1. SHIPPING MAINTENANCE

2. Intro and motivation A ship afloat is a world in itself. Every machines has shortcomings, some may never appear being put to real life service Almost quarter of maritime accidents are caused by machinery failure (IMO) Every machinery gives signs before it fails Maintenance minimizes failure severity.(Aims to avoid failures before anticipated service time) Prevention costs less than damages incurred 2

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4. 4 Roles Responsibility Purpose  Ensure running & maintenance of vessels are performed periodically/proficiently by ship staff onboard & superintendent ashore  Vessels are kept in operational & safe condition, suitable for trading locally & worldwide  Vessels meet requirement of administration, classification, port state control, port terminal  Plan maintenance schedule  SEAWORTHINESS

5. 5  Maintenance & repair of vessels are attended by engineer superintendents  Statutory survey, certificates & ISM issues are attended by marine superintendents  Monitoring vessels performance to ensure efficient voyages.  Monitor running cost is kept within budget  Communication between ship/shore is smooth  Supply of materials (spares, stores, provisions, and lubes, chemical and water ) are timely done

6. 6  Dry-docking is well prepared & supervised  Damage repair is well supervised.  Insurance claim is successfully pursued from underwriter & P& I Club  Develop maintenance and dry-docking strategies and procedures  Provide material & maintenance management system

7. 7 Scheduled/Planned Maintenance  It is about the performance of the ship  Periodic Maintenance philosophy  Add Value to Ship Owner/Cost Competitive  Preventive measure/Ensure that major repair can be avoided  Prevention is better than Cure  Compliance Culture does not lead to the highest standard. Proactive/partnership/trust DOES  Harmonization of surveys

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9. Reasons for breakdown Equipment unfit for marine environment Water ingress (oil, fuel, machinery, etc) Presence of marine organisms in systems (heat exchangers, pipes, valves, filters, sea chests etc) Not maintained properly (ill defined procedures, design flaws) Operator mistakes - Tired (less crew, more work) - Complicated user-interface 9

10. 10 Five Major Areas  Engine  Deck  Catering  Navigation  LSA (Life Safety Appliances)

11. 11 Engine  Propulsion and control  Cargo handling support system  Power requirement  Water system  Heating system  Air cooling system  Refrigeration  Pump

12. 12 Engine-Major machinery  Boiler  Engine Room  Pump and Valves  Incinerator  Generator  Control Room  Sea Water Cooling Pump  Purifier, Piston, propeller, rudder  Turbo Charger

13. Deck  Cargo carrying spaces  Cargo handling equipment  Cargo monitoring 13

14. Deck – major machineries  Cargo pipe lines  Steam lines  Tank cleaning lines  Hydraulic lines  Pressure vacuum lines, Fire foam lines 14

15. Catering  Housekeeping  Food and beverage  Port formalities  bonding 15

16. 16 Navigation  vessel movement control  vessel tracking  communication  Safety monitoring  Horizon monitoring

17. Three (3) ship types: 1)Chemical Parcel Tanker, average size 15,000 dwt, over 75% of the tanks are segregated with separate cargo handling facilities, and the average tank size <2,700 cubic meter 2)Bulk Chemical Tanker with average size 13,380 dwt, tank size >2,700, over 75% of tank are segregated 3)Chemical Product Tanker with 51-75% tanks segregated, average tank size >2,700 cubic meters Cargo pipe lines categories/varies…cargo tanks are served directly by a single bottom line to each cargo pump Independent line system/minimum chances of contamination of cargoes 17

18. In the case of chemical tanker there is a need for heating coils; tank coatings; special valve operating gear; and safety systems. Tank coatings are used to deal with corrosivity and reactivity Different tank protection methods are used – stainless steel for corrosive cargo, and zinc silicate or epoxy coatings tanks has a separate cargo-handling system with its own submerged cargo pump and separate pipelines to the manifold located amidships, where the cargo lines can be connected to hoses leading to storage tanks onshore. 18

19. One directional flow of traffic e.g Saudi Arabia to Japan through Strait of Lombok (giant tankers ULCC draft >25 meters, >350,000 tons dwt, >380/60 meters) Specialized terminals required for loading and unloading integrating the schedules of operations of tankers and refineries…. e.g Bintulu Safety is critical/paramount… gas explosion. Tankers casualties…..double-hulled tankers (inner/outer 10 feet in between) as a precaution/mandatory. Hazardous properties of commodities transported: flammability, toxicity, corrosivity, and reactivity. 19

20. Engage in one or two type of services: 1.Clean Trade; engine fuel carried only in tanks coated with inorganic, non- ferrous compounds to eliminate contamination from the corrosion of the tank bulkhead 2.Black (dark oil or dirty) trade; carry crude residual, darker oils up to diesel grades High viscosity (dense) heated tank equipped with coils through which super heated water or steam is circulated, transferred ashore by ship’s pump (10,000 tons per hour) Tanker casualties, vigilant onboard, terminals, port approaches, anchorage at berth, throughout tank cleaning, maintenance work Crude oil washing of cargo tank removing sludge, ballast with clean water Danger of hydro-carbon vapour during ballasting/loading Network of vapour collection pipes that direct the cargo gas from cargo tank directly ashore for processing 20

21. All gas tankers, be it LNG, LPG fall into one of these categories of containment system and there are three options. 1)The first is to use a ‘self-supporting’ tank system, which sits on a cradle which separates it from the hull. –‘prismatic’ system utilises hybrid, using self-supporting tanks with an inner and outer skin, but tied into the main hull structure. 2)The second is the ‘membrane’ system which moulds the tank to the hull, which provides its strength, with insulation sandwiched between the tank membrane and the hull. The membrane must be able to cope with extreme temperature changes 21

22. Courtesy of ihmc http://cmapspublic3.ihmc.us/rid=1HK92XSXR-CNTFND-SBK/contaiment%20tanks.cmap 22

23. Although the design details vary enormously, the gas is liquefied onshore prior to loading and there are three ways to keep it liquid during transport: a) by pressure; b) by insulating the tanks; or by c) liquefying any gas which boils off and returning it to the cargo tanks (petroleum gas remains liquid at around −48 ⁰ C). In the case of LNG tankers, there is a mix of petroleum gases such as propane, butane and isobutene and chemical gases such as ammonia, ethylene, propylene, butadiene and vinyl chloride. Most of these gases liquefy at temperatures ranges from −0.5 ⁰ C to −50 ⁰ C, but some liquefy at much lower temperatures (e.g. ethylene at −103.9 ⁰ C). Gas tankers must be able to maintain gas at the required temperature during transport. 23

24. Broadly speaking, petrochemical gases are transported in semi-refrigerated or fully pressurized vessels under 20,000 cubic meters, and LPG and ammonia gases are transported in fully refrigerated vessels, ranging in size from 20,000 cubic meters to 80,000 cubic meters, for long-haul, large-volume transportation. Some semi-refrigerated vessels can carry ethylene (−104 ⁰ C) and ethane (−82 ⁰ C); and in a few cases LNG. 24

25. In the case of LNG, it is a high-volume commodity and very price-sensitive, so the cost of transport plays a major part in the trade’s economics and ship design. LNG tankers generally form part of a carefully planned gas supply operation involving a substantial investment in shore-based liquefaction and regasification facilities. The ship ranged in size up to 153,000 cubic meters, with a new generation of 270,000 cubic meters vessels ordered for the long-haul Middle East to USA trades, Malaysia to Japan, and South Korea. 25

26. Natural gas liquefies at −161.5 ⁰ C, at which temperature it is reduced to 1/630 times its original volume. LNG tanker is a very sophisticated and expensive vessel, but the broad features are similar to the other tankers such as LPG. The big difference is the engineering skills, materials and technology required to load, transport and discharge a liquid cargo at a temperature of −161.5 ⁰ C. 26

27. 27 Marine Engineering Basic Skills  Workshop safety  Shipboard tools: tube fitting, hydraulic hoses and fitting, valve repairs and gaskets  Welding: Gas welding, electrical welding, ship welding safety practices, ventilation, gas freeing  Minor overhauls: bearing, pumps, heat exchanger  Electrical system: cable and wiring  Boiler maintenance

28. References http://www.enautica.pt/publico/professores/baptista/NT_II/Gas_Familiarisation.pdf 28