status - 22 years for B.Sc candidates • Unmarried - 25 years for B.E/ B.Tech candidates • Unmarried Academic • 12th class board approved by Ministry of HRD, Govt of • 12th class board approved by • Degree in BE/BTech (Mechanical (Results must be India. Ministry of HRD, Govt of India. Engineering / Naval Architecture obtained at 1st • Min PCM Aggregate 60% • Min PCM Aggregate 60% / Mechanical & Automation) from attempt) • Min score in Physics & Maths individually 50% • Min score in Physics & Maths an AICTE approved Institute, • Min aggregate of Physics & Maths 60% individually 50% Deemed University with a mini- Note: (For Andhra Pradesh & Kerala State Boards, • Min aggregate of Physics & mum mark of 55% in final year. separate board exams held for each class (11th & 12th) & Maths 60% • Candidate must clear his BE/B hence, aggregate of each class marks are considered) Note: (For Andhra Pradesh & Tech in 4 years only. Or Kerala State Boards, separate • BSc: Physics/ Chemistry/ Mathematics/ Electronics with board exams held for each class min 55% in final year along with Min 55% in PCM in (11th & 12th) & hence, aggregate Class XII. of each class marks are consid- Or ered) • BE/B.Tech – Any stream from an AICTE/UGC Deemed University Approved Institute with min 50% in final year

Medical Physically fit and meet the standards laid out by DG Shipping* Language English shall be one of the subjects with min marks scored of 50% in Class X or XII Eyesight • 6/6 in better eye and 6/9 in other eye • 6/12 in each eye or 6/9 in the better eye & 6/18 in the other eye. Correc- • No colour blindness tive lenses permitted. • No colour blindness IMU - CET Candidates must clear IMU-CET N.A

* Approved Educational Loans from Cental Bank of India, IDBI Bank & other Nationalised Banks available! *Scholarships available basis SIMS entrance test and first semester results. “100% in-house placement onboard ESM-managed vessels upon successful completion of the course” For more information on what we have to offer and downloading the application form, please visit our website at www.samundra.com or contact us at the following:

[email protected] I Tel4MUMBAI: 02114-399518, LONAVALA: 02114-399500, DELHI: 011-49882700/40592778, CHANDIGARH: 0160-6667777, CHENNAI: 044-30453300, COCHIN: 0484-3002300 / 3219591, KOLKATA: 033-40167900, PATNA: 0612-2532124/6530639, GUWAHATI: 08474065893 JAN 2016 ISSUE 32 Contents 03 Editorial Note 04 A Message from Capt. J.S. Uppal

KNOWLEDGE

05 Preparing for New Emission Regulation 06 Personal Safety 07 Mentoring Young and Inexperienced Seafarers (Part 2) 08 Historical Perspective in the Development of 09 Marine Navigational Aids 11 Port State Control Inspections 15 Electrical Cable for Marine Applications 17 A Case Study: Collision and Wreck Removal in the Malacca Strait 18 Metallurgical Side-Effects of Heating Components 21 Historical Surrounding of SIMS: Fort Shivneri

CAMPUS NEWS

09 ESM Officers’ Seminar on Overcoming Challenges at Sea 13 SIMS Celebrates Graduation of DANS 19th Batch 19 25 SIMS, Lonavala Annual Sports Day

CASE STUDY

23 Fouled Air Cooler of MAN Engine

SHARING EXPERIENCE

16 Tightening Bottom End Bolts

ARTS

19 Flowers at SIMS

21 CADETS’ DIARY 24 Crossword Puzzle

Background of cover picture: Highlights of Samundra Spirit Issue 32 3 SAMUNDRA SPIRIT JAN 2016 ISSUE 32

Editorial Note JAN 2016 ISSUE 32

The winter issue of Samundra Spirit is here - ready with yet another bunch of interesting Capt. D. Kishore articles based on practical sea life experiences. www.samundra.comNautical Faculty SIMS, Mumbai The in-house contributors have yet again thrown light on the topics and issues that could have looked daunting and challenging for the young seafarers setting foot in the profession. Address: SIMS, LONAVALA Whereas it is new regulation on the pollution control, the presenting of a ship for a post state Village Takwe Khurd control inspection or ship board electrical and mechanical issues, the authors have made Mumbai-Pune Highway (NH4) them into an easy reading for all through their personal story and experiences. Lonavala, Dist. Pune, Maharashtra Pin 410405, India We have another interesting topic with a case study presented during the Officers’ Seminar by Tel: + 91 2114 399 500 Fax: + 91 2114 399 600 Mats Segolson of Skuld Singapore on the Collision and Wreck Removal in a busy congested area like the Malacca Strait. Especially for future Navigation officers, it is an indeed a serious Address: lesson to learn and remember. SIMS, MUMBAI 5th Floor, Sai Commercial Building The second part of the Mentoring Young and Inexperienced Seafarers written by veteran BKS Devshi Marg, Govandi Station Road, faculty Capt. V.R. Krishnan brings out the importance of mentoring and the area SIMS Govandi East Mumbai, PIN- 400088 India strongly believes in, It’s a pity this traditional method of bringing up the next generation is Tel: + 91 22 6799 3545 slowly eroding on board ships due to the invasion of technology and may change our lifestyle Fax: + 91 22 6799 3546 on board a ship.

The ultra –modern architecture of the Lonavala campus is surrounded by centuries old historical monuments and forts that are being reached out through arduous trekking and Editorial Board: Sikha Singh climbing surrounding hills by our adventurous cadets and faculty. This time it’s about the Biju Baben Shivneri Fort- the birth place of none other than the great Maratha king Chatrapati Shivaji. Capt. Arun Sundaram Move on and a variety of other articles in this issue will once again provide our readers an Editorial Director: interesting reading experience on sailing life. We have covered the regular news and features Sikha Singh in the campus including Graduation ceremony of the 19th DANS batch in December, 2015. Editorial Assistant: Kathiravan s/o Shanmuga S That the Lonavala campus still glamorously and colourfully stands out even during the peak Design & Layout: winter in the month of January is reflected through the camera lens of Cadets Akshay Kumar Nurul Aini Mohd Ikhsan and Deepak Chauhan. We do hope to bring in the glorious spring colours by the next issue. IT Support: Peter Chan Till then, be happy and be safe today and always,

Samundra Spirit is a quarterly in-house magazine produced by Samundra Institute of Maritime Studies (SIMS) for private circulation.

Our Editorial Team wants to hear from you!

If you wish to submit any feedbacks and/or contributions, feel free to write to the Editor at: [email protected]

*Please note we reserve the right to publish your letters/articles or an edited version of it in all print & electronic media. SAMUNDRA SPIRIT JAN 2016 ISSUE 32 4

A Message from Capt. J.S. Uppal

My second visit to Samundra Institute of Maritime Studies, Lonavala was on 27th August, 2015, when I visited the institute as Chief Guest on the occasion of Passing out of 18th Batch of GME cadets.

It was a wonderful and pleasant experience. My first visit to the Institute was when SIMS had just commenced operation and I was one of the invitees in the inaugural ceremony during the month of November, 2007.

Today, I can see that the institute has grown in stature and has State of Art facilities with every single feature being attended to the minutest of details for creating one of the best maritime training institutes in India.

The laudable initiative of installing Solar Panels capable of producing 90KW of renewable energy, hands-on training on simulators and Ship Board equipments, in-house developed modular equipments and emode of blended learning programme are true testimonials for the vision of the top management and shows commitment and dedication of the faculty and other staff.

I am confident, with the exemplary learning environment and boundless opportunities being provided, the trainees passing out of this institute will be competent seafarers and will go distance in their profession to become future maritime leaders and add more feathers in the cap of maritime fraternity of India.

I wish all connected with institute the very best in their endeavour.

Capt. J.S. Uppal Principal Officer, Mercantile Marine Department, Mumbai 5 SAMUNDRA SPIRIT JAN 2016 ISSUE 32 KNOWLEDGE

Preparing for New Emission Regulation

“MRV” is the latest buzzword in the on type-specific basis, the approach and Maritime Industry. It is the abbreviation choice of applicable technology is left to the Capt. V. R. Krishnan for Monitoring, Reporting and Verification stakeholders; mindful of its cost effectiveness. Nautical Faculty and is a standardised method to produce SEEMP establishes a mechanism for SIMS, Lonavala an inventory of CO2 emissions by operators to improve the energy efficiency of quantification. It is being implemented to ships. Although these initiatives were proposed ensure that Global warming is controlled by IMO in 2011, they have yet to realise their is expected to cut the CO2 emissions by and that it does not exceed the pre-set potential to cut GHG emissions as proposed. almost $1.2 billion annually. The EU is working industrial levels by more than 2°C annually. closely with the US, Japan, Australia, Canada, This can be achieved by reducing the This led to new proposals with newer ideas Russia, Korea and others on the development Greenhouse Gases (GHG) to 50% less than and technical operational measures and of these efficiency standards and of a global the 1990 levels by the year 2050. even to an European Union (EU) agreement MRV scheme. for Global collection of Data or Monitoring, A GHG study by International Maritime Reporting and Verification (MRV). Studies Ships >5000 GT in and out of EU ports shall Organisation (IMO) has revealed that have shown that there is potential to reduce be monitored for CO2 emissions as well as constituents of maritime transport emit around the fuel consumption in shipping by 55%. other parameters including energy efficiency 1,000 million tonnes of CO2 gas into the metrics and cargo quantity per voyage. This atmosphere annually and that it is responsible However, some impediments to achieving this data will be monitored for one calendar year for 2.5% of the GHG emissions. are:- (1st January to 31st December). The time line a) Lack of awareness amongst ship-owners for MRV is as per the schedule made around It is estimated that gases released from and operators about factors influencing mid-2015 is as below: shipping crafts are likely to increase to fuel consumption. between 50% and 200% by the year 2050. b) In shipping industry, the incentives are The consumption of various grades of fuel on The globally agreed temperature increase was split between the owners and charterers, board ships causes CO2 emissions through the accepted to be below 2°C, which means that as owners pay for the ship and charterers exhaust systems on board. If these emissions the world should be at least 50% of the levels pay for the fuel, so the owner does not pay could be regulated, then cost savings can be as in the year 1990 by the year 2050. It was for efficiency due to fuel. achieved concurrently without violating the agreed that ships’ energy consumption and c) Unless fuel information or data about climate change parameters; which all the CO2 emissions could be reduced up to 75% the economic benefits of low Carbon stakeholders are effectively trying to achieve. by implementing better operational methods technologies is available, there could be and innovative technologies. difficulties in getting finance for energy In the maritime industry; the efforts being made efficient solutions. by the European Union to reduce the Green Towards this measure, IMO had adopted House Gases (GHG), a few of the following EEDI (Energy Efficient Design Index) and As a result of the above issues, the EU and its effective measures could be considered:- SEEMP (Ship Energy Efficiency Management member states have joined hands with IMO to Programme) which are compulsory standards initiate MRV of emissions to produce a data- 1) A systems approach towards the proposed and energy measurement tools respectively base so that investors can take advantage MRV for compliance by the maritime industry. EEDI of this data to adopt new technologies and 2) Specific reductions in the MRV targets set calculation is derived in accordance with the also finance the same. By adopting this for the maritime transportation sector specifications provided by the ship designers proposal, and collecting data and publishing 3) The shipping industry could easily adopt and ship builders. Although EEDI is calculated it on an annual basis, the MRV programme the same approach recently taken in KNOWLEDGE SAMUNDRA SPIRIT JAN 2016 ISSUE 32 6

Personal Safety Avoiding the Blame Game the aviation sector, for considering a global Market Based Measure (MBM) in controlling the carbon market demand and supply.

Measures which are being taken in the interim are short term in nature, however these initiatives could go further to provide a clear pathway in the long term which will help the In present times, the word ‘safety’ deny any prior knowledge about the existence regulators to take positive steps in addressing has been used, misused, used out of of such an alley, it is only common knowledge the air emissions such as SOx, NOx and context, quoted, misquoted, interpreted in this part of the country that the main lanes Particulate Matter (PM) so that the roadmap and misinterpreted a million times that do have such narrow streets branching off to the future through the acceptance and it becomes almost impossible not to get every now and then. That you didn’t see one implementation of MRV can become a success clichéd when bringing it to the fore once coming cannot exonerate you from being thereby contributing effectively to the concerns again. Despite the hype, it is unfortunate partially responsible for your own peril. Even of the world community on Climate change. to know that the humankind has not if one agrees that the other party is ‘more’ really made huge leaps in eliminating responsible, it is worthwhile to ponder whether IMO has embarked on a gradual approach accidents the world over, especially the our actions at times did really help to avert to address GHG emissions from ships with a ones in which the root cause is human potentially dangerous situations. robust MRV system as the first step is aligned error. with other measures and also to take practical Where we are going wrong is in our perception. actions rather than at theoretical level. This The other day I witnessed a freak motorbike An accident is an accident; whoever maybe proposal will be the input for discussions at accident in the neighbourhood, when the responsible party. Anybody involved is IMO and can serve as a sample for a global a motorcyclist emerging from a narrow going to suffer the aftermath, whether the scheme. alley rammed into another one, who was person is directly responsible or not. An in- speeding down the main lane. Both of depth analysis of most of the accidents does It is therefore imperative that all international them suffered injuries to their legs, but the reveal that the persons involved had some stakeholders must enter into serious one who was on the main lane seemed way of averting it even though the prima facie discussions and prove their willingness to to have borne the brunt from the incident. evidence may suggest the contrary. In our engage in the IMO process which is aimed at Those who witnessed the incident were of misplaced eagerness to justify ourselves and agreeing a global MBM and possible standards the unanimous opinion that the guy who establish the blame on the other party, we addressing the operational efficiency of the entered the main lane from the narrow mostly end up missing the larger picture. existing fleet. To be effective and credible, alley was single-handedly responsible for this work must dwell on a robust global MRV the accident and hence should be held Personal safety onboard, or anywhere else scheme. accountable. in the world, is exactly what it implies. It is ‘personal’. The responsibility lies with each The crowd logic was rather simple; the and every individual to make sure that his or motorcyclist who was speeding down the her safety is not compromised by taking undue main lane had no way of knowing that such risks. If it is within your capability to control an alley existed. There was no way this guy the risks and complete the task, go ahead. If could have anyway influenced the outcome not, exercise your authority as an individual to and hence should be exonerated. But the ‘stop work’ and report. Risk involved and the other one was completely aware that he subsequent loss, if any, is ‘personal’ to a great was entering the main lane and that there extent. No amount of justification and blame was substantial probability of him ramming game would count for much in the instance of into another motorist. If only he had an irreparable personal loss. slowed down and exercised due diligence, this accident could have been averted. Remember, safety should be your line. It is Needless to say, being party to the crowd high time we realize this fact and eliminate logic, I too felt at that point of time that this human errors for a safer tomorrow. was the correct school of thought.

Reflecting on the incident a while later, I realized that there is something essentially Jims Andrews, missing in that particular line of thought. Engineering Faculty There was certainly a way the main lane SIMS, Lonavala motorist could have avoided this mess. Even though he may claim ignorance and 7 SAMUNDRA SPIRIT JAN 2016 ISSUE 32 KNOWLEDGE

In this day of intense competition amongst Mentoring Young and ship operators and managers, the key difference for thriving in the long run is the Inexperienced Seafarers (Part 2) quality of seafarers employed on board. If well mentored juniors choose to return to their fold their attitude towards training to be thorough after their contracts, they are loyal and are Capt. V. R. Krishnan professionals. These comments are evident happy, the company certainly does well. With Nautical Faculty from the appraisal reports of the cadets in the enhanced confidence level, the ship manager SIMS, Lonavala first quarter of their shipboard training. could then approach more ship owners for offering their services or it could be vice versa. Cadets must therefore be mentored to This means that there would be more training As the senior shipboard staffs start maintain a positive attitude and learn their berths available and therefore better would be mentoring their juniors on board, they also tasks with open minds. There are many ways the chances of their growing and sustaining get a chance to influence the behaviour of in which this can be achieved. One of them as they would be able to nurture and groom their mentees in the long run. This would is to break monotony of doing the same task more trainees in a systematic and structured enable them to take the right decisions at throughout the day. If different tasks given to manner. If mentors and mentees are the appropriate time. a cadet were for short periods during the day, recognised by their employers for their efforts it would enable him to focus each time more on board, in maintaining well run ships, it On board ships, there is always a first time effectively. This will promote alertness in the could be the perfect recipe for that company’s for some or other jobs done by a seafarer. It cadet and a sense of responsibility as well success. is expected that the job undertaken must be as accountability as he would be required to properly executed. It may be possible that the complete the task and report the status within Praise is a habit and is therefore temporary, person doing a job for the first time on board a specified period of the day. If a single task whereas Mentoring is a culture, hence may only have the theoretical knowledge is given day in and day out, cadets may be permanent. One may get praised for doing a about it, which may have been imparted at a tempted to start taking short cuts which are specific job well, but that is short lived. Some maritime pre-sea training course. The person certain recipes for disasters on board. employees, if praised may get the feeling that may therefore be unable to even start the job they know their jobs better than they actually well and may be seen to be fumbling a lot. This Mentoring not only instils self-confidence do, whereas the mentoring results in constant is where the mentor has to step in. It should not but it also enhances the productivity of encouragement of the mentee and hence take more than 10 minutes or so for the mentor the cadets and in turn their commitment longer lasting. By being able to retain a pool of to explain briefly the salient points of the job, towards their jobs. A well mentored trainee well mentored seafarers a company benefits the risks involved as well as the don’ts. The on board is certain to return to the company immensely. Mentoring at sea is therefore a mentor may then have to observe the mentee after obtaining his certificate of competency necessity for success. performing the task for a short while before without being distracted by the offers made by leaving him on his own. If any mistake is made, competitors for a few hundred dollars more. Mentors should observe their mentees stop the job and provide corrective measures. Mentoring breeds a sense of loyalty along with carefully to identify their weaknesses and This will benefit the mentee immensely. commitment. If the mentee is well mentored he vulnerabilities and then progress towards may speak well of the company and by word planned mentoring. Mentoring is a continuous It is normally expected of the deck cadet to of mouth he would be able to influence those process on board ships, and not a short term do various maintenance tasks as soon as he around him. This goodwill can be of immense solution. The mentor and mentee build a joins his first ship. Some of the most common help to the employers who can then have the relationship of trust and confidence between tasks are “chipping and painting”, “greasing”, upper hand in the recruitment scenario. Quite themselves. Mentors should desist from “tank soundings and logging the same”, and often some seafaring ranks are short in the promoting their mentees to seek personal “maintaining records in registers and in the recruitment market forcing the employers to gains. On the contrary they should promote computer as well as taking inventories and filing recruit rank outsiders who not only take time enhanced performance and seek the mentees’ of documents in appropriate files”. Although to grasp the company’s working culture, but at professional growth in the true sense. The these tasks are required to be quickly grasped times are found misfits. Their callousness may Nautical Institute has published a good book by the trainees within the first month of their also lead to disasters on board ships. Such “Mentoring at Sea” which should be part of joining a ship as a cadet, they slowly graduate outsiders may also end up poisoning the any ship’s library as it gives good insights to keeping bridge watches and anchor watches work culture on board, thereby creating from real life scenarios on ships. under supervision. It may not be a good idea an adverse effect on the others. Therefore The bottom line is that mentoring for senior shipboard management to pass it saves heartburn for employers to be helps producing better seafarers judgement on the abilities of the cadets or the able to place well-trained seafarers any day and ends up in a win- quality of pre-sea training imparted to them on board their ships win situation not only for by the pre-sea training establishment ashore and build a sense the mentee but the within a short period. Cadets will learn over of trust amongst mentor as a period of time subject to a little care and them and their well. nurturing at the beginning. Cadets may not be company. expected to perform from day one as they may have never stepped on a running ship before. It is true that some cadets are reported poorly on KNOWLEDGE SAMUNDRA SPIRIT JAN 2016 ISSUE 32 8

Historical Perspective in the Development of Marine Navigational Aids The history of marine navigation is measure angles, sextant was found useful for indeed fascinating. Dating back to almost coastal navigation. Notably were doubling of Capt Devendra Kishore, 5,000 years ago when the Indus Valley angle, horizontal angle between two objects Nautical Faculty Civilisation flourished and navigation and use of vertical angle of a known light SIMS, Mumbai was known as Navgatih in Sanskrit, we house to find the distance off. The first sextants have indeed came a long way from that were quite bulky but the constant upgrades chartless era to having a myriad of marine gradually made it into a handheld device. station to calculate position. The development navigation equipment such as the radar, was started during the period of Second gyro compass and ECDIS at our disposal. However the challenge remained to find World War. The first Decca chains were set up the longitude of the ship. Measurement of consisting of a master station at Chichester, First Navigators and Tools longitude required accurate time-keeping. U.K. and slave stations at Swanage and The biggest challenge for the first navigators Earlier watches were quite erratic and did not Beachy Head in 1944. After the war, the chains at sea was to find their precise position and fit the ships at sea. Later, John Harrison, a self- were set up in many areas around the world. to calculate the direction to set sail towards. educated English carpenter and clock-maker The system operated by measuring the phase These sailors did not have charts on them and made the first chronometer in 1761. differences between continuous signals from a mostly used land references to navigate. This master and a few slave stations. These had restricted their journey to be coastal. Normally, The design of sextant and chronometer were to be read off from a special receiver fitted on the pole star was used to set their direction at constantly improved. With the invention of board the ship, tuned to a particular Decca night while the height of the sun helped during wireless telegraphy in late 18th century, ships Chain of stations. These differences were the day. were able to calibrate their chronometer daily then related to a hyperbolic line printed on a by getting time signals. navigational chart. By plotting the readings Later on, with the invention of the compass, from two pairs of hyperbolas at any particular direction (course) finding became easy. This The most important part of calculation of instant on the chart, users could determine allowed them to venture out to deeper sea. position was finding exact celestial position of their position instantly. heavenly bodies. The first tabulated almanac Finding the ship’s position was still a challenge was made under guidance of Astronomer The system used groups of at least three though. In the northern hemisphere, seafarers Royal, Nevil Maskelynewas. It contained shore based transmitter stations called chains found the use of pole star to determine their calculated solar and lunar ephemerides, operating in the 70-130 kHz radio band. Each latitude. Earlier mathematicians gave sailors together with other relevant tables and chain comprised of one Master and two or formula and calculations to find their position explanations. It was published in 1766 and three Slave stations, usually located 80 to using the celestial bodies. But the formulas distributed to mariners all over the world. 110 km from the Master station. The accuracy required calculation of angle (i.e. altitude or was between 50 meters to 200 meters. The how high the heavenly body from observer’s Direction finder maximum daytime range for Decca Navigator horizon was) and so the Arabs were using Celestial navigation required clear sky and System was 300 to 400 miles. At night, range their fingers whereas Europeans were using visible horizon for taking a sight. In winter was up to 240 nm. Decca Navigator ceased its knotted rope to calculate the altitude. But months it was rarely possible. Some scientists operations on 31st March 2000 after providing once they crossed the equator, the absence started work on enabling ships in finding the service to navigators for over 50 years. of the pole star brought upon new challenges. direction of a shore transmitting station. In This was solved by calculating the declination 1910, in Boulogne, France, Bellini and Tosi LORAN of the Sun to gauge their position. This was developed one of the earliest successful radio Similar to British effort to build hyperbolic particularly made easier in the 10th century direction finding antennas. Their invention was navigational system, Americans developed with two important astronomical instruments - quickly adopted by airlines and was commonly LORAN A, during Second World War. It was the quadrant and the astrolabe. But they were used for aerial navigation from the 1920s until similar to the DECCA system but used lower not without their limitations. the 1950s. They normally used homing on to frequencies to provide improved range up to transmitting station in order to head for the 1,500 miles with accuracy within tens of miles. A windy, rolling deck meant it was hard to airport. On board ships, position lines from Further research, development in technology keep the quadrant vertical and it was simply two or more such transmitting stations were and need for easier operations led to impossible to keep the wind from blowing the used to plot vessel’s position. The Direction development of LORAN C in 1957. It was plumb bob off line. Similarly, the astrolabe Finder (DF) was not very useful for long range mainly used by US Navy.. Loran-C offered could not be used in bad weather and had to be navigation as the signal strength decreased longer range than LORAN A and accuracy used at night. Since an accurate measurement with increasing distance. At the same time, its within hundreds of feet. of angle was still not possible, there was still a accuracy was not very reliable for near land high degree for error in the result. navigation. Loran-C Loran as the name suggests is long range hyperbolic radio navigation system The Introduction of Sextant Decca Navigator System which allows a receiver to determine its The solution came with the invention of the Engineers working in Decca Company began position by listening to low frequency radio sextant in 1759 by mathematical instrument working on hyperbolic navigational system by maker, John Bird. Due to its capability to using the phase difference at the receiving Continued on Page 12 9 SAMUNDRA SPIRIT JAN 2016 ISSUE 32 CAMPUS NEWS

Ms. Ruchi Tripathi HSEQA Superintendent ESM, Singapore

At her opening speech, Ms. Sikha Singh, Director, HR and Crew, ESM, quoted the ideas from Behavioral Economist and Nobel Prize Laureate Prof. Daniel Kahneman to prevent mistakes from creeping into our working environment. ESM Officers’ Seminar on Overcoming Challenges at Sea The bi-annual Officers’ Seminar co-hosted She described that our thought process case study of Collision and Wreck Removal in by Executive Ship Management and naturally drives us towards a positive outcome. the Malacca Strait (Pg 17) in this issue of the Samundra Institute of Maritime Studies Samundra Spirit. was successfully held on 21st and 22nd Our minds are susceptible to systematic November 2015 at the Auditorium of errors, especially when we allow our fast, Invited to speak at the knowledge drive were SIMS, Lonavala Campus. The sailing staff intuitive system to make decisions without subject experts from the maritime fraternity, together with the shore management having the long years of experience to back Cdr. Dilip Donde, Indian Navy, Mr Mats enthusiastically discussed the right up that instant intuition of reacting to situation. Segolson, Head of Claims, SKULD and approaches required to overcome the Extensive research by the behavioural Mr. Dilip Mehrotra, Secretary of the Indian constant challenges faced at sea. scientists has proved we really should pass Ocean MoU on PSC. Joining them were in- over to our slow, logical system instead of a house professionals, Capt. Arun Sundaram, Ms. Sikha Singh, Director, HR and Crew, quick reactive process such thinking method Director, Operations, Capt. Thomas Varghese, ESM Singapore, kicked off the seminar will lead to preventing the mistakes from Manager, Vetting & Operations, Capt. Vijay themed “Positivity and Commitment to ride creeping into our working environment. One Cherukuri, Manager, Quality assurance, Mr. the Challenges at Sea”, by highlighting the such logical approach is the take 5 procedures Gaurav Dwivedi, Fleet Manager, Capt. Kersi importance of approaching our problems with adopted in safety measures of the company, Khambatta, Marine Superintendent and Mr. the right attitude. she added. Arvind Kumar Saxena, Director, Technical

Quoting the ideas from Behavioural Economist Aimed to drive the habit of training minds During the seminar, the 10 years long service and Nobel Prize Laureate Professor Daniel to follow the logical approach, subjects award were presented. A cricket match Kahneman, she shared two ways our minds shared over the two days included, Prudent (limited-over) between ship and shore staff work. One is a fast, intuitive and emotional way; Practices in Safe Anchoring, Navigational and the entertainment program organized by when the mind works as a hidden auto-pilot and Operational issues & Practical Solutions the cadets were some of the other highlights that is often taking charge of all the decisions and Challenges & Personal Leadership during the seminar. we make each day. The other, a slower, and experiences of a Solo Circumnavigator more deliberate and logical approach - that is amongst others. Readers can also find a capable of analysing a problem and coming up detailed coverage of the presentations on the with a rational solution. Port State Control Inspections (Pg 11) and the CAMPUS NEWS SAMUNDRA SPIRIT JAN 2016 ISSUE 32 10

Cdr. Dilip Donde, also renowned for being the first Indian sailor to circumnavigate Mr. Arvind Kumar Saxena spoke on the causes behind machinery breakdowns; such the world solo on a sailboat, shares lessons learnt from his vast experience at sea. as the wrong operation of diesel generator and cold and low temperature corrosion.

Mr. Mats Segolson presented a case study of a collision and wreck removal that occurred in the straits of Malacca. He raised awareness on what could possibly Secretary of Indian Ocean Memorandum of Understanding on Port State Control, happen after a collision. Mr. Dilip Mehrotra, gave an insight into the role of PSC in Maritime Safety.

Officers’ Seminar November 2015: Guest Speakers, sailing and shore staff

The shore team with the winning trophy after besting the ship staff at a game of cricket (limited over) 11 SAMUNDRA SPIRIT JAN 2016 ISSUE 32 KNOWLEDGE

Compiled by: Capt. Vincent Fernandes Port State Control Inspections Nautical Faculty Perspective of PSC Officers SIMS, Mumbai

Port State Control generally tends to instil a bit of fear in the minds of a seafarer. In fact, most seafarers would be happy never to see the face of a Port State Control Officer (PSCO) for their entire contract. Is this fear justified?

Imagine a scenario where the most beautiful beach in your city is suddenly blocked off by a large oil tanker, which has run aground off the coast, now threatening to spill thousands of barrels of crude oil along the coast line. While it is possible that this may happen to even a brand new vessel, it is more likely to happen to a sub-standard vessel. The job of the PSCO is to ensure that such sub-standard vessels are not allowed to enter into the Port State’s territorial waters. Moreover, if such a vessel does enter, they will prevent it from sailing until she is in a seaworthy condition. Their job is simply to ensure and protect their country’s coastlines and also the lives of those sailing on that ship.

A presentation by Secretary of Indian Ocean Memorandum of Understanding (IOMOU) on Port State Control, Mr. Dilip Mehrotra Images presented at the seminar displaying unacceptable work standards, including this – painting from an anchor – discussed the role of Port State Control in proved enough reason for a more detailed inspection and a detention warranted by the officers. Maritime Safety. acceptance by the USCG and other MoU’s; pointed out were as follows: which are now observers. 1) Largest scales charts not used for passage planning. A few alarming photographs displaying 2) Position fixing interval inadequate. unacceptable work standards and poor 3) Magnetic compass bowl with air bubble. condition of ships’ critical equipment, 4) Navigational Lights defective. consequently proving to be clear grounds 5) BNWAS operational key left in place at all for a more detailed inspection and in some times. cases warranting a detention were shown to 6) Unable to demonstrate operation of VDR. Mr. Dilip Mehrotra attendees. 7) Vents not marked with Open and Close 8) Fault on the fire alarm panel active. The presentation focussed mainly on the The Concentrated Inspection Campaigns 9) Several fire doors tied up or latched in following four aspects: (CIC’s) by different MoU’s beginning from 2011 open position. 1) Concentrated inspection campaigns by were discussed. These included CIC’s on 10) Portable extinguishers not in location. different MOUs - what to expect Structural Safety and Load Lines, Fire & Safety 11) MSDS not in place where required. 2) How to be prepared and present vessels Systems, Propulsion and Auxiliary Machinery 12) Lifebuoy stencils damaged for ‘Nil’ deficiency. and STCW hours of rest. The detention rates 13) Lifeboat window glass cracked. 3) Commercial impact of poor PSC inspection and the CIC questions asked were discussed. 14) Watertight doors’ packing defective. record. 4) Easily avoidable deficiencies - at times The likelihood of the 2016 CIC proposed to be Several MLC related deficiencies such as crew leading to code 17 (Rectify before on MLC 2006 was also pointed out. cabins’ - shower head and shower curtains in departure). bad condition, officers laundry being used as Several deficiencies were discussed; mostly a store room, defective washing machines, It was interesting to note the growth of the related to Code 17. These could have been reefer chambers not cooling effectively, No hot IOMOU which began in 1999 with just 6 easily identified and avoided by due diligence water available in taps, etc. excessive oil leaks members to its present strength of 17; which on the part of ship’s staffs. from machineries in the engine room. includes countries like Australia, France and South Africa. The IOMOU also gained Some of the glaring Code 17 deficiencies A few of the detainable deficiencies pointed KNOWLEDGE SAMUNDRA SPIRIT JAN 2016 ISSUE 32 12

Continued from Page 08 out were as follows: signals transmitted by fixed land-based The TRANSIT system was made obsolete 1) Ventilators in bad condition radio beacons. Loran-C combined two by arrival of the Global Positioning System 2) Head of the Sounding pipe for forepeak different techniques to provide a signal (GPS), and ceased navigation service in tank, other tanks in fore peak area wasted, that was both long-range and highly 1996. broken or without cover accurate, traits that had formerly been 3) Excessive free oil under and on top of fuel at odds. The downside was the expense Global Positioning System (GPS) oil and diesel oil service/ settling tanks and of the equipment needed to interpret the While SatNav gave position once in an FO sludge tank signals, which meant that Loran-C was hour or so, US navy and air force needed 4) Insufficient provisions and water for used primarily by militaries after it was first continuous positional accuracy. In 1973, previous and intended voyages, sanitary introduced in 1957. a meeting of about twelve military officers and laundry facilities inadequate, and at the Pentagon discussed the creation vessel in non-compliance with MLC Transmission of Loran’s U.S. and of a Defense Navigation Satellite System requirements Canadian signals were shut down by the (DNSS). The system was made partially 5) MF/HF Radio defective USCG and the CCG in the first week of operational in 1985. Its use was however 6) EEBD in Engine Room found discharged August 2010. However, Europe still has restricted to US forces only. 7) Marpol Annex I violation suspected as its Eurofix system which combines GPS, excessive oil leak noted in engine room Galileo and nine Loran stations into a After Korean Air Lines Flight 007, a Boeing bilges. single integrated system. Norway had 747 carrying 269 people, was shot down 8) Sewage is pumped directly to sea from announced closure of most of its Loran in 1983 after straying into the USSR’s the vessel as sewage treatment plant transmitters on Jan. 1, 2016. prohibited airspace, President Ronald defective and direct valve to sea is kept in Reagan issued a directive making GPS open condition. Separately The UK government had freely available for civilian use, once it was 9) Auxiliary engine exhaust trunking lagging granted approval for seven differential sufficiently developed. Roger L. Easton is found missing and exhaust leaking eLoran ship-positioning technology widely credited as the primary inventor of stations to be built along the south and GPS. Several, if not all of the deficiencies mentioned east coasts of the UK to help counter the above were preventable with proper checks threat of jamming of global positioning Initially, the highest quality signal was and due diligence by ship’s staffs. systems (GPS) described later. These now reserved for military use, and the signal provide additional position, navigation, and available for civilian use was intentionally The commercial impact of a detention is not timing (PNT) information via low-frequency degraded for positional accuracy (Selective just damaging to the company for affecting pulses to ships fitted with eLoran receivers, Availability). This changed with President its ships’ employment by oil majors and as a back-up for GPS failure Bill Clinton signing a policy directive in 1996 other charterers; but as it trickles down it to turn off Selective Availability in May 2000 also impacts the employment prospects of Transit satellite system to provide the same precision to civilians seafarers. A detention would mean little or no Use of all the above systems was quite that was afforded to the military. cargo made available to that vessel and other cumbersome. The users needed position vessels being managed by its managers, in Latitude and Longitude without having Currently the navigators at sea have all ultimately leading to a loss for the seafarer. to use charts cluttered with hyperbolic but forgotten the use of Sextants, Decca lines. This led to development of Satellite Navigator and Loran C, in view of the The presentation gave an insight into the Navigation (SATNAV). simplicity and accuracy of the Directional workings of a Port State Control Organization Global Positioning System (DGPS). and provided a different perspective to the Development of the TRANSIT system had However, the navigators must also realise way ships are looked at by PSC officers as begun in 1958, and a prototype satellite, that the electronic navigational systems compared to how the ship’s staffs see it. Transit 1A, was launched in September will continue to evolve and face the danger 1959. That satellite failed to reach its of being jammed. Hence, the shipboard Port State Control inspections do instil a bit of orbit. A second satellite, Transit 1B, was navigators cannot afford to forget their time fear, but this is good as it will ensure that both successfully launched on April 13, 1960. honoured skills of visual navigation with the ship’s staffs and the ship management The first successful tests of the system sextant and visual bearings and must keep ashore will put in necessary efforts to ensure were made in 1960, and the system them sharp for use in emergencies. that the vessel is well maintained. This will entered naval service in 1964. greatly reduce the number of accidents and If you’re craving for more information make the ship a safer place to work. The system had a good accuracy. on the history of navigation, do check There was no need to have any chain out the second and third issues of the So the next time a PSCO boards your vessel superimposed on chart. Only drawback Samundra Spirit in our online archive at let’s welcome them on board as their inspection was that it provided position once in an www.samundra.com/samundra_spirit.asp may actually ensure that your attention and hour or even more. However, this was work in keeping the ship well maintained is deemed quite adequate for deep sea amply rewarded in getting “zero” observations navigation. during the PSC inspection! 13 SAMUNDRA SPIRIT JAN 2016 ISSUE 32 CAMPUS NEWS

Chief Guest, Mr. S.M Iyer (1st Row, 6th from left) with the SIMS Faculty and the graduates SIMS Celebrates Graduation of DANS 19th Batch Chief Guest spurs graduates to focus on career and keep distractions at bay

Samundra Institute of Maritime Studies away that would otherwise launched the next generation of seafarers hinder their promotional during the graduation ceremony of its progress. Apart from the Nautical Science (DANS) 19th batch on usual gadgets, Mr. Iyer December 24. Marking the completion of expressed that alcohol their one year training programme at the and drugs were found institute, 19 cadets graduated with great to be biggest bane in a pride and honour on this fine day and can seafarer’s career – many look forward to their placements onboard often losing their jobs. vessels managed by Executive Ship Concluding his speech, Management (ESM). he urged the graduates to abide by the strict no Mr. S.M Iyer inspecting the Guard of Honor Speaking to the graduates, Mr. S.M Iyer, drug and alcohol policy Resident Director from ESM, Mumbai, spurred practiced onboard. Meteorology: Jasneet Singh them on to apply all that they have learnt Best in Cargowork, Safe Working Practices at SIMS when they go onboard. He added During the ceremony, the Chief Guest also & Seamanship: Vishwas Kushwaha that the training imparted by SIMS is widely handed out awards to the best performing Best in Ship Construction & Stability: acknowledged by the shipping industry and cadets in the batch. For the 19th DANS batch, Mohit Sethi that the cadets should be confident in their Cadet Vipul Kumar, was the proud recipient Best in Ship Operations: Shubham Kumar skills. Mr. Iyer who also monitors the placement of the Best in Academics award. He was also Best Overall in Academics: Vipul Kumar of cadets across the fleet, shared the good awarded the best cadet for the batch and best Runner Up in Academics: Jasneet Singh progress made by previous graduates. He also in mathematics awards. Other winners are 3rd Best in Academics: Shubham Kumar spoke about the extra efforts made by ESM to listed below. Best in Hands-On Training Practicals: cut down the waiting time of placement and Mikhin Satheesan V to increase the exposure of junior ranks by Best in Mathematics: Vipul Kumar Best Sportsman: Vikrant Yadav providing placements in the offshore industry; Best in Applied Science: Aviram Kumar Best in HSSE: Mohd. Anees a practice rare but well appreciated in the Best in Electricity & Electronics: Best Cadet Capt. (Sem1): Himanshu Singh industry. Shubham Singh Best Cadet. Capt. (Sem 2): Sibasrit Das Best in English & Human Factor: Most Popular Cadet of DNS 19 Batch: Yet, these also require the efforts from the Jasneet Singh Sharad Kumar seafarers, Mr. Iyer said. He advised them to Best in Navigation & Chartwork: Popular Cultural Performer: Pavneet Sethi work diligently on their Distance Learning Jasneet Singh Best in Music: Mohit Yadav Programme (DLP) and keep distractions Best in Bridge Equipment Watchkeeping & Best Cadet for DNS 19 Batch: Vipul Kumar CAMPUS NEWS SAMUNDRA SPIRIT JAN 2016 ISSUE 32 14

Cdt. Vipul Kumar Cdt. Aviram Kumar Cdt. Shubham Singh Cdt. Jasneet Singh

Cdt. Vishwas Kushwaha Cdt. Mohit Sethi Cdt. Shubham Kumar Cdt. Mikhin Satheesan V

Cdt. Vikrant Yadav Cdt. Mohd. Anees Cdt. Himanshu Singh Cdt. Sibasrit Das

Cdt. Sharad Kumar Cdt. Pavneet Sethi Cdt. Mohit Yadav Mr. K.V.Hariprasad, Faculty Electrical

15 SAMUNDRA SPIRIT JAN 2016 ISSUE 32 KNOWLEDGE

Electrical Cable for Marine Applications

The large machineries and high tech Rubber. This has good insulating strength equipment that we can see onboard our with an advantage of better resistance to vessels today require high voltages to moisture. However, it cannot be used in Mr. K.V.Hariprasad, keep them running efficiently. Higher Oily areas. They also have better flexibility. Electrical Faculty SIMS, Lonavala voltages needs better electrical cable and Almost all the Low Voltage installations this brief guide should provide readers a use EPR Cables better understanding in selecting electrical cables used in either low voltage or high 2) XLPE- This stands for Cross Linked Poly The cables are used in Power & control voltage applications; even if its onboard Ethylene. Even though this has better applications, as shown in figures below: dangerous cargo vessels. insulating strength compared to EPR, its mechanical & Thermal properties are The ship’s electrical cable network, which lesser compared to EPR. These can be forms the main agent in the Electrical preferred for High Voltage installations, distribution systems, has the following basic like Ro-Ro or VLCC ships of 3.3KV to components: 11KV Electrical distribution.

1) The conductor & 3) LSZH - This stands for Low Smoke Zero 2) The Insulation Halogen. Fires on board vessels can produce toxic gases and heavy smoke. Electrical cables for ship’s distribution systems The LSZH cable can minimize the effects use copper conductors that guarantees the from these dangers. They protect the best conductivity and mechanical strength. humans, and equipments from damage, The size of conductor is decided by the Current and meet specifications as stipulated XLPE Steel braided power cables capacity of the connected load/ service, by the classification societies. They are whereas the type & thickness of insulation specially designed for the dangerous used decides cable’s shock protection from cargo vessels. leakage currents, mechanical strength, oil/ water& fire resistant properties. Steel braiding is provided to almost all the ship’s cables for strength and Fire retarding The following Insulation materials having properties.The sheath materials lying between Communication or control cable superior Fire Retardant properties are in use, cable insulation and outer cover used for all as per IEC-60092 or IEC-60331:- the above mentioned cables should have heat, 1) EPR- This stands for Ethylene Propylene oil, chemical & Fire resistant properties.

Promotions Onboard ESM-Managed Fleet During Fourth Quarter

JO SALIM JAVED ARKATE JO VISHNU P. JO UJJWAL KUMAR JO RAHUL SAXENA JO NIKIL JACOB JO AMITPAL SINGH JO DAVINDER DNS 11 VILAKKAPPILLY DNS 9 DNS 12 DNS 7 MANHAS PAL SINGH DNS 12 DNS 9 DNS 11

JO MARTIN RAJU 3O ASHISH KUMAR 3O VINISH YADAV JE BIJOY CHAN- JE VIDIT MITTAL JE MAHESH P. PATIL JE ANURAG RATHORE MUTHANATTU DNS 11 DNS 12 DRASEKHARA PANICKER GME 11 GME 11 GME 14 DNS 13 GME 11

JE HARIKRISHNA MOHAN JE NEERAJ KUMAR JE SHABAREESH JE AMIT KUMAR JE NEERAJ KUMAR JE DHEERAJ MISHRA JE JAGDEEP SINGH GME 13 CHHILLAR MOHANDAS GME 14 GME 12 GME 12 GME 14 GME 13 GME 11 SHARING EXPERIENCES SAMUNDRA SPIRIT JAN 2016 ISSUE 32 16

Tightening Bottom End Bolts Precautions when using a mirror

This incident occurred onboard a tanker during the decarbonisation of its auxiliary Arun Khatal engine. During the process, the second Engineering Faculty engineer was tightening the unit’s bottom SIMS, Mumbai end bolt under the observation of a chief engineer who ensured his presence at the critical stages of decarbonisation; such as the removal of the piston, installation of the piston, checking of crank pin and tightening of bottom end bearing bolts among others. Crankcase door removed for working The second engineer completed his task as assigned. Since the lower bolt mark viewing required the use of a mirror unlike the easily seen topside bolt marks, the engineer used one accordingly to ensure proper tightening.

During inspection, the chief engineer asked if the marks on the bolts and bearing cover Mark on body and mark on bolt head to match for proper tightening as per were matching; to which the second engineer Mark on body specified procedure Bottom end replied confidently that they were. He added bearing bolt that one bolt was over tightened as the mark marks came in line. on the bolt was not aligned with the mark on a complete replacement of entire auxiliary the cover. The second engineer then clarified The tightening procedure specified consist engine is preferred than repairing of existing whether he should slacken the bolt to align the of the first step - torque of specified value engine. marks. by torque wrench (for e.g. 90 KN-m) and followed by specified angle tightening (for e.g. The personal cross-checking by the chief To assess the statement, the chief engineer 60 Degrees). An under tightening due to say engineer saved them from having a repetition observed the mirror image. It then struck the 5 mm difference in mark matching can result of this type of incident on their ship. A point chief engineer that the said over tightening was about 5 degrees under tightening of angle. to remember is that what you are viewing in actually under tightened as it was a reflection a mirror is a reflected duplication of an object from the mirror! The chief engineer then told There are many instances of bottom end that appears almost identical, but is reversed the second engineer to tighten the bolt further, bolt failures due to improper tightening. The in the direction perpendicular to the mirror. which astonished him. On tightening, the damages in many cases are so severe that

JE RAHUL HANAMANT JE RAVILOKESH REDDY JE ARUN SASI JE GAGANDEEP SINGH JE JIJO ZACHERIAH JE ANKUSH PURI JE SHAMGAR M. GUSAI PATIL BONTHALA GME 13 GME 12 GME 13 GME 14 GME 14 GME 11 GME 13

JE NAVJOT SINGH JE ASHWIN KATOCH JE MOHD ISLAHUDDIN JE MANDEEP SINGH JE BIPLAB ROY 4E RAHUL ANAND 4E VINAY VERMA GME 14 GME 13 GME 14 GME 14 GME 10 GME 11 GME 13

4E NIKHIL LINGAMBUDI 4E DHANRAJ 4E GURSEWAK SINGH MADHUSUDHAN KARKERA GME 14 GME 12 GME 13 17 SAMUNDRA SPIRIT JAN 2016 ISSUE 32 KNOWLEDGE

Compiled by: Case Study: Collision and Capt. T. Thomas Varghese Manager, Vetting and Operations Wreck Removal in the Malacca Strait ESM, Singapore

Protection and Indemnity clubs provide insurance coverage to members against claims. The typical risks covered by these clubs are third party liability for cargo, pollution, persons, Collision liability, wreck removal and damage caused to Fixed and floating objects. Of these - Cargo related cases account for almost 47% and Human accident or illness cases account for 25%

of the claims. Mr. Mats Segolson The Collision Area

P&I clubs including SKULD have a worldwide Ship A made contact in the forward area of agreed with the Governments. The wreck network of correspondents who attend the ship Ship B. Ship B started taking water quickly. removal involved removal of the cargo, which on behalf of the club to protect the members’ The crew of Ship B safely abandoned the could eventually be sold at a lower cost for interest. The P&I clubs are mutual clubs; i.e vessel without injuries. The ship sank to the land fill. they work on the concept that all members bottom at 31 metres depth of water. The crew (ship owners) contribute to the club’s kitty were rescued and repatriated after necessary The wreck removal process was done by through the annual premiums. The club pays interviews by authorities and lawyers. The dismantling the ship into parts. The sections of for any liability incurred by a member. Which VDR was saved. The sunken location of the vessel was cut across. means to say that all members contribute to the ship was marked with buoys. Later, the pay towards the liability incurred by a member sunken vessel was hit by another vessel, Total loss on the account of Ship A for damage of the club. The club, in turn is a member which caused the vessel to shift in position. repairs was 5 million. The cost on the account of a bigger pool of P&I clubs called the ‘The Navigation warning buoys and guard boats of Ship B including total loss, wreck removal, International Group’ (IG) who provide financial were stationed at the location. Bunker removal and crew and lawyers was 80 cover to each other by contributing to a large million. How was the blame was apportioned fund maintained by the IG. Other covers given The Governments of Malaysia and Singapore to each ship was detailed during case by the club include off-Hire claims, Freight required the wreck of the vessel to be removed discussions? The question raised was how Demurrage and Defence (FD&D) cover. in full due to the location and its proximity much was the blackout of ship B to be blamed to shipping This article is about a case study of a collision traffic. This led which occurred in the Singapore and Malacca to invoking the straits. Shared by Mr. Mats Segolson, Head LOF (Lloyds of Claims, SKULD, during the recent Officers’ OPEN Form) with Seminar, it raises awareness about what could SCOPIC clause. possibly happen after a collision. After the fuel was removed from the The Incident vessel, the LOF One of the two ships involved in the collision salvage contract was a New build Cape Size Bulker loaded with was terminated to Iron Ore ( Ship A) proceeding from Brazil to become a wreck China and the other a 21 year old Panamax removal contract. (Ship B) loaded with Iron Ore fines on a The plan was Survey of the wreck at the seabed voyage from India to China.

Both ships were in the South bound lane of the Traffic Separation Scheme (TSS). Ship A at 14 kts was over taking Ship B doing 12.3 Kts, on Ship B’s starboard side. Weather was moderate wind SE’ly BF6, and visibility was good. The third officer was on watch on ship A while ship B had Master with the con.

At 2227hrs ship B had a blackout and veered off to starboard across the bow of Ship A. The collision occurred at 2235hrs.

KNOWLEDGE SAMUNDRA SPIRIT JAN 2016 ISSUE 32 18

for the collision especially when the collision occurred 8 mins after the blackout. A detailed investigation was carried out to find causal Metallurgical Side-Effects of factors leading to the blackout. Heating Components Collison regulation rule 3, 8, 18, 27 and During maintenance work or assembly, 36 were reviewed. The factors that were new components such as ball and roller considered also include: bearings may be heated to shrink fit on the shaft as they have very narrow fitting For ship A tolerances. However overheating or 1. Should over-taking vessel keep out of the undercooling followed by uncontrolled way? cooling of these components can 2. Did she maintain safe distance? partially or permanently alter their 3. Did she keep a proper look out? mechanical properties. This can not only 4. Did she take action to avoid collision with affect dimensions but also affect grain a vessel not under command, signal for micro-structure; reducing the service life which ship B was displaying soon after the and reliability of expensive machinery black out. components.

On ship B following was considered: Let’s take a look into how some components 1. Did she consider to drop anchor? are heat treated by the maker before 2. Did she use sound and light signals to these are delivered to the ship and what attract attention? precautions must be observed when Do’s and Dont’s 3. Could she have prevented the cant to heating is required of these components 1) For ball bearings starboard? during assembly and dismantling. a. Oil baths are best suited for this 4. Could she start the other generators? purpose. Ball / Roller Bearings b. The temperature should be limited to Finally in this case a 70/ 30 blame was Typically made of high carbon cold rolled 120 °C for bearings. apportioned in favor of Ship B. Ship A paid a steel, the bearing race and steel balls are c. Shielded / Enclosed type bearing are net of 53.4 Million to ship B. heat treated to give a martensitic grain pre-charged with special grade of structure to achieve: grease so they must not be directly Lessons to be learned from the incident • Required hardness (62 HRc approx.), placed in hot oil or heated. On the ship • Fatigue resistance, d. Electromagnetic heater may also be 1. Obtain VDR backup. • Dimensional stability. used instead of oil bath 2. Take statements from crews. Be Truthful and frank. The rough cut races are put into a heat 2) Copper Washers 3. Preserve other contemporaneous treating furnace at around 843°C for up a. Use only propane / butane gas torch evidence. A good outcome will depend on to a few hours (depending on the size of (cans) the evidence and its quality. the parts), then dipped into an oil bath to b. Direct oxygen acetylene flame 4. Minimize pollution. cool them and make them very hard. This must never be used for heating the hardening also makes them brittle, so the components. On shore next step is to temper them. This is done by c. The flame temperature can vary in 1. Each case is different, but the key is to get heating them in a second oven to around a wide range (1200 °C – 3500 °C) a good grasp of the facts and exposure 148.8°C, and then letting them cool in oil resulting in metallurgical changes in early. You can then focus and direct the / air. This whole heat treatment process structure. work accordingly. is carried out in controlled metallurgical d. Propane / butane Gas Torch inner 2. Work with the authorities and establish conditions to make parts both hard and core can reach to a temperature good relation. tough. above 1100 °C. Only the outer 3. Early start is better. Once you have envelope tip is at 720 °C chosen a wreck removal contractor ensure Copper Washers e. Localized heating can cause the methods are acceptable to authorities. These products made from copper and unequal expansion and contraction Wreck can be politically sensitive. copper alloys may be heat treated for that leads to thermal stress, 4. Work closely with owners and P&I club. several purposes such as homogenizing, deformation, or cracking in extreme 5. Appoint the right people on the ground – annealing, stress relieving and precipitation case. lawyers, experts etc. hardening. Washers tend to work harden 6. Collisions and inter-ship claims can be after prolonged usage. They can be complex and expensive – consider settling annealed and reused for some machineries. Mahesh Patil, claims amicably and maybe early But reheating temperatures must never Marine Engineering Faculty 7. Follow up with loss prevention on fleet exceed 780 °C to avoid embrittlement. After SIMS, Lonavala ships afterwards. heating they must be quenched in cold water. 19 SAMUNDRA SPIRIT JAN 2016 ISSUE 32 ARTS & PHOTOGRAPHY

Roses

Canada thistle

Photos by: Cdt. Akshay Kumar Cdt. Deepak Chauhan GME-20 SIMS, Lonavala

Frangipani

Red Rose ARTS & PHOTOGRAPHY SAMUNDRA SPIRIT JAN 2016 ISSUE 32 20

Coltsfoot Hibiscus Yellow Iris

Flowers at SIMS The air is cool, the breeze is light, Clouds in the sky are fluffy and white. Spring is far, yet flowers have bloomed, Coming in opulent colors, our gardens are full.

Luscious scents comes drifting in, As flowers begin to expand their wings. Nestled amidst nature’s beauty, Trees’ leaves can never compare.

White rose Papaya flower

Coriander flower 21 SAMUNDRA SPIRIT JAN 2016 ISSUE 32 KNOWLEDGE

Historical Surrounding of SIMS: Fort Shivneri

For the eighth part in our historical monuments around SIMS travelogue, a group of fourteen faculty members from SIMS Lonavala, trekked the Shivneri Fort; renowned birth place of the Maratha Maha Dawarja Warrior-King, Chhatrapati Shivaji Maharaj. Located near Narayangaon, a village in Junnar Taluka, this fort is hardly a hundred Shival Darwaja kilometers away from our institute.

It is unclear who had actually constructed the fort, but its origins have been traced back to the Ganesh Darwaja Satavahana period. Their king, Gautamiputra Satkarni, from the 106–130 CE was said to have replaced the Saka rule in this region. Piracha Darwaja There were many Buddhist caves built in the vicinity. But the actual fortification may have started during the Yadava rule and continued during the Islamic rule (Bahamani rule and Hatta Darwaja later Nizamshahi of Ahmednagar). Seven Darwajas Mena Darwaja Kulup Darwaja When Shahaji Raje Bhosale was surrounded by enemy forces, he shifted his wife Jijabai who was pregnant with Shivaji to fort Shivneri Darwaza in Arabic or Urdu refers to a door or of Nizamshahi of Ahmednagar, who first (which was under the care of its Killedar, the gate. occupied the fort. It occupies an area of 20 Fortkeeper Sriniwas Vishwasrao. Shahajiraje by 10 meters and is a black stone structure. It ensured the strengthening of the fort to protect The most distinctly conspicuous gate reveals the presence of a regal structure that his family from the enemy forces. Chhatrapati encountered by the SIMS Trekking Team was existed during those times. It later served as a Shivajiraje later gave up this fort in 1632 and the Hatti darwaza (Elephant gate) due to its granary. During the times of Malojirao Bhosale it passed hands to the Mughals in 1637. In huge wooden doors fortified with iron spikes. (Shahaji’s father) it was used to redress public 1637 an unsuccessful attempt was made to It may have been named so, either because grievances. During Maratha rule, it was said to recapture the fort by the Marathas. However it was a gate to allow in the elephants, or have served as stables for horses and also to during Chhatrapati Shahuraje’s tenure, the alternately the sharp iron spikes were meant to house elephants. Marathas surmounted the fort. The fort was ward off even an attack mounted by elephants. later maintained by the Peshwas. As we proceeded further, we came across as Inside the premises, we came across the many as ten water tanks and water reservoirs To reach the top of the fort, one has to climb temple of Shivai Devi, the Goddess of the said to have been constructed during the around 400 steps and it takes almost one and Fort accessible through the Shivai Darwaza. Yadava times. We were amazed to see that a half hours to do so. During the trekking and Chhatrapati Shivaji was named after the water conservation was carried out and en-route to the destination, the team passed Goddess, deity of the fort. implemented even during those days. through seven huge fortified gates named as Maha Darwaza (Grand Gate), Ganesh As we all climbed up further, we saw the As the SIMS team went further in, we saw Darwaza, Pir Darwaza, Hatti (Elephant) Amberkhana ruins that had probably served a memorial dedicated to Shivaji named as Darwaza, Shivai (Goddess temple) Darwaza, as the quarters for Malik Ahmed, then a ‘Shiv Kunj’ or Shiv Smarak (Memorial), which Mena Darwaza and Kulup (lock) Darwaza. Bahamani commander and later the progenitor was inaugurated by the first chief minister of

Situated on a 300 metre high isolated hill, the fort is triangular in shape. KNOWLEDGE SAMUNDRA SPIRIT JAN 2016 ISSUE 32 22

This mosque is known as Kamani Mosque because of the architectural feature of its pillared hall which is full of arches. The central hall is roofed by a marble dome decorated with glazed tiles.

Facing the main door (which is entered from the rear, the front facade being Jharoka styled windows).

Named ‘Badami Talao’, it’s an artificially created water pool

Diagonally facing the mosque is a During the visit we even saw ‘Kadeloat’ point, stone building, which was the birthplace where prisoners sentenced to death were of Chhatrapati Shivaji Maharaj that was thrown off the cliff (kadeloat). Alongside the previously accessed by the ‘Suryamukhi Kadeloat point was the Qaidkhana (prison) dwaar’ (sun facing door), which we came and the Idgah structure (which has some across as we walked still further. But now, Bahamani graves). Named “Shiv Kunj”, the memorial depicts a beautiful apart from the main building, rest of the statue of Shivaji as a boy with his mother Jijabai. premises are in ruins. After the satisfying visit, it was time to descend now. Fortunately going down wasn’t as Maharashtra, Shri Yashwantrao Chavan. This A few meters away from the main door is a strenuous as the way up and we reached the memorial depicts a beautiful statue of Shivaji square water reservoir made inside the stone foothill within half an hour. as a boy with his mother Jijabai consisting of flooring. panchadhaatu (5 alloys). Having finished our exhausting but fulfilling As we entered the main door, we come across trekking/ trip, we headed back to SIMS, To the right of Shiv Kunj lies the Kamani a room which houses a statue of Chhatrapati Lonavala evening with many wonderful and mosque having Quranic verses engraved on Shivaji and cradle to signify his birthplace. golden memories of the Shivneri Fort. its arch. This mosque was constructed by the Alongside this room is a narrow stone Mughals after they had occupied the fort. stairway which leads to the upper floor. There are arched windows on all sides and also Satish Shivaji Babar the jharoka windows). The ceiling was also Lecturer (Electronics) beautifully done. SIMS, Lonavala

Facing the birthplace structure is the ‘Badami Talao’, which was an artificially created water pool. 23 SAMUNDRA SPIRIT JAN 2016 ISSUE 32 CASE STUDY

Fouled Air Cooler of MAN Engine

* We invite responses from our learned readers as to the causes and S.Viswanathan, Principal lessons learnt through this case study. Please send your responses to SIMS, Lonavala [email protected].

Following incident took place when the to use. The ship sailed from the port and the air hours before proceeding with the voyage. The author was sailing as a second engineer cooler pressure drop gauge was found to have short voyage of 3 days was completed without onboard an oil tanker. no water in it. any further incident.

The junior engineer on duty could not read the Troubleshooting: Moral of the story: pressure drop gauge fitted on the air side of When called to engine room, Second engineer Planned Maintenance Schedule; if done the forward air cooler. The junior engineer also tried to fill the pressure drop gauge with water, incorrectly may cause more harm than not did not notice that the U tube monometer had but failed. He found the water getting blown out doing it. The cleaning procedure though no water in it, even though it was filled with every time he tried to fill. well understood by the engineers, care has water up to the mark before departure port. to be taken that that the actions taken give Since pressure gauges of lower range were the desired result, by verifying the on-going Not only did he not report the peculiarity to the not available on board, engineers could not process. senior engineer, but, he also left the column ascertain the condition of the cooler. Finally it provided in the engine room log book for this was decided to reduce the RPM of the main From the details provided and your purpose blank. When the watch-keeping duty engine and water was filled. But when RPM knowledge about the diesel engines, was changed, the relieving engineer noticed was increased, the water was blown out once please provide answers to the the anomaly and second engineer was called again. following regarding this case study:- to the engine room. 1. What is the importance of the It was time to stop the main engine and pressure drop gauge provided on Events leading to the incident: inspect the air cooler. Though the air cooler the air cooler? The main engine air coolers were chemically was looking clean at the top surface, when the 2. What is the normal pressure drop cleaned during the port stay by circulating cleaning nozzles were tried out, it was found when the main engine is running at the air side with air cooler cleaning chemical that the nozzles were choked and very little MCR power? and hot water. Two sets of sprayer pipes with spray was dripping from the forward air cooler. 3. What is the effect of continued nozzles fitted on top of the air coolers were running of the main engine with used for the cleaning of the air side. After It was then decided to clean the nozzles, test fouled air cooler? cleaning and washing, the air coolers were put it and clean the air cooler air side for at least 4

Responses to previous case study “Contamination of Main Engine Crankcase Oil”: Issue 31 (October 2015) Thank you readers for the feedbacks and responses on the previous case study. Here’s a compilation of the answers received:

Q1. What is the purpose of providing other. This space is known as cofferdam. It is It the Engine room holding tanks cannot cofferdam in ship? always maintained dry to detect an early leak. contain the bilge water, can call the shore facility to receive the bilges. It is advised to In ships fuel or diesel oil, lube oil, fresh Q2. What would be the cause for oil gasket keep the cofferdam always empty. water, and sea water are stored in their in the suction line to become defective? dedicated tanks. Apart from these bilge Q4. What is the reason for the and sludge, are also stored in separate Normally the Lube oil suction line from the lubricating oil purifier to overflow in tanks since the function and properties are sump is going through the cofferdam. Flanges this instance? different in different situations. Care must should be avoided in the pipe line, inside the be taken not to mix any two different fluids cofferdam as per the classification society 1. Lube oil mixed with water and changes even when there is a leakage or failure rules. In this particular ship, flanges were there its density (heavier ) in the boundaries of the tank separating in the suction pipelines and when the ship’s 2. It forms emulsion and started them. staff filled the cofferdam with bilge water, the oil overflowing. gasket got deteriorated and become defective. To avoid this, a void or empty compartment is provided between the tanks to prevent Q3. What could have been done to dispose two different liquids from mixing with each off the bilge water safely in such situation? CADET’S DIARY SAMUNDRA SPIRIT JAN 2016 ISSUE 32 24

Do You Know Your Ship?

Cdt. Utkarsh Rastogi GME 19 SIMS, Lonavala

1 2 3

4 5

6 7 8

9 10

11 12

13 14

15 16

17

18

19

20 21

Down Across 2. It provides reserve buoyancy- 1. It separates the cargo tank from machinery space. Also the 3. Boats are suspended from it and which allows boats to be cargo pumps are installed here- lowered- 11. The phenomenon of ship, emerging and re-entering the water 4. It is used to measure propeller drop- with slamming effect- 5. Solid plate, fitted to avoid one falling or being washed 12. A secret place on the ship, for hiding, in case of pirates’ attack- overboard- 13. The space above the fore peak tank- 6. The rudder is supported by it, which fits into the gudgeons- 15. The smaller bulk carriers are also called as- 7. The pitch of the propeller is measured by- 18. The second deck is also known as- 8. It provides bearing surface for pintle- 19. The ship’s hull is made up of- 9. It is provided when a man falls overboard- 20. The structure, that gives port and starboard direction to the 10. A hollow truncated cone, fitted around the propeller, to ship- increase propulsive efficiency- 21. This is used in welding work to facilitate the current flow- 12. The vertical webs, used for forming deep stiffeners for hatches- 14. The bottom most, length wise, steel structure of the ship- 16. The fore most tank for ballast or fresh water- 17. Fitted to the inner face of steel work in refrigerated room to reduce heat transfer-

Answers

. electrode 21.

Across: Across: , , rudder 20. , mildsteel 19. , tonnagedeck 18. , colliers 15. , chainlocker 13. , citadel 12. , pounding 11. , cofferdam 1.

. insulant 17. , forepeak 16. , keel 14. , coamings 12.

: : Down: , , kortnozzle 10. , lifebuoy 9. , lignumvitae 8. , pitchometer 7. , pintle 6. , bulwark 5. , pokergauge 4. , davit 3. , freeboard 2. 25 SAMUNDRA SPIRIT JAN 2016 ISSUE 32 CAMPUS NEWS

Capt. V.R. Krishnan (1st from Right) won the 1.5 k.m walking competition for staff First In Marathon Race: Anandu Madhu of Godavari House

Kaveri house won the Inter-house basketball championship final match Best Swimmer: Cadet Shreyas Patgiri of Tapti house bagged 11 points for his team. SIMS, Lonavala Annual Sports Day

As a new initiative to encourage healthy large numbers were treated to a fine display of Sr. Event living by incorporating physical exercises, skill and physical prowess. NO: sports and games amongst the SIMS 1 Cross country race cadets, an annual sports day was Meanwhile the sun was getting higher up in 1. 6 Kms Cross country race for inaugurated at the campus on October 31 the sky, warming up the pool to set the stage cadets 2015. Five sports – cross country race, for the much awaited aquatic championship. 2. 1.5 km mini cross country race basketball, swimming, track and field and Cadet Shreyas Patgiri of the Tapti house won for staff (below 40 years) cricket - featured in the maiden edition 11 points for his house and was adjudged the 3. 1.5 km mini cross country race for staff (above 40 years) of the competition and brought much best swimmer. Capt. V R Krishnan once again 4. 1.5 km walking competition for excitement amongst the participants and proved his supremacy in the pool by coming staff fans alike. first in the 50m freestyle event by quite a few arm lengths. 2 Inter-house Basketball champi- onship final match The day started with the long distance races, putting the resilience and perseverance of the Cadet Shubham Bera of Godavari house was 3 Inter-house Aquatic Champion- contestants to acid test. SIMS Lonavala staff adjudged the best athlete with 8 points to his ship 1. 25 m freestyle (cadets) also enthusiastically participated in the long credit. He won the gold in both the sprint events 2. 25 m back stroke (cadets) distance events with Mr. Prakash Pangare and followed it up with an anchoring role in the 3. 25m breast stroke (cadets) cornering glory in the mini-cross country event silver winning relay team of Godavari House. 4. 25m butterfly stroke (cadets) for staff under 40 years of age. Lt. Col. Sharat Mr. Ashish Pawar won the 100m sprint event 5. 4 x 25m relay freestyle (ca- Laskar won the above 40 event by thumping for staff with only s few inches separating him dets) the other contestants by quite some margin. from the silver medalist. Ms. Komal Bidkar won 6. 50 m freestyle (cadets) The keenly contested 1500m walking event the 60m sprint event for Lady Staff with Ms. 7. 100 m freestyle (cadets) was eventually won by Capt. V R Krishnan in Pooja Giri and Ms. Meenal Ingulkar coming 8. 50m freestyle (staff) a thrilling finish. second and third respectively. 4 Inter-house Athletic champion- ship The long distance events were followed The day’s events culminated with a limited 1. 60m sprint (cadets) by the finals of the inter-house Basket ball over cricket match which was won by the team 2. 100 m sprint (cadets) championship which boasted the participation led by Capt. Krishnan in a nail biting finish. Mr. 3. 4 x 100 m relay race (cadets) of the best of the hoopsters of the campus. Prakash Pangare was adjudged the Man-of- 4. 100 m sprint (staff) 5. 60m sprint (lady staff) The match lived up to the expectation with the-match for his overall contribution with the Kaveri house lifting the trophy by a very narrow bat and the ball. 5 Cricket match for staff margin. The spectators who were gathered in Visitors’ Comments Fourth Quarter, 2015

My visit again to institute after eight years and I must say with all authenticity that you the leader of Maritime Institutes. Credit goes to the founders, Mr. and Mrs. Teeka for their vision and to the principal and all faculty for ensuring that the high standard is maintained and the process of continual improvement is always there. Wishing you all the very best in future endeavors. Capt. J.S. Uppal Principal Office-cum-Joint Director General of Shipping (Tech) Mercantile Marine Department, Mumbai

The best I have seen so far! The dedication and passion of the Faculty is what makes this place so special. The campus is beautiful, well-designed and unique. A world class institute without a doubt. The blended learning system is something to take away, and I wish the institute and the faculty and the management all the success in the future. Thanks for the experiences. Ms. Mahua Sarkar Deputy Director General of Shipping

Very impressed with the institute. Pleasure showing my experiences with fellow seafarers. Wishing you fair winds, following seas and fathoms beneath your keels, always! Cdr. Dilip Donde Indian Navy

An institute of exceptional Stature, programed to produce seamen of high caliber. The R&D program and the use of computers for the learning is of the highest order. All set in a very conducive environment. Rakesh Dhir Manager Vetting (Asia) Conoco Philips, Singapore