Maritime Chandling

  Cape Town

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Importance Of Strict Focus On Standard Safety Protocols By Commercial Fishing Vessels

The number of fatalities in South Africa’s commercial fishing subsector may have significantly reduced over the last few years – dropping to four in 2020 as was the case the year before – all thanks to active direct and indirect participation by all interested and affected parties, but even one death is one too many, according to the South African Maritime Safety Authority (SAMSA)

In a Marine Notice issued this week (published on the agency’s website page: Marine Notices), SAMSA highlights some of the common challenges that lead to the death of fishermen during operations when safety protocols are either not observed or poorly managed.

The notice (Marine Notice 3 of 2021) indicates that a total of four fishermen in the commercial fishing sector lost their lives in 2020 during operations – two of these incidents occurring on the West Coast (two deaths occurring in Cape Town and two others occurring in Saldanha Bay).

For comparison purposes, these were the second-lowest fatalities in two successive years involving commercial fishermen since 2017, the last year since double-digit deaths of fishermen were last recorded in the country after 13 fishermen lost their lives – most of them (nine) having occurred in the Port Elizabeth coastal area.

Significantly, that was the second-highest double-digit number of commercial fishermen fatalities in the country in a decade after fatalities had reduced substantially to single-digit numbers since 2007.

SA commerical fishermen operational casualties 2000-2020. (Source: SAMSA Maritime Notice No.1 2021)

The four fatalities recorded in 2020, according to the SAMSA notice, occurred in three incidents whereby in one case, a fisherman lost his life after a small boat capsized in large swells, and in the second incident, another fisherman lost his life after, yet a small fishing vessel lost power and the crew attempted to row ashore.

Apparently, in this incident, an oar got lost and the fisherman jumped overboard to retrieve it but got separated from the boat due to strong winds. Both these incidents occurred in the west coast (Atlantic Ocean) Paternoster area. In the third final incident, two fishermen lost their lives after a small fishing vessel capsized in the surf off Rooi Els also on the West Coast.

According to SAMSA in the Marine Notice, all three incidents involved small vessels measuring less than 10 meters in length, notably, as was the case in the two previous years (2018/2019) when three and four fishermen fatalities were recorded respectively.

The Marine Notice lists four reasons for the capsizing of small vessels as ‘being at seas in unsuitable conditions’, ‘hauling of anchors over the side of the board and not the bow’, being ‘too close to the shore’ and ‘overloading’.

A tragic incident counter-measure to save lives, says SAMSA; is the regular necessary use of flotation aids within the surf zone.

With regards incidents involving the falling overboard of fishermen – and apparently the single largest category leading to deaths after the capsizing of small vessels – deaths occur when fishermen are ‘shooting or hauling fishing gear’, ‘at night when the vessel is steaming’ and ‘recently during an unfortunate incident, after abandoning the vessels in rough seas.’

“To reduce this reason for death (falling overboard), the following steps should be taken on board:

flotation aids are/(must be) worn at all times on deck where the nature of the work can lead to a crew member being knocked overboard,

crew members that go on the deck while there is no fishing operation should never be alone. Skippers are encouraged to introduce a buddy system where there are always two (2) crew members together, this is especially important at night; and

when working near or at the side of the vessel safety harnesses should be worn.

skippers and officers to take into consideration the dangers of fatigue due to prolonged fishing operations and to emphasize the importance of safety briefings.”

Ensure your ship supplies, such as flotation aids, are stocked and up to standard by staying in touch with a reliable ship supply expert like Link Ship Chandlers to provide all your ship’s provisions and supplies.

The agency further states: “SAMSA offers safety workshops in communities that operate small vessels. If you would like our Fishing Safety Specialist to visit your community, please contact Selwyn Bailey on 041 582 2138 or [email protected]. SAMSA will engage fishing vessel operators on the substance abuse issue onboard vessels as a matter of urgency.”

In addition to the notice mentioned here, SAMSA is releasing three other Marine Notices on (1) Accredited Training Institutions and Programs (2) List of approved Medical Practitioners and (3) Temporary Closure of the Naval Architecture Services Office in Durban.

With regards to the latter, SAMSA states: “The Durban Naval Architect Office will temporarily close until further notice due to unforeseen circumstance. All applications for naval architect applications and requests will be processed by the Cape Town Naval Architect Office until further notice. Any applications to the Durban Office will be transferred to the Cape Town Office.”

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Article from https://shipchandlersmusings.home.blog/2021/06/25/importance-of-strict-focus-on-standard-safety-protocols-by-commercial-fishing-vessels/

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Discussing Struggles Faced By Ship Chandlers At SA Ports

No export of bonded stores permitted - COVID-19 regulations

No less than five Carnival Cruise ships were due to arrive in Durban between 26 and 28 May 2020 to take on bunkers and to restock depleted supplies.

These five ships were part of a group of 12 engaged in the humanitarian task of repatriating over 26,000 crew from the Carnival fleet and other companies, as well as personnel from entertainment centres ashore, whom (because of the coronavirus pandemic) had their employment suddenly curtailed.

Hotel staff and entertainers

These are the entertainment staff, the onboard shop workers, beauty salon practitioners, waiters and busboys, chefs and kitchen staff, cabin cleaners, pursers and front desk people all making up the staff working onboard cruise ships.

With cruising curtailed these former employees finally returned home to destinations like India, Myanmar, Malaysia, Indonesia and the Philippines after having remained on board their ships for more than two months, unable to go ashore or receive visitors ever since cruising operations were suspended in mid -March 2020. Thereafter they faced another three or four weeks at sea before being allowed to disembark. However, there was something of a problem.

The five ships, Carnival’s Fascination, Dream, Liberty, Conquest and Ecstasy were calling at Durban for the express purpose of refuelling and taking stores from a local ship chandler. Other ships from other lines were calling in Cape Town on similar missions. Once again South Africa is the midway victualing station for ships making the long journey from the Northern Hemisphere halfway across the world to South East Asia.

While taking bunkers for thirsty engine rooms, the ships would also re-provision the pantries with vital items to last the next stage of the voyage, filling the larders with South African food and produce.

  But no alcohol or tobacco!

Due to the controversial prohibition of sales of alcohol and tobacco – a COVID-19 measure designed to protect South Africans from social mixing – the ban, perhaps unintentional, is also applicable to ships’ chandlers supplying not only the visiting cruise ships, but all other ships calling at South African ports.

The extremely valuable role that a ship chandler like Link Ship Chandlers performs in the smooth running of ships and the maritime industry is often overlooked. Napoleon coined the phrase ‘An army marches on its stomach’ – it may similarly be said a ship functions well on its pantry, but now the refusal to allow sales of the two commodities, drawn from bonded duty-free stores and delivered directly onto ships that would shortly be on the high seas, stood ready to upset the smooth operation that South African ports have always been able to provide.

Onboard those five Carnival ships, calling at South Africa for the first time, the ban on sales of tobacco and alcohol meant the thousands of returning ships’ crew were deprived of enjoying a beer, a glass of wine and a cigarette on board a ship out on the high seas.

The same prohibition applied to each and every ship calling at every South African port, container ships, bulk carriers loading South African coal, iron ore and chrome, car carriers, tankers, general cargo ships, reefer vessels taking our citrus exports across the world, the fishing fleets that provide fish for our tables. None of these could restock those two commodities.

It is true that COVID-10 is a global issue with South Africa part of that global family. It is also true that as a nation South Africa can be flexible when faced with reason and honesty. This controversial prohibition was surely a reason for some flexibility.

An urgent application was made to flex the rule for bonded duty-free items destined for ocean-going ships. Luckily the bans were lifted and South African ports can now stock up ships with alcohol and tobacco.

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Original article from: https://harbourmaster.org/News/

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New Technology Is Driving Ship Cadet Training

As loyal followers of all things regarding maritime services - we found this article quite exciting. Though we support businesses that provide marine safety equipment in Cape Town and surrounding ports, like Link Ship Chandlers, we hope innovations like these discussed below will reach South African maritime and safety services too.

Training ships have provided an opportunity for cadets to gain the skills they need for more than 150 years. With two significant contracts for a new fleet of training ships awarded, it seems they’re here to stay for years to come. Here is a look at how technology has revolutionised the training vessel, and how training standards must now catch up.

Two-time US President Grover Cleveland once proclaimed that “in calm water, every ship has a good captain”. Today we know this not to be true; the tragic capsizing of the Costa Concordia in 2012 is testament to that. The reality is, even the best captains can find themselves challenged in the calmest waters.

Although it is likely not true to say for all, many of the world’s best captains and crew are so because of their experience, all underpinned with exceptional training. Some of that training is undertaken aboard training ships, a mainstay of any ship captain or helmspersons training career. These ships allow those looking towards a career on the water the opportunity to experience the environment and hone their skills.

The prospect of allowing people to set sail with at least some vessel experience is so highly regarded, the British Navy commissioned HMS Implacable towards the end of the industrial revolution in the 1850s. Walking its decks back then would have been nothing like the experience that can be gained aboard today’s training fleet.

The next generation of training vessels

In April 2020, a flurry of contracts were announced, heralding the next generation of training vessels. The ships will be furnished with the latest technologies, introducing students to a future onboard. STC Group announced an agreement with Dutch-based shipbuilder Concordia Damen. The contract is for a new, sustainable training vessel; named Ab Initio, it will replace two ageing training ship-based facilities used by the training institution for more than half a century.

Just days later, US-based shipbuilder Philly Shipyard was awarded the contract to build a fleet of training vessels on behalf of the United States Maritime Administration (MARAD). In a statement Transportation Secretary Elaine L Chao said: “This new world class vessel, constructed at an American shipyard, is part of our much-needed programme to replace the ageing training vessels currently operated by state maritime academies.”

“The NSMV is designed to provide a state-of-the-art training platform.”

The National Security Multi-Mission Vessel (NSMV) will have capacity of around 600 cadets at any one time, but it can also be configured to respond at times of crisis such as natural or humanitarian disasters. MARAD said: “The NSMV is designed to provide a state-of-the-art training platform that ensures the US continues to set the world standard in maritime training. The ship is outfitted with numerous training spaces to include eight classrooms, a full training bridge, lab spaces and an auditorium.”

STC Group’s Ab Initio will be used to train across a spectrum of different grades, from preparatory to higher professional education. “We are honoured that the renowned Concordia Damen shipyard is enthusiastic about taking on this challenging project with us,” said board member Jan Kweekel. “From now on we will work together on building a future-proof and state-of-the-art training vessel.”

Sustainability was one of the biggest considerations when designing the vessel. As well as solar panels, it boasts a hybrid diesel–electric propulsion system and battery pack among its environmental credentials.

Reshaping the training environment

Technology is having a significant impact on the role of captains, as it is in countless other professions. It is no surprise that the common theme running through this newest fleet of training vessels and their specification is the emphasis on ensuring they are tech heavy, thereby “future-proofing” them as STC Group put it. But technology is not just breaking into the at-sea training sphere.

“Although simulation has been used for some time, the concept of “digital twinning” is gaining in popularity.”

Although simulation has been used for some time, the concept of “digital twinning” – building onshore systems that almost completely replicate the experience of the real-life vessel – is gaining in popularity. Not only will this benefit those new to the profession who can add their experience to their training record book, but it also has a role in training already established captains and crew. This can be a significant resource, for example, ahead of the delivery of a new vessel, meaning many manhours can be spent abroad, virtually, before a ship ever sets sail.

Such efforts are not only afforded to captains and bridge crew. Finnish-owned Wärtsilä has been working with training providers to ensure their technologies are as up-to-date as possible, staying in step with other marine technologies and practices. Combined with other simulation capabilities and technologies, future crew can gain experience and marry class-based teaching with the skills practical learning can offer.

The digitisation of some elements of training has been ongoing for a while too, although for many in the profession it has been too slow. This is particularly true of the journey cadets take – for instance, the development of electronic training record books – and training standards they aspire to.

Are ship cadet training standards sufficient?

In late 2018, International Chamber of Shipping chairman Esben Poulsson raised the issue. Speaking at an event in the Philippines he said there needed to be a far-reaching review of the global convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW). He said the Convention “as currently drafted is still fit for purpose in the 21st Century” but change was needed.

“A fully revised STCW regime would allow the industry to adapt much more effectively to technological developments.”

“A fully revised STCW regime would allow the industry to adapt much more effectively to technological developments, including increased automation,” he said. “It should provide a structure of sufficient flexibility to hit the moving target of a changing world fleet, and may need to develop a more modular approach to competency accumulation and certification. The arrival of new technology is already changing the functions that seafarers perform on board, and the skills and training they require.”

Originally introduced in 1978, STCW has been revised several times since. However, the dramatic changes the profession has seen, largely the result of technological innovation, have not quite been reflected. The biggest revision came in 1995, with a smaller update 15 years later; there has been some revision in the interim nothing significant. “With the involvement of all industry stakeholders, we think the time is now right to consider the next comprehensive revision of STCW akin to that completed by IMO Member States back in 1995,” Poulsson said.

Ship cadet training after Covid-19

The Covid-19 pandemic has, not surprisingly, had a significant impact on those currently going through their training. But like other industries, it may present an opportunity to overhaul at least some of the elements of training provision as the world looks to a future with the virus.

“New technologies determine the requirements of the role, and for the most part this reality has driven the evolution of trainingas always been an icon for the Aragonese.”

UK-based Clyde Marine Training said it had introduced digital classrooms to ensure training could continue. The company’s general manager, Katy Womersley, said the hope was the digital classrooms would keep cadets engaged and motivated. “The positive outcome of this difficult situation is how adaptive and forward thinking all involved parties have been,” she added.

The industry has long accepted new technologies will shape its future – from training to operations. New technologies determine the requirements of the role, and for the most part this reality has driven the evolution of training. It seems, however, as Poulsson argued in 2018, that change isn’t coming quickly enough. Like many other sectors, the current pandemic may help to address that imbalance.

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Article source: http://maritime-more.mystrikingly.com/blog/new-technology-is-driving-ship-cadet-training

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Crew members could be at serious risk, says ISSA

As expert ship suppliers in Saldanha, we try to stay updated on all things shipping and maritime. Covid-19 has had a global impact. Here’s an article about how our men and women on ship may suffer the worst.

Seafarers could be the ones to suffer as ships find themselves unable to take on essential medical supplies and provisions as the extent of the Covid-19 (Coronavirus) pandemic takes hold around the world, according to the International Ship suppliers & Services Association (ISSA).

Ships cannot operate without the supplies and provisions they need but the decision by some ports to refuse certain vessels entry because of previous port calls at Coronavirus-affected areas has meant that some are left to sail off without taking on the vital supplies they may need.

This can mean that seafarers may be left without vital medicines and provisions as well as important spare parts.

ISSA, which looks after the interests of the world’s ship chandlers, like Link Ship Chandlers, is strongly supporting global measures to slow the spread of the Coronavirus outbreak and said the industry should work together to protect those working ashore as well as at sea.

Saeed Al Malik, President of ISSA, said the association had already issued guidance to its 1,600 members worldwide on how to keep safe when delivering supplies to vessels at port, but he acknowledged that the task facing suppliers was getting tougher because of the restrictions ports were placing on ships visiting their terminals.

“Ships need supplying and while it is important that our members adhere to the health advice and terms and conditions of the ports they are servicing, ship owners and port and terminal operators need to work closely with our sector to ensure their ships and crew are looked after effectively,” he said.

But ISSA members have already complained that in some instances they are being prevented from boarding certain ships and stopped from supplying essential masks, overalls and PPE safety equipment.

ISSA is a non-governmental organisation member of the International Maritime Organization (IMO) and has already raised concerns over the way some ship suppliers are denied access to ships in some ports of the world.

In an IMO submission last year, first of all to the FAL43 meeting in April and then to the Maritime Safety Committee meeting in June, ISSA told IMO member states that its members continue to experience unwarranted delay, obstruction and unfair charges when they try to enter ports to deliver stores to ships.

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Original article from All About Shipping & Chandling.

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Everything You Need To Know About Lifeboats

Welcome back to another informative article that delves into something in the maritime and marine suppliers arena.

Lifeboats have always been an integral part of marine safety procedures. It is mandatory for every ship to have multiple lifeboats on board that can be easily accessed and used if the situation arises. Whether it is a commercial cargo ship or a boat, it is important for the vessel to have a mandated number of lifeboats in cases of emergency.

Lifeboats are small boats that are kept aboard a ship to carry out emergency abandonment, in case mishaps such as man overboard, ship accidents, etc. occur. These lifeboats primarily function as a device for the evacuation of people in distress from the ship and then aid in taking them to a safe location.  

Lifeboats are quickly deployed from ships with the help of a launching system which is fixed on the side of the ship. They include a motor, unlike inflatable rafts and boats which are smaller and slower. There are also inflatable lifeboats which consist of an auto-inflation system, that is quicker and more convenient for the people in distress.

In this article, we try to cover everything you need to know about lifeboats – types, release mechanisms, SOLAS requirements, safety equipment, and lifeboat maintenance, to make an informed decision. Read on!

Types of Lifeboats

Due to the unpredictability of circumstances, it is required for a ship to carry at least one rescue boat, in addition to a number of lifeboats. Lifeboats are of three types, depending on their application:

Open Lifeboats

These types of lifeboats, as their name suggests, are open and have no roof. They are mainly manually propelled by the means of oars. Some of them may also include a compression ignition engine which allows the lifeboats to be propelled forward.

However, due to the strict safety norms currently, open lifeboats have become obsolete. They might be seen very rarely in older ships.

 Closed Lifeboats

As the name suggests, closed lifeboats are covered by enclosures that shelter the people in it from rain, seawater currents, and strong winds. These boats, if toppled, stay upright on their own. There are two types of closed lifeboats – Fully Enclosed Lifeboats and Partially Enclosed Lifeboats.

Free Fall Lifeboats

Free Fall lifeboats are stored and launched from a downward sloping slipway for maximum clearance. They are heavier and stronger, made to sustain their impact with water when they drop directly once released from the vessel. 

Other than these three common types, there are two additional more advanced types of lifeboats – Fireproof Lifeboats which are used during oil spills and can withstand flaming substances due to heavy insulation; and Hyperbaric Lifeboats which help divers escape without undergoing decompression.

Now that we’ve seen the types of lifeboats, let’s see how their releasing mechanism works. 

Lifeboat Release Mechanism 

No matter the type of lifeboat, the most important consideration is to make sure it releases quickly and perfectly, so as to aid the people in distress as fast as possible. Hence, there are three different types of boat release mechanisms. 

On Load Mechanism

This type of mechanism focuses on releasing lifeboats from the wire, with crew members inside the boat. It is operated when the boat is about to touch the water, to ensure a smooth landing of the lifeboat without causing damage to the boat or harming the crew inside.

Off-Load Mechanism

This type of mechanism releases lifeboats after the boat is fully on the sea. It includes a hydrostatic piston unit at its bottom which is connected to the operating lever. Once waterborne, the water pressure moves the lever up which will release the fall wire.

Free Fall Lifeboat Release Mechanism

The Free Fall Lifeboat has a release mechanism where the lifeboat is launched from its stowed position by the operation of a lever inside the boat that releases it. It causes the boat to slide through the titled ramp and on to the surface of the water.

There are several other design ideas coming up for lifeboats and release mechanisms, however, there are some specific standards set by the SOLAS regulations which they have to adhere to. Let’s take a look at the SOLAS requirements for lifeboats.

SOLAS Requirements for Lifeboats

According to the LSA codes and SOLAS, there is a set of requirements that ensure the safety on a lifeboat. These requirements are:

The ship’s crew will decide the capacity of the lifeboat for a vessel. The number of lifeboats and liferafts should be enough to house at least 125% of the number of passengers and crew. The lifeboat should not be less than 7.3 m in length. Per ship, at least two lifeboats should be provided on either side of the ships; i.e., the port and the starboard.

The lifeboat of a cargo ship with 20,000 GT must be capable of launching when the ship’s speed is at 5 knots.

All the equipment described under SOLAS must be carried in a lifeboat to ensure survival at sea. The equipment includes freshwater, compass, distress signalling equipment, food and rations, and first aid.

The ship must carry a minimum of one rescue boat for rescue purposes in addition to a number of lifeboats. If more than one lifeboat is present onboard the ship, one of them can be designated as a rescue boat.

The gravity davits must be held and slide down the lifeboat even when the ship is heeled to an angle of 15 degrees on either side. Ropes called gripes are used to hold the lifeboat with the cradle in the stowed position.

Falls are the wires which lift and lower the lifeboat. A lifeboat should not descend at more than a speed of 36m/min, with the speed being controlled by centrifugal brakes.

With the boat loaded to its full capacity, the hoisting time for the boat to launch its launching appliance should not be less than 0.3 m/sec

The Lifeboats are to be painted with an internationally-approved bright orange colour and the ship’s call sign is to be printed on it.

The lifeboat station, where safety awareness posters and launching procedures are posted must be easily accessible for all the crew members in at all times and under all circumstances.

To ensure that the ship’s crew members are capable of launching the boat in minimum time in case of an emergency, regular drills must be taken as practice.

Apart from these requirements, lifeboats are required to have the necessary safety and survival equipment onboard as well.

Lifeboat Safety Equipment

This is a list of the basic life-safety equipment that is required on lifeboats. 

Compass

A lifeboat should contain a portable compass in order to check the direction in which it is to be steered. Having a compass is mandatory as it is a crucial component required to stay on course during rescue operations.

Signaling Mirror

A signalling mirror is a device that reflects light to grab the attention of a vessel passing by or a rescue plane.

Embarkation Ladder

An embarkation ladder has two ropes fixed with wooden or metal steps and is used either to ascend or descend from one ship to another during an evacuation procedure.

Dipper

When stranded on a lifeboat, potable water is a very precious commodity which needs to be used sparingly to last longer. However, there are great chances of the water being spilt while pouring due to the swaying motion of the sea. A dipper is a device that minimizes the spillage of lifeboat water.

First Aid Kit

A medical kit comprising of basic medicines, bandages, and first aid required to treat minor injuries must be included aboard every lifeboat.

Food Rations

The emergency ration is food stored in lifeboats and rescue boats in case the people on it have to stay for multiple days. The stored food ration includes wheat flour, glucose, soya fat, vitamins, and freshwater.

in addition to stocking the lifeboat completely, it also needs to be checked periodically and maintained properly in order to ensure its continued efficiency.

Maintenance Required in Lifeboats

Lifeboats can make the difference between life and death on the open sea and hence need to be functioning perfectly at all times. Here are some tips for seafarers and engineers regarding proper lifeboat maintenance.

To avoid rupture and damage, lifeboat maintenance must be done every 3 months by the ship staff to check for damages.

The lifeboat hull must be checked regularly for any cracks and drills.

The air support system in lifeboats should be checked. The pressure of air bottles must be verified so as to avoid the passage of toxic gases in it.

There is a sprinkler system installed in lifeboats. It should be checked regularly to see if the valve functions properly and that it is not frozen or damaged.

The engine of a lifeboat must be tested at least for 3 minutes every week as per the SOLAS regulations.

The lifeboat battery which is responsible for providing lighting to the lifeboat, as well as for starting the engine should be checked regularly. The battery should be renewed every 2-3 years.  

Endnote

Lifeboats play an important role in rescuing passengers, crew, and the other people on a ship who are in distress. Not only are they an integral part of marine safety culture, but are also important from the perspective of ensuring the mental well-being of seafarers as well. Lifeboats are the reliable backups a ship needs, in case things go south, literally! 

Make sure your boat or ship is always prepared, stocked and ready to leave the port/ harbour, with marine supplies from Link Ship Chandlers.

Article source: shmgroup.com/blog/everything-you-need-to-know-about-lifeboats/

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SHIPS' AGENTS

Who are they? Shipowners and charterers cannot be present at every port their ship docks at, or watch over every deal secured for employment; there simply isn’t enough time if they want to build their business. But, as you would expect, they also do not want to wash their hands of the day-to-day operations of these multi-million dollar assets. The middle ground comes in the form of shipping agents; a person or firm who transacts all business on behalf and under the direction of a shipowner or charterer.

An agent’s remit can be extremely varied and often agents specialize in one field of expertise, the most common of which are liner agency and port agency, although agents can be found in freight forwarding, haulage, and warehousing. Shipping agents’ expertise allows them to advise on and handle all types of cargo.

What do they do?

At Link Ship Chandlers - a shipping agent acts on behalf of the shipowner, providing local knowledge and expertise as well as making sure that the owner's needs or requirements are met. The agent must be familiar with all the appropriate regulations and requirements relating to the port, area or sector in which they operate, to have a wide range of relevant contacts and to be sufficiently well established and founded to be able to provide the level of service and support needed.

Jobs they might be asked to perform include securing ship supplies, arranging crew changes, maintenance and repairs, husbandry, berthing, customs documentation, and other formalities.

Interesting Facts:

Port Agency

When a ship calls at a foreign port, the shipowner or charterer will want to ensure that the visit goes to plan. The Port Agent is the organizer that will do everything within his/her power to make sure that this happens on behalf of the shipowner or operator. For example, if there are language issues, the port agent will ensure that they are overcome; if there is paperwork to be filled in, the port agent will make sure it is perfect; if port services are needed for the ship call, the port agent will book them; and he/she will make sure the berth and stevedores are ready for the ship at its allotted time.

The port agent will be one of the first persons aboard the ship when it arrives, bringing mail, perhaps local currency, and in return, he/she will be given a list of demands from the crew, such as marine fuel and lubricants, engine room spare parts, and fresh provisions. Then, when the ship leaves, the port agent will be responsible for tallying up all the costs that have been incurred during the visit for the ship owner’s account.

Liner Agency

Liner trades cover more than overseeing the activity on the quayside; there is a link to be maintained between the manufacturers of goods to be shipped and the shipping lines that will carry the goods. A liner agent will “market” the transport offered by the shipping line while balancing the satisfaction of the shipper.

Every shipment on the liner service must have the correct paperwork, which in the case of a large container ship could be in the hundreds of thousands. A liner agent will complete all that paperwork or these days, complex electronic procedures, identifying the ownership of the goods, recording their precise description and weight, making an accurate detail of their destination, and ensuring that all legal obligations are met. All of this information needs to be received by the discharge port well before the goods reach the ship. The collection of payment for carriage of goods will also be organised by the liner agent.

Article source: https://www.maritimeinfo.org/en/Maritime-Directory/ships-agents

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The Evolution Of Technology In Shipping

As marine suppliers, we try to keep up-to-date on anything that goes on in the marine industry. We hope you enjoy this exciting and informative read!

Shipping has been the method of choice for transporting heavy cargo across long distances. Today, marine transportation systems are an integral part of maritime trade, functioning at high efficiency.

However, shipping has tenaciously clung to its traditional roots until the last decade or so. Previously, technology was often considered as somewhat of a liability instead of an asset. The scenario is gradually changing these days, with better and more advanced machinery and communication tools being invented for making a sailor’s life easier.

This is an overview of the various technological advancements in the marine industry, in terms of marine infrastructure, navigation aids, salvage and firefighting support, security systems, and search and rescue facilities.

Technological Advancements in Shipping

Marine Infrastructure and Logistics

In marine infrastructure, we primarily focus on ship design and operation. Shipping and shipbuilding has a history of over 5000 years, but post the Industrial Revolution, there has been a cataclysmic change in the approach towards shipping. Be it the energy source that powers the ship, or the hull design, or the engine and propulsion units used, adoption of technology has kept pace with the innovation in machinery within the industry.

Today, fossil fuels are the most popular energy source used in ships. However, given the rising environmental concerns about greenhouse gas emissions, there have been efforts for sustainable growth in shipping. Ship design is undergoing radical changes to maintain the green building regulations specified by the IMO and the latest technologies are being used to facilitate a low carbon footprint. No-ballast ships, LNG fuel for propulsion unit and auxiliary engines, advanced rudder and propeller systems, sulphur scrubber systems, waste heat recovery and exhaust gas circulation, better pump and water cooling system, and solar fuel propulsion are some of the technologies being used for green shipping today.

Navigational Aids

Navigation technology has become progressively reliant of information technology, eliminating human error in transmission and thereby improving efficiency manifold. Aids to navigation have been used for hundreds of years to help ships make their way safely through the ocean, avoiding hazards and other dangers. The earliest navigation aids were nautical charts, lighthouses, beacons, and buoys.

With the passage of time, these aids have developed technical roots and anchored themselves firmly in the marine industry. The invention of the Global Positioning System (GPS) has made a monumental difference in the navigation of ships. Satellite-based aids, automatic identification systems (AIS), Electronic Chart Display and Information System (ECDIS), etc. are being used today, making navigation easier and more efficient than ever before.

The advantage of virtual navigation aids is that they can be easily installed and have low maintenance costs than physical aids. However, the probability of them being tampered with is also higher, which is why they are recommended for use in conjunction with physical navigational aids.

Salvage and Firefighting Support

Fires are the most disastrous occurrence onboard ships at sea. In earlier times, detecting fires was a task of constant vigilance and routine checks. The firefighting equipment included buckets of sand and water, of which there was an abundant supply. However, with the advent of fire extinguishers and modern firefighting techniques, the scenario has changed.

Various types of portable fire extinguishers are available today, including foam extinguishers, dry powder and carbon dioxide extinguishers, and soda acid extinguishers. In addition, advanced technology like thermal imaging, infrared detection systems, unmanned aerial vehicles to monitor ships, and improved methods of ventilation have contributed to better fire suppression and prevention methods.

Security Systems and Personal Safety Devices

Ship security ais one of the most important aspects of ship and personnel safety on the seas. The maritime industry faces a lot of threats like piracy, hijacking, armed robbery, smuggling, narcotics, illegal migration, etc., all of which have a harmful impact on the people and the country. Incidents like the 9/11 terror attack and the bombings of 26/11 in Mumbai have shaped the security efforts of several maritime nations.

To counter this, the International Ships and Port Facility Security Code has directed the efforts towards stepping up security on ships, leading to the implementation of new methods for enhanced security.

Technology plays a very important role in achieving this objective, as the advanced security systems and software available today can efficiently identify and help negate potential threats to ships. Devices like X-ray and gamma-ray scanners and neutron scanning are used to detect the presence of explosives or drugs. Biometric technology like facial recognition, fingerprint identification, iris/retina scanning, voice recognition, etc. are used to safeguard the sensitive operational areas of the ship. RFID tags, smart robotic underwater surveillance, and sensor-based control of operations are some of the methods used to maintain security on ships.

Personal safety devices are a component of personnel security onboard ships. These include  lifejackets, lifebuoys, breathing equipment, immersion suits, liferafts, and more.

Search and Rescue Facilities

Despite high-security measures, ships can sometimes be lost, hijacked, or wrecked. In such cases, technology is invaluable in running a search and rescue operation, to save the lives of the people onboard the ships.

The Global Maritime Distress and Safety System (GMDSS) is used to convey the status of a ship in distress to port authorities. Search and Rescue Transponders and handheld personnel location detectors can be used to detect the position of the sailor/ship with maximum accuracy.

Ship-to-shore security alerts, satellite-based location detection, digital calling, etc. are some of the means used to sound distress-alerts indicating that the ship is in trouble. Physical distress indicators like smoke signals and pyrotechnics are also a part of the search and rescue portfolio.

The Impact of Technological Advancements

Technological advancements in shipping has improved navigation, safety, and communication a great deal. Innovative devices have successfully contributed to preserving the lives of hundreds of seafarers.

As the world progresses and new technology comes into existence, the idess of smart shipping, virtual twins, autonomous ships, and robotic equipment for maintenance activities are being proposed. Although there was initially a lot of resistance towards the adoption of technology, the future of shipping looks set to be controlled by new and advanced technological methods. For more about all things maritime - supply, services, news, chandling etc - check out Link Ship Chandlers’ blog.

Article source: https://maritimeprocurement.postach.io/post/the-evolution-of-technology-in-shipping

[maritimechandlingcapetown]

SHIP CHANDLERS: PROVIDING COMPLETE SHIP SUPPLIES

Ships arriving in port require the day-to-day goods and supplies at short notice. In addition, they are also expected to be refueled and checked for immediate repairs before they set off again. However, it is not always possible for ships to delay in port long enough for the crew members to land ashore and shop for the required supplies. This is where ship chandlers are worth their weight in gold.

The advantage of ship chandlers is two-fold. One, the arriving ship does not have to go through the hassle of landing in port, passing through customs, and travelling inland to make the necessary purchase. Two, the ship can deal in its native currency instead of having to get it converted first and then purchasing the required goods. Port authorities often having standing accounts for ship chandlers to deposit the revenue earned and have a ready convoy of goods in place to be sold.

What is a Ship Chandler?

A ship chandler, like Link Ship Chandlers, is the exclusive supplier of all the basic requirements of a shipping vessel, trading with the arriving ship for those goods and supplies without necessitating the arrival of ship into port.

The typical goods supplied by ship chandlers include:

Food

Fuel

Tools and spare parts

Maintenance supplies, etc.

Ship chandlers have been a part of maritime trade since its inception. A ship chandler is responsible for the complete repository of the supplies required by a ship for its voyage and is hence integral to marine transactions. Traditionally, ship chandlers in India have been working since the time ships required tar and turpentine, rope and hemp, lanterns and tools, mops and brooms, and leather and paper to replenish their stocks. Even today, the presence of ship chandlers is highly valued from buying groceries to a full-fledged ship.

The Importance of Ship Chandlers in India

The job of a ship chandler is an extremely important one. Usually, ship chandlers are focused on a particular niche in the marine industry, say commercial ships, which ensures that all the needs of commercial ships are taken care of, at all times. There are several advantages of ship chandlers in India, listed as follows:

Economical Transaction

Ship chandlers provide commodities at reasonable rates. Besides, the elimination of middlemen and negotiators between the trading parties reduces the price hike, thus contributing to extremely economical transactions.

Less Delay in Processes

The direct contact of ship chandlers and the ship’s crew ensures that the trade takes place within no time, reducing the in-port delay faced by ships as they wait for crew members to return with the specified material.

One-point Source

Ship chandlers in India are a one-point source that fulfill every requirement of arriving ships completely. The one-point source ensures more discounted rates of commodities than those procured from third-party dealers.

Assurance of Quality

Ship chandlers can be trusted with impeccable quality of goods under every circumstance.

Article source: http://www.shmgroup.com/blog/ship-chandlers-providing-complete-ship-supplies/

[maritimechandlingcapetown]

‘Nigeria to rake in over $400m from ship chandling’

With our keen interest in news and what’s happening regarding ship chandling worldwide, we share this news from Nigeria, Africa.

The Nigeria Maritime Administration Safety Agency (NIMASA) has put in place measures that will ensure the country rakes in over $400 million yearly from ship chandling business, The Nation has learnt.

Its Director-General Dr Dakuku Peterside, it was gathered has developed a robust initiative that will end foreign domination of the business and create jobs for many Nigerians in ship chandling.

A senior official of the Federal Ministry of Finance (FMoF), who craved anonymity told The Nation, that Peterside was unhappy that foreigners and non-professional chandlers were responsible for the supply of essential commodities to ships, including  Floating Production Storage Offshore Vessels (FPSOVs), oil rigs, platforms, supply boats and LNG vessels.

He said the illegal practice had been causing capital flight.

Many foreigners and non-professionals have taken over ship chandling industry due to lack of regulation by agencies saddled with the responsibility of supervising the operators.

The official alleged that some of those currently in the business obtained their licences from the Nigeria Customs Service (NCS).

Peterside, the official said, is making the current move to ensure that there is updated record of authentic professionals in the business.

“Lack of regulation of the profession was partly responsible for the criminal activities on the nation’s territorial waters and that is why NIMASA is taking the bold move to end the cycle of criminalities in our waters and seas.”

He described the business as a most lucrative one in the maritime sector. Ship chandling, a business established in Nigeria through an Act in 1958, is made up of retail dealers who specialise in the supply of equipment and goods for ships, known as ships’ stores.

Items that could be found in a chandlery may include: rosin, turpentine, tar, pitch (resin), linseed oil, whale oil, tallow, lard, varnish, twine, rope and cordage, hemp, oakum and tools (hatchet, axe, hammer, chisel, planes, lantern, nail, spike, boat hook, caulking iron, hand pump, (marlinspike).

Others are brooms, mops, galley supplies, leather goods, and paper. Items that could be supplied by the modern day ship suppliers range from foodstuff, drinks, oil, engine oil, water,  spares to materials that the Captain of the ship may require.

Former President, Nigeria Licensed Customs Clearing Agents (ANLCA), Prince Olayiwola Shittu, said though the Local Content Act was meant to address such issues, the Nigerian Content Development and Monitoring Board was yet to understand the dynamics of the local content in ship chandelling.

He said the country loses billions of naira yearly due to the low level of activities in the ship chandelling sub-sector. He urged Peteride and the agency’s Board to coordinate the statues guiding ship chandelling to harness it to create jobs for the youth and boost the economy. He pointed out that ship chandelling needs funds to meet the demands of the crew.

For instance, he said a ship of 5,000 Gross Registered Tonnage (GRT), would require about $50,000 monthly to take foods, pharmaceuticals, oil, lubricants and other things for it to go to sea and return to the port.

The ANLCA chief said the association was worried that the legislation guiding ship chandelling had been in comatose, a situation, which allowed the profession to stagnate, adding that the Customs and Excise Management Act (CEMA), Section 24, which regulates ship chandelling, has not been reviewed since 1968 to reflect the new business trend. Shittu said the Nigeria Customs Service (NCS) has the power to enforce as well as carry out the requisite training to understand the dynamics of how this aspect of the maritime business is run.

He said ship chandelling is one of the oldest maritime professions the country needs to harness to protect local chandlers and end foreign domination.

Shittu said the continuous refusal of foreign ship operators to make use of indigenous chandlers contravenes the Local Content Act aimed at growing indigenous firms and creating jobs.

“NIMASA and the Federal Government must do something about the business. The country must use all the resources we have to provide jobs for our people. Other countries are using ship chandelling to empower their youths and there is nothing wrong if we also tap into it,” Shittu said.

But an importer, Mr Shola Adedayo, alleged that port operators were charging indigenous chandlers heavily, collecting about 20 percent of the total cost of the goods to be supplied. “They collect the money before they allow the goods to pass through their terminals for supply to the crew inside ships,” he said. Ship chandlers and marine suppliers, like Link Ship Chandlers is regulated by an international body known as the International Ship Suppliers Association (ISSA), formed in 1955.

Article source: http://thenationonlineng.net/nigeria-to-rake-in-over-400m-from-ship-chandling/

[maritimechandlingcapetown]

Dousing the flames: what should be done to prevent fires on container ships?

As marine suppliers, Cape Town based and operated, our interest and awareness of all things to do with shipping and the shipping industry is keen. We share some insight into fire prevention on container ships. Traditional precautions against container ship fires are failing to protect crews and cargoes. What is causing fires on-board container vessels, and what should be done to prevent this from a regulatory and practical standpoint?

In March, the Maersk Honam container vessel was sailing hundreds of miles south-east of Salalah, Oman, when it erupted into flames. Nearly two months later, it was dragged into port at Dubai, embers still flickering in the hold. Of the 27 seafarers who had been on-board when the fire struck, 22 were able to abandon ship. The remaining five never returned.

This abject tragedy was only the latest out of a string of many container ship fires that have plagued the maritime industry in recent times. Other shocking incidents in the last five years occurred on-board the MSC Daniela, CMA CGM Rossini and the Hanjin Green Earth.

These disasters have reopened the conversation about the difficulties of preventing and extinguishing fires on the open sea. In an era when ships are larger than they have ever been before, seafarers are often ill-equipped to monitor and contain fires themselves, leaving the task to tugboats that can take days or weeks to arrive. Each failed attempt presents a sizeable environmental, financial and, most importantly, human cost.

A number of marine insurers, including the International Union of Marine Insurers (IUMI), Allianz, the Swedish Club and DNV GL have spoken out about the industry’s failure to address containership fires. However, for a number of reasons, they face an uphill struggle.

Misdeclared cargo

The cause of the Maersk Honam fire is currently the subject of an ongoing investigation. Nevertheless, evidence from previous incidents points to hazardous cargo being misdeclared as a primary factor.

Introduced more than half a century ago, the International Maritime Dangerous Goods (IMDG) Code governs the carriage of materials deemed hazardous on cargo vessels. Based on 2016 figures, the International Cargo Handling Coordination Association estimates that 5.4 million containers are packed with dangerous goods (DG) every year.

“Once cargo is inside containers, it is difficult to know whether their contents should be classified as DG or not.”

The IMDG Code is evolving to impose stricter rules on DG cargo, and affected shippers are beginning to update their stowage procedures. In the wake of the Honam fire, Maersk Line selected the American Bureau of Shipping (ABS) to lead a workshop to evaluate hazards on container ships, many of which ABS said are ‘not fully addressed by the IMDG code’. As a result of the workshop, DG cargo will no longer be stored near crew quarters or engine rooms on Maersk ships, while cargo classified as fire-resistant will always be placed above deck.

“We are encouraged by the outcome of this workshop, which will lead to further safety improvements to be considered for the IMDG Code,” said Ole Graa Jakobsen, Maersk Line’s head of fleet technology. “With ABS and other leading international partners, we will now work to implement the recommendations we have identified.”

Nevertheless, once the cargo is inside containers, it is difficult for seafarers to know whether their contents should be classified as DG or not. This creates an incentive for companies to avoid higher cargo rates by misdeclaring the cargo as non-hazardous, thus allowing it to be stowed in hard-to-access areas on-board ships. This hinders crew members’ ability to deal with fires, as well as the fact that certain chemicals may react with water to form flammable gases.

Even as rules grow stronger, sceptics have said that this still won’t do much to dissuade shippers from misdeclaring cargo. Hapag-Lloyd spokesperson Nils Haupt told JOC that shippers already have to sign DG container packing certificates, and that the company doesn’t believe “stricter rules on shippers would help anything”.

According to Uwe-Peter Schieder, vice-chairman of IUMI’s Loss Prevention Committee, the issue is not with the IMDG code itself, but rather with the level to which countries are willing to put in stricter enforcement systems and checks for misdeclared cargo. While coast guards in the US and certain European countries do open containers and impose penalties for wrongdoing, the same cannot be said globally.

“If we get more and more containers on-board, the chance that we will have a fire on-board [due to] misdeclared cargo is much bigger,” Schieder says. “What we need worldwide is a control system from coastguard to the police in every country to say ‘OK, here’s a container – what is in it?’”

Ineffective firefighting capabilities on ships

Stronger regulations on cargo are one thing, but ensuring that container ships are able to fend off fires is a whole other issue.

Safety of Life at Sea (SOLAS) regulations have historically included legal requirements that dictate which firefighting systems should be on board. Nevertheless, according to IUMI, these regulations were originally designed for smaller general cargo ships of a bygone era, and aren’t suitable for today’s megaships.

For example, CO2 deployment systems installed on container ships are now ineffective. Often the gas is unable to penetrate the walls of containers, and if they contain a lot of oxygen, the fire will continue to burn regardless.  When fire moves to the deck of a container ship, the absence of natural fire compartments makes it difficult to contain it, and cooling the decks with water is also impossible due to a lack of suitable equipment.

Ships are also not required to deploy fire detectors on deck. Schieder says that on vast ships with a relatively low number of seafarers on board- most of whom won’t be checking the temperature of containers regularly – the chances of recognising incipient fires before they spread are very slim.

SOLAS regulations were amended in 2016 with a number of changes designed to bring fire protection up to speed. For example, ships designed to carry containers above deck should be fitted with at least one water mist lance. However, IUMI claims that the new measures don’t go far enough, and that sending seafarers in to douse fires using hoses still presents immediate dangers.

New fire safety solutions

Last year, the German Insurance Association (GDV) proposed a number of technical improvements that could be added to ships. It claimed that individual compartments should be added below deck to prevent fires from spreading, while a water-based firefighting system should be deployed to cool the vessel’s structure and cargo.

Water curtains – which Schieder says were being used on smaller cargo ships 40 years ago – could be used to separate sections and cool infrastructure above deck. GDV also proposed that infrared cameras and thermal systems should be mounted on-board ships to help detect when containers breach a certain temperature.

“Water curtains could be used to separate sections and cool infrastructure above deck.”

There is a number of practical challenges involved with installing these systems; the placement of monitors and sensors should not get in the way during loading, for example. Nevertheless, a primary concern will be cost. Schieder says that retrofitting older vessels will be too expensive for many shippers, but there is hope that new-builds could adopt stronger fire protection measures as part of their design.

“The costs will definitely be three, four or five times higher than if you plan a cooling system directly for a new-build ship,” he says. “Sometimes it is impossible, but if you build ships new the costs will be 1 or 2% lower.”

IUMI’s Marine Loss Prevention Committee will continue to push the International Maritime Organization (IMO) to put container ship safety on its agenda, and raise awareness of better fire protection measures to shipping companies and member states. This will likely require a costly formal safety assessment of container ships, but with the damaging effects of recent fires, a wake-up call is well overdue.

“Our children will be the seafarers of tomorrow and so we should give them a chance to produce a better product, and that product is the safe carriage of goods from all around the world,” Schieder says. “We need ten to 15 years to change it, but today is the day we start to change.”

For more about ship chandling and all things related to the industry - check out the blog on the Link Ship Chandlers site.

Article source: https://maritimeprocurement.postach.io/post/dousing-the-flames-what-should-be-done-to-prevent-fires-on-container-ships

[maritimechandlingcapetown]

As a maritime electrical equipment supplier, the staff at Link Ship Chandlers thought it important to inform our readers, followers and clients about the dangers of neglecting your marine electrical systems or using unreputable maritime electrical equipment suppliers. We trust this will be quite the informative read!

If you've owned a boat for any length of time, you probably know that insurance companies hire independent marine surveyors to conduct insurance surveys on the boats that they insure. One of the most common problems that surveyors run across in doing these surveys are electrical systems that have either been jury-rigged by the owner, or an owner who hired Joe-the-Electrician down the street because Joe's work is cheap. Joe is the guy who knows how to wire a house and thinks that boats are no different. The house business isn't so good, so he switched to boats.

By the time a boat gets a few years on it, the amount of substandard and/or jury-rigged wiring on it can add up to substantial numbers of faults. Much to the consternation of the owner, when the insurance surveyor comes along, he ends up handing the owner a long, and frequently costly, list of things that need to be corrected. Even more seriously though, is what substandard wiring can do to your overall system, not the least of which are chronic battery drain, frequent system faults, or even causing electrolysis and fires. In the last month alone, I caught two boats that were about to go up in flames, and one that actually did catch fire during the course of a survey. One because the owner had installed air conditioning controls below a companionway hatch that got wet and shorted out, the other due to an improperly wired service outlet.

Let's begin with the fact that a boat is not a house or a car, simply because the later two don't float in water, which is what makes a boat inherently different. Especially a boat that floats in sea water because seawater is a fair conductor of electricity. Therefore, there are lots of  additional rules about the materials and methods of installation that you won't find on land based vehicles or structures. Because water (both inside and outside the boat) provides a very convenient ground path for electricity, we have to be a lot more careful how we do things.

Marine Electricians  

There are no schools for boat electricians, only ship electrical engineers, except for the occasional vocational school. Most marine electricians are basically self-educated by means of attending seminars and the like. When hiring an electrician, you should not take their word for it because it says so in the ad, or your friend said Joe was really cheap. The least you can do is ask for a resume, since long experience is probably the best criteria.

Materials & Equipment  

It is important that only equipment and materials rated for marine application should be used. The American Boat and Yacht Council (ABYC) has very stringent standards for this, as does Underwriter's Laboratories.  This means things like common wire and wiring devices, as well as electrical equipment, should not be used. That non-marine fan, air conditioner or battery charger, because the electrical apparatus is not properly constructed, insulated or grounded could either start a fire, or worse, result in an electrocution. Federal regulations require that all electrical devices used in the engine compartment or bilges be "ignition protected" meaning they won't create sparks that can cause a fire or explosion.

One of the worst offenses we see on boats is the use of extension cords and other non marine wire, even such things as audio speaker wire and household lamp cord on  high voltage systems. No, I'm not kidding. speaker wire carrying 125 volts. You should never use household wiring devices, such as multiple outlet expanders, or wire. Purchase electrical supplies only from a reputable maritime electrical equipment supplier. Wire must have the proper temperature, water and oil resistant ratings and is hard to come by at retail outlets.

This service outlet was replaced by someone who didn't understand high voltage wiring and this is the result.  The breaker was very old and the contacts fused closed and would no longer trip. This photo was taken during a survey while the wood behind the panel was burning.  The owner showed no concern about it, thought it wasn't serious.

Here's a good reason why this ribbed plastic conduit should not be used on boats. Not only is it highly flammable, but it spreads the fire.

High Voltage Systems

No one who is not trained in marine high voltage systems should ever perform wiring on a boat. The potential for creating deadly system faults that are injurious to both people and the vessel itself is too risky. That includes something as apparently simple as wiring a new service outlet, for if you don't understand the principles of the system, you are likely to unknowingly create a problem. Just because you know how to do wiring around the house, doesn't mean you know what you're doing on a boat.

Grounds and Grounding  

One of the least understood aspects of a boats electrical system, and the most troublesome,  is the proper method of grounding. That we often get questions of whether AC or DC electrical equipment should be grounded to the boat's bonding system is illustrative of this point. AC and DC grounding systems are two separate systems, for distinctly different reasons. If you don't understand these systems, you run the distinct risk of creating a disaster. Actually, there are four separate ground systems: DC ground, AC ground, AC grounding (or bond), and the vessel's bonding system. You can add to this lightning and HF radio grounds as well. Do you know the principles of each? Are you sufficiently confused to discourage you from doing your own wiring? I hope so. For unless you understand each thoroughly, you're headed for trouble.

The AC ground and grounding systems are "free floating," meaning that they do not ground on the vessel, but only to shore. The ground, or neutral, is a current carrying conductor, and is the source of many troubles because people do not regard it as such. The grounding, bond or green wire is the "safety" intended to channel current safely to ground in the event of a short circuit. Both of these circuits are capable of conducting current and can be the source of electrolysis when there are system faults with the dock or marina wiring. This is very easy to test for.

There is only one point where the DC side is grounded, and that is at the battery. It, too, is a "free floating" system in which nothing is ever grounded to any metallic part of the vessel, most especially not the bonding system. Just like a car sitting on rubber tires, completely insulated from earth potential, the battery itself provides the negative potential.

The bonding system, also green wire, has nothing to do with electrical systems. Underwater metals are simply wired together to equalize differences in potential of different kinds of metal. Nothing should ever be grounded to the bonding system. Unfortunately, some people don't understand this and use it to ground electrical equipment, occasionally with disastrous results.

Bonding Systems

Bonding simply means wiring all the boats underwater metals together. This is done because of the galvanism caused by the different metals. By wiring them together, the differing potentials are equalized. Bonding does not solve problems of galvanism or electrolysis, but it does spread the the flow of current around over more metal, so that 1/4 volt or so won't cause any damage. Whereas if that 1/4 volt were going to one small seacock, it would probably eat it up in a hurry. In other words, bonding lessens the effect of small amounts of current. On the other hand, it also spreads it around to all underwater metals so that higher currents end up damaging everything.

Bonding systems use wire and ordinary crimped ring terminals. After a while these get wet and corroded. Electricity doesn't flow very well through corroded metal, so your bonding system after a while stops working. To maintain it, simply cut off the old terminals and install new ones. Do you have wires attached to sea cocks with hose clamps? Forget it. This is putting stainless and copper together, which are galvanically incompatible and it won't work.

Your Bottom Paint  

What does bottom paint have to do with electrical systems? Nowadays, with copper based paints, a lot. If, the next time your boat is hauled and you see large ugly burn patterns around all your underwater metals, you got a stray current problem. Copper-based bottom paints react severely to stray current, and serves as a great indicator. Sort of litmus paper for electrical problems.

Of course, the common wisdom is that the stray current "is from the marina." Or it's always the other guy's boat that is causing your problem. Don't bet on it. Most stray current problems are sourced on the boat in which they appear. Otherwise, everybody in the marina would have the same problem.

Electrolysis and Galvanism

Electrolysis is a word that is badly abused by boaters who don't really know what it means, so let me correct this right now. First, understand that all boats have an electrical potential. That's because of all the different metals on the boat which, themselves have differing electrical potentials. This is exactly the same principle that makes a dry cell battery generate electricity. This electrical potential is called galvanism and is the reason why we put zincs on boats.

Electrolysis is stray current escaping from the system and is most damaging. It is an abnormal condition. When this happens, it will eat up the zincs in no time, usually leaving that metal looking bright and shiny. Therefore: Shiny zincs = electrolysis. Dull eroded zincs = galvanism.

I spent two years putting a meter on every boat that was hauled for survey. The average boat generates about 1/4 volt DC current and going as high as 1/3 volt without causing damage. But when it gets up to 1/2 volt, you got a problem. Zincs will erode rapidly and underwater metals begin to be affected.

Shore Power Cords  

The single largest cause of problems with shore power systems results from failure to maintain the connectors on both the cord and the boat connectors. These devices are exposed to water and over time suffer from corrosion and general wear. High resistance caused by corroded, bent or worn connectors results in high resistance which causes overheating, which further amplifies the power drop. This not only creates conditions for a potential fire, but causes electrical equipment to work harder, resulting in reduced life span of equipment. IT PAYS TO MAINTAIN SHORE POWER CONNECTIONS.

You can perform a very simple check just by placing your hand on the shore cord near the connection to determine if it is heating up. Obviously, this should be done while you have a lot of equipment turned on. If it's anything but slightly warm, not more than 110 degrees, suspect a problem.  Shore power connectors should be dismantled at least once per year, cleaned and repaired as necessary. Most of these connectors have replaceable parts. If you drop your shorepower connector in the water, you must take it apart, clean and dry it. Otherwise, expect it to burn up.

We recommend that you buy only the highest quality power cords, as these will last longer and have the advantage of replaceable connector parts. Cheap connectors usually can't be taken apart. We also advise against ever using the three-pronger household type adapters as this type of connector is highly unreliable and prone to causing system faults and fires. Only the twist-lock type connector is suitable.

One more thing: If you are not turning off the dock breaker before disconnecting the power cord, start doing it now. Not only do you risk getting electrocuted, but disconnecting an energized connector damages the contacts. Also consider what happens if you drop the energized cord in the drink!

Polarity  

This is an issue only with 125 VAC systems since 250 VAC systems will not function with wrong polarity. Since you have three terminals on a shore connection, wrong polarity can mean that any of these wires are in the wrong position. Not only should you pay attention to the polarity indicator on your boat, we recommend that you keep a plug in polarity indicator aboard and use it every time you hook up to shore power at a different location.

Reverse polarity is not only an electrocution hazard, but can also damage electrical equipment. It is most often found with the three prong spade connectors (household type), but occasionally twist lock connectors as well, particularly in marinas with dilapidated equipment. Never trust the power supply at strange docks, but always check the polarity. When hooking up to strange docks, always check your volt meters to make sure you have adequate voltage. Low voltage is very damaging to electrical equipment. Turn on the stove or water heater and watch what happens to the meter.

Main Circuit Protection  

Many people think that the circuit breakers on the dock protect their boat. They do not; they only protect the dock wiring. Your main circuit breaker protects your boat's systems. But what about that section of wiring and connectors between your main panel and the dock breaker? Well, the fact is that it is unprotected. which is why so many fires occur. Check out all the top end boats and you will find that they have circuit protection located directly at the shore connectors. Which is why we recommend that you should too. Having slow blow cartridge fuses installed directly at the connectors can go a long way toward preventing fires and burned up shore cords, particularly if you are a traveler and frequently rely on uncertain power supplies. Circuit breakers should NEVER be installed on the exterior of the boat. Only gasketed, water proof cartridge holders should be used.

Circuit Breakers

Circuit breakers wear out, and when they do they work less well, or not at all. If you are using circuit breakers as ON/OFF switches, you are helping them wear out that much faster. It also damages breakers when you shut off equipment via the breaker. This causes arcing at the contact points which damages the points. When connecting and disconnecting shore power, you should always turn OFF equipment at the appropriate switch on the equipment. Then shut the main breaker off. Do not ever simply throw the main breaker off to shut down equipment that is operating. The circuit breaker arcs and damages it.

Also be aware that any equipment run by a motor, such as air conditioning and refrigeration equipment, start up with an initially much higher amperage than the normal running amperage. An air conditioner that runs at 14 amps may have a start up amperage of 20 amps, so that if you just go and turn all the equipment on at once, it overloads the system. Then the circuit breaker gets hot and won't stay engaged until it cools down. Ergo, start up heavy equipment one item at a time, allowing it time to cycle into its normal operating voltage before turning something else on. For example, don't turn the AC, refrigerator and icemaker all on at once and not expect the breaker to pop.

Chronic Breaker Popping  

It's human nature that when a problem appears, we wish it to go away. Breakers that pop frequently are signaling that there is a problem, which could either be the breaker, or something in the circuit. Yet most people will keep on attempting to make the breaker engage. This can be dangerous because you may cause the contact points of the breaker to fuse together from arcing, in which case it will never trip again. The above photo shows what can happen when you do this. DO NOT ATTEMPT TO ENGAGE A BREAKER THAT IS OVERHEATED BY FORCING IT. You must allow it to cool down.

If you are experiencing chronic problems with circuit breakers popping, first check how much current draw is involved. A single 30 amp circuit is not much when you're running things like air conditioners, water heaters and battery chargers. One very simple way to check whether you're dealing with an overload problem is to add up the amperage draw of each piece of equipment. List both the start up and run amperages. You will usually find the amperage given  right on the equipment label. By making a list of the total power demand, you'll get a good idea of what you can and cannot operate simultaneously, particularly when starting the equipment. If you have an ammeter on your panel, check it against the amperage tally you made. Ideally, you should try to hold power consumption at 80% or less than the line rating.

Check the breaker by allowing it one hour (or whatever it takes)  to cool down. Turn the equipment off and, after it is cool, reengage the breaker. Now turn the equipment back on. Place your finger on the front of the breaker and note its temperature. If it does not heat back up again, then the problem was probably a start-up overload. If the temperature rises again, there is a fault in the circuit or the breaker. (Note: when the breaker contact points become eroded, the breaker itself can overheat).

GFCI's

Ground fault current interrupter service outlets are required to be installed in wet locations such as the galley or head. In reality, there's little chance of being electrocuted inside a boat because you are not grounded within the boat. A greater risk is from service outlets being located in places that get wet, such as below leaking windows, hatches or close to doors. Three pronged plugs are prone to shorting across the terminals when wet, so having all your service outlets changed to GFCI's is a good idea. Use only the highest quality devices from a reliable manufacturer like GE, and not the el cheapos from the local discount store. They aren't worth having. Service outlets located anywhere on the exterior of the vessel are an invitation to trouble for reasons that should be obvious.

DC Systems

The same advice about jury-rigging wiring applies to DC systems as well AC systems. While you're not going to create an electrocution hazard, it is very easy to take a faultless system and create faults in it. A typical problem starts like this:  The owner wants to add a new piece of equipment, but the electric panel is way over there, and the place he wants to install the equipment is way over here. Besides, there are no extra breakers in the panel, and no space in the panel to add another one. To make matters worse, the panel is located in such a way that he couldn't string new wires into it even if he wanted to. So what he does is to find a place where he can tap off an existing circuit, and maybe adds an in-line fuse, stringing wires all over the place in the process. Or maybe he is replacing a piece of equipment that has a faulty circuit, but instead of trying to locate the fault, he just clips off the old wires and strings new ones. This happens a lot, and by the time the boat has a few years on it, it's got cut wires all over the place, many of which are still hot!

In many cases, he will just go and take new leads off the batteries, bypassing the panel altogether. Now when he goes to turn off the main power supply, all that new stuff added remains energized. In addition to which in-line fuses have also been added all over the place, so when something craps out he's got to go tearing through the boat to find that hidden fuse.

If you have electrical problems and your system looks something like this, then you needn't look much farther for the source of the problem.

Not every electrical system is going to be this neat, but this is the way it should be.

The worst of the problems with DC system add-ons comes with improperly installed wiring and the use of wire splices of all sorts. Typical of these are the use of electrical taped connections which, when the tape gets warm (as in the engine room) the tape glue gets soft and the tape falls off. Or the use of wire nuts or crimped butt connectors in locations that get wet. Wire nuts (those twist-on cones) are not approved for marine use. When connections get wet, the wire corrodes, creates high resistance, usually resulting in equipment damage or failure for reasons which the owner will never discover. He'll think just that damned lousy piece of equipment crapped out, when in fact the lousy wiring job is the culprit.

Principles of Wiring  

I would venture to say that half the electrical problems on boats result from improperly installed wiring. After the boat is built, there's no convenient way to route new wiring. But we need to understand that systems on boats are subject to high G-forces due to pounding, rolling and vibration. Connections get stressed and wires rub and chafe against abrasive or sharp objects. It doesn't take much damage to wire insulation before you have a condition where stray current may develop. And the chance of finding a little bit of damage on one wire is about nil.

Must be routed in a suitable, dry area and be well secured. Should not be laying in bilge or in areas that get wet.

Must not be routed with pipes or hoses of any kind, and not be in contact with fuel tanks or fuel lines.

Splicing circuits should be avoided. If splicing is necessary, it should employ a proper terminal block, and not butt connectors (see above photo). Every splice in a circuit creates additional resistance, and the potential for the connection to come apart. Taped connections and wire nuts should not be used.

Wiring must be firmly secured and in locations where it won't get damaged. Should not be dangling or strung across open spaces. Use only plastic, not metal, clips to secure the wiring.

Must have chafing protection or conduit at vibration points around machinery.

Must not be in contact with, or proximity to machinery exhaust systems.

Wiring should be neat. A boat full of tangled wiring demonstrates poor professionalism and the inability to fix something that goes wrong. An electrician can't trace a plate of spaghetti, and when something does go wrong, the cost of fixing it goes way up.

Circuit Protection

Adding in-line fuses to a newly installed piece of equipment is a terrible way to add circuit protection. First of all, these devices trap water and corrode internally. Secondly, you end up with two more splices in a wire circuit that shouldn't have any. Third, you usually forget where they're located, and if you've got ten of them on your boat . . . well, you get the picture. Jury-rigged systems are just that; a temporary, unreliable system. A boat full of in-line fuses is a boat full of short cuts and amateur installations.

Batteries

Batteries are a constant source of aggravation to many boat owners, almost always for reasons that are preventable. These are: low quality batteries, poor or non existent maintenance, and improper installation and wiring.

As a general rule, batteries perform consistent with the price you pay for them. Good batteries are expensive, and shopping for price will only lead to momentary satisfaction. Cheap batteries have thin plates and poorly insulated casings and therefore cannot give long service.

This illustrates why crimp-on ring terminals, wing nuts and other substandard high amperage cable connectors should never be used. High resistance has melted the cable insulation and burned up a $900 starting motor because of high resistance.

Secondly, batteries have to be installed correctly. That means in a clean, dry location that can be reached. If you can't reach them, if you have to kill yourself to get at them, then you will not maintain them. If installed in an inaccessible location, you should consider having them moved to a better location.

Place a fully charged battery on the concrete floor of your garage. Then come back two weeks later and check the charge. That battery will have completely discharged, and it will have done so right through the plastic casing. Now you understand my point about proper installation and dryness. On many small boats, I usually find the batteries sitting in uncovered plastic boxes that are full of water. Or they're sitting in bilge water or on wet decks. If that's the case, you needn't look any farther for at least part of your problem. If you want your batteries to be reliable, they must be kept clean and dry. That includes the top surface, particularly between the terminals.

Proper Lugs  

It won't do to make your cable connections with threaded studs and wing nuts. These afford inadequate contact surface that can cause high resistance and is one of the major causes of engine starting motors burning out. Your starting motor cables should be attached only with swaged lead lugs, not the ring terminal kind smashed with a hammer to make the connection. Small boats are usually the worst offenders in this regard.

Corrosion takes its toll even on the interior of the boat due to leaks, salt air and high humidity. When tested, most of these connections had high resistance. This is the proper method to splice wires.

Ventilation

Batteries develop heat when charging, as well as hydrogen gas. For that reason, the need to be in a well ventilated area. Gel cells are particularly vulnerable to overheating damage. Putting gel cells in covered, plastic boxes has proved to be a problem, and for this reason they are falling out of favor. Sometimes improved technology isn't an improvement after all.

Electrical Devices Exposed to Weather

Why it is that there so many builders that install instruments, panels and switches in locations that are going to get wet is something I'll never understand. Oh, I know, you look at those switches and think that they're water proof. Well, you just go look at the back side of the panel and see if you still think so. See if you don't see a lot of corrosion back there. What happens when the back side gets wet? Well, water being a conductor means that these devices will short small amounts of current across the terminals, or to any available ground. This is one of the reasons why you have so many engine instrument failures, and  boats have so much of a hardware corrosion problem, and why they have stray current problems, never mind equipment failures. Electrical equipment exposed to weather that is not absolutely water proof is just asking for trouble.

Locating Internal Equipment  

Just because it's inside the boat doesn't mean that electrical equipment will stay dry. Boats leak, and stuff located under those leaks are going to get wet. That means that you have to pay attention to where you put stuff. Many people mount various types of pumps low in the bilge, assuming that the bilge water is never going to rise. Believe me, the bottom of the boat is the last place you ever want to mount something. Sooner or later your bilge pump will fail, and when it does that expensive equipment is going to get ruined.

The other place you never want to mount anything is under an open cockpit deck. For reasons I won't get into here, this is a terribly wet environment, which is why boats with generators located here end up replacing generators a lot.

If you have exposed panels you need to keep them covered and dry. The vast majority of small boats that I see don't even have panel covers, yet alone having covers that are used. Having a small cover made up is a small price to pay to avoid serious damage and other problems.

Looking at this ball of wiring hanging down, is it any wonder that a lot of electrical equipment on this boat didn't work? Instrument panel of this open boat was not kept covered. Water pouring through the panel had even filled up the battery boxes with water.

Close up of wire bundle at left. These supposedly water proof wire connectors, on closer examination, are found to be full of water.

Engine Wiring

Due to vibration and high temperatures, damaged wiring on and around engines is one of the most common causes of stray current damage, i.e. true electrolysis. It is extremely important to consider the routing of the wiring so that it is not in contact with hot manifolds, or vibrating on sharp edges or rough surfaces. Engine wiring should be inspected periodically for signs of damage.

Avoid using the kind of highly flammable plastic conduit shown above. If you are painting the engine, do not paint the wires; the solvents in the paint causes the insulation to become brittle and crack.

The Effects of Time  

Electrical systems don't last forever. Over time boat systems degrade, particular as respects to the effects of corrosion. We recommend that a boat should have an electrical system survey once every 5 years. This does not take long and does not cost much, and can save you thousands of dollars in unwelcome headaches. In most cases, the survey will simply reveal the effects of corrosion which needs to be cleaned up, along with few possible minor repairs. The advantage is in not allowing problems to accumulate to the point that it becomes a big, costly job.

A Word About Buying Older Boats  

Everything I've said so far comes to bear on what you are likely to obtain when you buy an older boat. One of the things that we pay close attention to in performing a survey on a used boat is how much jury-rigging and alterations there are in the electrical system. Sometimes there's a lot, and if the new owner isn't willing to foot the bill to make corrections, more often than not he's going to be living with a lot of electrical headaches. In most cases, he's not even aware of why things are constantly breaking down; he just knows that things unexpectedly keep crapping out. Usually he blames the pump or motor, or whatever gizmo that fails, when actually faulty wiring is the problem. Beware that on boats with bastardized electrical systems, the cost of straightening it out and cleaning it up can be pretty high.

Adding New Equipment

Most boats, particularly smaller ones, are unfortunately not designed with the idea of adding equipment, even though nearly everyone does. But  the primary reason why systems gets so messed up results from the attempt to force something in where there is no provision for it.

The best way to deal with this is to simply add a new panel, whether AC or DC. Doing this is neither very difficult nor expensive, especially considering the cost to repair all the problems you're likely to create when you try to cram something onto a system not designed to handle it. A six breaker DC panel will cost less than $200 and is a whole lot better than scattering inline fuses all over the place, and with installation will run less than $500. Plus, the new panel can be added at any location where it will be convenient.

Adding a second shore power circuit is especially useful for those boats with single 30 amp shorelines where the addition of new equipment will tax the system. It's not very convenient to have to turn the water heater off to turn the air conditioning on, or constantly be managing equipment as breakers keep popping off. You have two options here, the first of which is to increase your shoreline to 50 amps. To do that you have to change the main breaker, power receptacle and the shore cord, which is a lot bigger and heavier.  The other option is to add a second 30 amp circuit, which means adding a new panel, receptacle and shore cord, which costs a bit more.

Adding a second circuit has the advantage of separating the air conditioning onto a separate line, which is the way all good systems are designed. That's because of the high power demand, combined with frequent dock power faults, makes it desirable to separate it from the main service.

Multiplex Systems

A multiplex system is a multiple power source system which permits switching from one line to another, from one power source to another. For travelers, this is extremely useful to deal with unreliable dock power, or sudden faults in your own system. It allows you to choose which line you want to run equipment on, and particularly if you have a generator, it provides a great deal of flexibility.  Let's say a circuit breaker on the dock goes out while you're cooking dinner and it's very hot this day. Instead of only being able to turn the AC off and go on cooking in the heat, you can fire up the generator to run the failed circuit simply by switching it over. The better larger boats invariably have this kind of system.

The reason why low cost boats don't have this kind of system is because it requires the use of very expensive rotary switches, plus some more complex wiring. But it is an extremely good system to have. See photo below.

As versatile as it can get. This boat has (2) 125 and (1) 250 shorelines plus generator for a total of 4 power sources. These are controlled by the six rotary switches, each with four positions,  so that any combination of power sources on any branch circuit can be selected.

If would like to know more about maritime electrical equipment suppliers, like Link Ship Chandlers, simply visit their website hereand give them a call.

Article source: http://www.marinesurvey.com/yacht/ElectricalSystems.htm

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The Sentient Ship

As ship suppliers, Link Ship Chandlers believe we, and you, should know what is happening in the Maritime Industry, especially when it concerns the future thereof. We found this article on “sentient ships” and it’s quite the interesting read. We hope you find it useful.

It Is A Commonly Held View That The Only People Who Really Understand The Pace Of Technological Change Are The Very Young. As The 73-Year-Old Dr Helmut Sohmen—Chairman Of BW Group One Of The World’s Largest Ship Owners—Proved Recently, That Is Not The Case. Interviewed On The Subject Of ‘Green’ Or ‘Eco’ Ships Sohmen Explained That He Wasn’t Rushing To Order Any For The Following Reason. “Technology Is Moving So Fast, Catapulting Ahead,” He Said, “So That When Better Times Come A Few Years From Now Today’s Eco-Ships Might Not Be As Fuel-Efficient As We Think In Three Years Time. Ships Being Built Today Might Look A Little Elderly More Quickly.”

Looking at the range of designs around at the moment it’s hard to imagine any of them looking dated. From the Germanischer Lloyd (now DNV GL) future-ship concepts to the retractable sails and gleaming solar panels of the NYK Super Eco Ship the ships of tomorrow are all glossy and space-age, bristling with conspicuous technology. Even more high-tech is the recently unveiled ‘Vindskip’ from Lade AS, a massive hull its most arresting feature, acting as a sail to harness the lifting force of the wind to pull the ship along.

Powering ships by harnessing the power of nature may be a wholesome and compliant strapline, but this tight ‘eco’ focus appears to have stifled the kind of innovation taking place in other industries. The truth is that we are already witnessing the beginning of a new era of technology which is not harnessing nature, but changing the way it traditionally behaves. At a sub-atomic level we are re-writing the established laws of physics, engineering and chemistry with astonishing new materials which hold massive potential.

So Dr Sohmen is right to suspect that, even with all their impeccable green credentials, and promises of 60 or 80% reductions in emissions and fuel savings, these ships are going to look like something out of a 1970’s space adventure serial very soon. Because technology is about to disappear.

“These ships are going to look like something out of a 1970’s space adventure serial very soon. Because technology is about to disappear.”

Nanotechnology is the manipulation of matter on a molecular scale. The nanometer is a unit of measure which is one billionth of a metre and at this level materials begin to behave in unexpected ways and develop curious properties. Astonishing as it may seem scientists have created a man-made motor at this scale which is so small you can fit 6,000 of them on the head of a pin. If you visit the Futurenautics web site you can see a video of the motor in action together with other amazing footage of water bouncing off superhydrophobic material. In shipping there is a tendency to equate technology with engineering, and engineering with scale—the largest ships ever to sail were launched this year—but the really game-changing technology is so small you can’t even see it with the naked eye.

One of the most significant nanotech discoveries so far is the carbon nanotube and materials such as ‘buckypaper’ made out of them. Buckypaper is one tenth the weight and yet potentially 500 times stronger than steel. Its lightness means a vehicle built from it requires less fuel and yet it offers improved structural integrity and even allows wireless data transfer through the composite material. With properties like this airlines are already actively investigating how it can be used for commercial passenger airliners.

Whereas anything the size of an airliner made from buckypaper may be a decade or more away there are other nanotech advances which could be used immediately for a variety of maritime applications. Hydrophobic nanotech coatings can produce dry decks, oilskins which never get wet and boots which repel water. Treated components would never rust and other nanotech coatings would render them permanently lubricated without the need for any oil. A hull coated in such material would sail the oceans perpetually unfouled which alone could offer a 15% improvement in fuel efficiency.

Carbon nanotubes the basis of ‘buckypaper’: 1/10th the weight yet 500 times stronger than steel.

It is difficult to understand why these materials and their potential have yet to gain any traction in the shipping and maritime industry when they offer so much scope. Fuel costs, always in the top 3 concerns of any operator, are directly addressed by the lightness of nanotech materials; are mitigated by the effect of nanotech fuel additives; and may be ameliorated altogether with the development of ultra-long-lasting nanotech batteries.

But significant as it is, nano science and materials are just one component of shipping’s technology-enabled future. With computing power doubling roughly every eighteen months the ability to automate processes is accelerating quickly. The world’s smallest chip measures just 1.9 millimeters by 2 millimeters and is 0.56 of a millimeter thick and it is part of a new generation which will link everything from smart phones to refrigerators to livestock all around the world. The Internet of All Things or Machine-to-machine (M2M) is silently creating an online network of objects using sensors and actuators to monitor themselves, recognise and take action on the data they produce. These low-power chips can be embedded into anything and everything and are driving the advent of what is being described as Manufacturing 3.0 or Industry 4.0. They are also—quite literally—driving.

With driverless cars predicted to be widely available by 2020, most of the technology required to make them a reality is already available in high-specification vehicles. Adaptive cruise control, automatic parking and lane assist are all functions performed by sensors and actuators in conjunction with GPS signals and cameras giving the vehicle highly accurate awareness of its surroundings. In an environment where miles of clear ocean separate them, the same thing could easily be implemented for ships.

What is really significant though, is that these cars aren’t just being told to drive, they are learning to drive. So-called learning algorithms, complex computer programmes which learn from their data have already had a major impact in financial trading and healthcare diagnostics.

Until now accurately diagnosing breast cancer biopsy samples was a task fraught with errors. A learning algorithm which has been fed historic information about samples is now available for physicians to upload their own biopsy slides and get a malignant or benign result. The algorithm is 99% accurate. And with every slide it reads, it gets better. Imagine for a moment the experience of every Master, Navigation Officer and Chief Engineer in your fleet fed into an intelligent computer programme. Then imagine it across every seafarer currently sailing. Then imagine the collective knowledge base in 50 years time. You could not entrust your multi-million dollar vessel and its priceless crew to a safer pair of hands.

Lurking in one of these new future-ship designs is exactly this kind of algorithm. Whilst the big news about the Vindskip is the huge, sail-shaped hull, what hasn’t been so widely reported is the algorithm without which the ship would be un-sailable. In order to operate properly the Vindskip must make a constant series of complex calculations necessary to maintain the optimum course to catch the wind and to balance the power between wind and LNG engines. In short, the Vindskip drives itself. Whether this algorithm is programmed to learn from its experiences we don’t know, but one can’t help wondering where—had the project and the industry not been so myopically focussed on ‘eco’ credentials and sexy design—this little algorithm might have taken them.

The Vindskip from LADE looks sci-fi but the real innovation is the algorithm which allows her to sail herself.

It is only now that shipping is moving into an era where the potential for these algorithms, M2M and the data they feed on can be unlocked. The complexity and expense of deep sea satellite communications and, crucially, lack of bandwidth has acted as a brake on this technology in shipping. But with IP solutions like VSAT and Inmarsat FleetBroadband and the new generation of high throughput satellite networks like Inmarsat GlobalXpress and Intelsat EPIC coming online, the opportunities to exploit this technology are growing.

As Manufacturing 3.0 gears up and Industry 4.0 dawns shipping, sitting at the heart of so many value and logistics chains, is already at a disadvantage. Siegfried Russwurm of the Siemens AG Managing Board describes the new manufacturing as ‘de-central cyber-physical systems interacting with each other and self-organising product installations’. In essence, bits of the product will know where they go and will discuss with each other to decide the best way to build themselves in factories with little human interference. With the shipping industry being described by analysts as operating ‘in the stone age’, it is not just the materials and the operation of ships themselves which are important, but how ship operators use them to add value in this new environment.

For ship designers, ship yards and ship suppliers this new world requires careful planning. 3D printing will change the way ships and machinery are manufactured and the standardisation required to make M2M work properly will mean a fundamental change in the creation and vesting of IPR and a subsequent change in the way businesses operate and monetise their products. For more in-depth analysis of these coming challenges read our ‘Business e-volution’ section.

Shipping needs to begin thinking outside the box, but it could start with the box itself. Containers made from buckypaper—one tenth the weight and 500 times stronger than steel without the need for corrugated panels—would instantly increase the capacity of every ship sailing, reduce the weight of that ship and could integrate tracking capability into their very fabric.

Scale that up to the ship itself, lighter, stronger with wireless transfer built in and no need for miles of cabling, its HTS satellite connection via flat panel antenna flush with the ship, benefitting from a nanotech coating which keeps it, and the hull, pristinely clean. Systems in the hull and under the alleyways will capture the kinetic energy produced by the wave action against the ship and the footfall of the crew and turn it into electricity. The ship and all its components will generate terabytes of data on its operation and condition which it will stream into the corporate network where Shipisticians will mine and interrogate that data for insight and advantage.

Like the driverless cars the ship will constantly sense its environment, sending and receiving data on its own status, GPS signals, and weather data and sharing it with other ships when planning routes. Forms and administrative information will be exchanged seamlessly with Ports and customs without the intervention of crew who will interact with the ship’s systems via wearable tech which will keep them safe, offer a high level of security and monitor both the quality of their work and their health (see The Cyborg Crew for more.)

The most astonishing thing about that vision is that, with very few exceptions, the technology to do all of it already exists. In the months and years to come we’ll identify and analyse how and where it’s already being used both outside and inside maritime, and how that knowledge and experience can help shipping to leapfrog into the future.

The truth is that the ‘Sentient Ship’ could almost be shipping’s present, but in order for it to even make it into shipping’s future the industry needs a major shift in emphasis. Technology and innovation cannot be the exclusive preserve of the eco and green agenda any longer or it will be to the ultimate detriment of the industry as a whole. Technology and innovation will lead to safer, cheaper, more competitive, more lucrative and, yes, cleaner, shipping. So it’s time for our ‘stone age’ industry to stop talking about eco ships and start talking about smart ships. And, more urgently, to build some.

Dr Sohmen is right in more ways than one. It isn’t just the latest ships which are going to look elderly very soon, it is the entire shipping industry. But waiting on the sidelines to see what happens isn’t an option unless—like the technology—you’re prepared to become invisible.

If you would like more information regarding ship suppliers that provide full servicing South African vessels - contact Link Ship Chandlers.

Article source: http://marinesupplierscapetown.blogspot.com/2018/08/the-sentient-ship.html

[maritimechandlingcapetown]

Who Should Take the Responsibility of the Food Provision Supply On Merchant Ships – the Master or the Company?

Seafarers at sea work in tough environmental conditions which often require good amount of physical strength. The food for seafarer thus needs to be of the best quality with all the necessary ingredients required to support a healthy body and mind.

The quality and the quantity of the meals onboard are dependent on a myriad of factors, some of which are controllable, whereas and others are not. Most companies provide Victualing allowance on a per man per day basis, the amount of which varies from one company to another and ranges from $6.00 to $8.50 as per current tariff.

On the alleged inadequacies of food provisions supplied onboard affects the well being of the Officers and Crew on board ship, it is best to take a close look at the grass root level – the method of Ordering and Supply of provision.

Some companies allow Self Purchase of Provisions while others do it through the companies Procurement Group. In the later, the companies do the requisitions on line and the ship chandlers delivers the food provisions at the designated port upon the vessels’ arrival.

A comparative evaluation of different methods of ordering and supplying provisions to the vessel discloses the following advantages and disadvantages:

When the Provisions are Self Purchased, the known advantages are:

1.) The company provides Cash to Master to ensure that a two (2) to three (3) months food provision inventory is available on board, depending on the vessels’ trade routes. This gives them the advantage and the adaptability in sourcing out the supply from a cheaper place depending again routes she plies.

2.) The Percentage rebates received from the Ship Chandler may form as a buffer fund, thus having additional budget for the next purchase cycle.

3.) The Master of the vessel has a direct control in the replenishment of supply for fresh vegetables and fruits.

4.) They can enjoy the benefits of self-purchase from the wet markets while in Port.

5.) This works best if the Food Allowance is at the minimum and the vessel has ample time to stay in port as in the case of the Bulk Carriers and some general cargo vessels.

Nevertheless, the system has some disadvantages too:

1.) The Chief Cook and the Master of the vessel are vulnerable to some bribery attempts from the Ship Chandlers.

2.) A Provision weight shortage is imminent because of a possible intentional oversight in the check and balance during the delivery of provisions if the Chief Cook receives a bribe.

3.) This will entail additional workload and hassle to the Steward Department while in port.

On the other hand, when the supply of Food Provisions is through the company’s Procurement group, the known advantages are:

1.) The Company does not need to provide “Cash to Master” for food provision purchase; therefore, the Master keeps a lesser amount of Cash in the ship’s vault while at sea.

2.) The Company can avail of consignment terms from the Ship Chandlers, allowing better flexibility in Operational Cash flow.

3.)  This is a more systematic way of handling food provision ordering and supply.

4.)  The Master’s name and integrity are keeping intact. It will spare them from the allegations of receiving gifts and bribery from the Ship Chandlers. It is a good riddance from the “Provision, Bonded or Me” tagline, in the event  that some lady ship chandler’s will board the vessel in port, flirting with the Master’s on board just to get some orders. I am sure this warms the heart, and bring smiles to the Master’s wives ashore who are not sailing with their husbands.

5.)  The members of the Steward Department will have more time to devote for rest and recreation while in port.

6.) This is beneficial for vessels with fast turn-around in port, as in the case of Car carriers and Containers.

Yet, there are also Disadvantages to this system:

1.) It requires careful planning for the strategic re-ordering to replenish the supply of fresh fruits and vegetables.

2.) The Chief Cook must possess adequate skills to manage and budget the food provision allowance within limits.

3.) The ship’s complement does not have the buffer amount for food provision from Ship Chandler’s rebates.

From the foregoing, after weighing the pros and cons of either system, it seems apparent that the supply of food provisions on board merchant ships remains to be the Shipping companies prerogative. However, one of the best ways to maximize the buying potentials of the food provision allowance is to request for a price quotation from the different Ship Chandlers at the port of supply and compare prices.

Although, it does not necessarily guarantee that the cheapest provides the best quality, but it will be a good head start and is beneficial to either supply system. Every Seafarer appreciates a shipping company that cares for their welfare and provides them with an adequate supply of good quality food onboard. While it is true, that being sufficient is relative, at the very least, they expect that the basic food groups are readily available to them during their regular meals, coffee breaks, and off duties from their shipboard work schedules.

Always make sure you work with reliable and experienced ship chandlers, like Link Ship Chandlers. Trust Link Ship Chandlers to take care of your maritime provisions with efficiency and expertise.

Article source: https://www.marineinsight.com/careers-2/who-should-take-the-responsibility-of-the-food-provision-supply-on-merchant-ships-the-master-or-the-company/

[maritimechandlingcapetown]

How Big is a Shipping Container?

The answer to this question depends on how you define a shipping container. International shipping companies refer to standard intermodal freight containers nearly always when using the common term “shipping container”, although shipping containers can refer to a broad range of containers that are durable enough to remain intact and secure during transit and handling.

These characteristics of shipping containers are critical to the shipping industry and ensure that manufacturers, businesses and consumers receive the goods they need intact and on time. Since much of how goods are moved around the world happens behind the scenes for most people, it can be easy to take for granted just how much shipping containers matter.

In particular, the intermodal shipping container has dramatically changed all our lives, as has the shipping industry. For example, the global shipping industry, over the past 15 years, has helped a billion people escape poverty. Global shipping feeds half the world, and has improved the quality of life for many by the way it allows efficient and reliable transit of raw materials, products and necessities from areas of high production to areas where demand is highest.

This results in a net benefit for exporters and importers. In addition to their household effects being shipped by containers, diplomats receive American goods overseas in their Embassy commissary. Companies can ship everything from food to car tires and even a vehicle to those serving abroad. Many people today believe the intermodal shipping container boosted globalization, and the shipping industry has been instrumental in supporting world trade, world finance and the health of the global economy.

Modern shipping as we know it started during WWII when the U.S. government began using small standard-sized containers, which allowed fast and efficient unloading and distribution of supplies.

In 1955, a North Carolina trucking entrepreneur, Malcolm P. McLean, acquired a steamship company. He had the unique idea to transport entire truck trailers with their cargo still inside. He developed the concept of “intermodalism,” the idea that efficiency can be increased with no interruption when goods are transported in the same container across different transport modes from origin to destination, whether by rail, sea, road or any combination of the three.

McLean’s improvement to goods transport means containers have become the standard for the shipping industry.

The intermodal shipping container is crucial, but so are many other types of containers that are used to transport and store goods. Gaining a better understanding of the applications and standard sizes of some of the most popular shipping containers will help you plan your own transportation needs better. From the large intermodal container to corrugated boxes to drums, each item has a prominent place and purpose in the shipping industry.

Intermodal container

An intermodal container is a standardized re-sealable transportation box for unitized freight handling with standardized equipment. Intermodal Containers get their name from the concept of intermodalism, which involves more than one form of transport carrier.

Basically, intermodal containers can be moved across different modes of transport without unloading their cargo. They can move from a ship to a train to a truck seamlessly, saving time and money. The large size makes handling bulk cargo easy, and due to their construction, the containers move, handle and stack easily.

The two most commonly used sizes today are the 20-foot and 40-foot lengths. Given how they need to be carried in various kinds of transport, it’s quite important that the dimensions and types of the containers be strictly defined.

For this reason, the ISO (International Organization for Standardization) have established the specifications for the manufacture of containers worldwide. Standardized container sizes allow the containers to be easily stacked for easy loading and unloading.

Intermodal containers exist in many types and numbers of standardized sizes. Dry freight or general purpose containers comprise approximately 90% of the entire global container fleet. Other kinds include refrigerated containers and special equipment containers.

While the length is standardized for TEUs and FEUs, they have varying heights and widths, as well as design and functioning. They can be designed to hold liquid bulk (tank containers), have different opening mechanisms (open end, open top and open side), height (half height), or be flat-rack or modular. They are designed specifically for diverse types of cargo, such as odd-sized goods, produce, meat and liquids.

General purpose/ Dry weight containers

Dry freight containers, or general purpose containers, are used to transport most goods. They are built to either 20 standard, 40 standard, 40 high or 45 high specifications. Volume capacity, in cubic feet, is as follows:

Much of the specifications used in the design of containers is standard, as per its format, like 20 standard or 45 high, but there is considerable variation in terms of major characteristics like height but also regarding details like the opening mechanism or the internal layout. These differ depending on the category of the container, but also on the company who made or operates the container.

These variations are not always visible from the outside. So, there could be a container designed to be quickly loaded with pallets, while another aims to allow speedy offloading of clothes on racks to be stocked directly into a department store floor. The interior layout of each would be very different, but from the outside, they would be nearly identical.

Corrugated boxes containers

You can use corrugated boxes for a variety of purposes, including shipping, storage, display, transporting and moving. Available in multiple sizes and strengths, there is the perfect corrugated box to fit your needs.

Large, bulk-size corrugated boxes, also known as Gaylord boxes, allow you to ship products in one large container or on one pallet. Gaylord boxes offer several benefits to manufacturers, retailers and consumers. For one, they are sturdy, heavy boxes that can handle just about anything placed within them.

However, Gaylord boxes are not meant to be used and reused repeatedly. They are designed for single-use. The good news is they are completely recyclable. The corrugated material not only makes the boxes inexpensive to manufacture and to use, but they also present an eco-friendly solution.

They all fit onto a pallet, making them perfect to use for shipping and storage. The two most common sizes are D Containers and E Containers.

D container

D Container bulk cargo boxes are heavy-duty double wall fiberboard containers with a lid. The internal dimensions measure 58”x 42”x 45” and they have an approximate weight capacity of 1,200 lbs. To reduce shipping costs, the boxes are shipped flat and come disassembled in four parts.

They are incredibly easy to assemble and do not require glue or staples. Just simply connect the four parts, and they’re ready to use.

The D Container boxes are also available with a pallet, making them even easier to use and ship. The heat-treated stamped pallet has dimensions of 60” x 44” x 95” and an estimated weight of 765 pounds. Each pallet can hold a maximum of 15 Gaylord boxes.

E container

An E Container bulk cargo box is a large corrugated box, with internal dimensions of 41.25” x 28.25” x 24.25”. They are constructed of Heavy-Duty #275 bursting-strength double wall fiberboard/cardboard.

Intermediate Bulk containers

An Intermediate Bulk Container, (IBC), are used for moving materials that are viscous or fluid, like sand and other granulated material or liquids like oil. Foodstuffs, commodities, and chemicals are commonly transported in IBCs. They have other uses, like collecting rainwater and storing liquid goods.

IBC’s find a good middle ground between cardboard boxes and shipping containers in terms of capacity and function. IBC’s are more secure and have greater durability compared to corrugated boxes and pallets, and while they have less capacity than the larger containers, they are easier to handle due to their compactness.

Cube-shaped IBCs are constructed from High-Density Polyethylene (HDPE), which is extremely sturdy and durable for its weight. With the caging around the container and the tap opening at the bottom, they resemble small cooling towers.

The caging adds to their durability, which is important since ship and truck transport can occasionally cause damage to containers, and often they contain harmful or dangerous chemicals. And the tap opening allows easy transferal of the contents to other containers.

They are easy to move and load with forklifts and pallet jacks, thanks to their durability, low weight and modular design (where they can be stacked on top of each other).

IBCs are sold in a variety of shapes and sizes, but the two most popular volumes are 275 gallons and 330 gallons. This volume range lies between tanks and drums.

The most common outer dimensions are 48” x 40” x 46, making them ideal for shipping on a pallet. They are an option for drums and tanks in size and function, which is why they are referred to as intermediate.

Drums

Drums are another item used for bulk shipping. They are cylinder in shape and are ideal for transporting liquids, dry goods and powders. They are often certified for shipment of hazardous materials, but these regulations are based on location, so it is important to ensure the requirements are being met locally.

There are International Standard Size specifications for drums. The most common used internationally is the 200-liter drum. In the U.S., this is called a 55-gallon drum, while in the UK it is a 44-gallon drum.

The American 55-gallon capacity is generally standard. The inside of the standard drum is 22.5 inches in diameter, while the outside diameter is usually half an inch wider. The same is the case for the height, with the outside being one inch higher than the internal 33.5 inches. But in terms of design, volume and capacity, different operators and industries have distinctive designs.

Shippers generally place drums on pallets, as this allows easy transport and handling by forklifts during the shipping process. The most common size is U.S. 55-gallons, but a variety of sizes are available, from .6 gallons to 85 gallons.

Each U.N.-Certified Drum has been tested to meet all regulations: IATA, ICAO, IMO and D.O.T. CFR-49 protocols, which are suitable for Hazmat shipping. When planning to use steel drums, it’s important to ensure the U.N. Number (commodity) you’re shipping meets all regulations. Non-U.N. Drums for the Non-Hazmat Shippers are available, as well.

The type of material used in the manufacture usually categorizes the drums. The most popular types of drums include:

Hazmat and dangerous goods

Hazardous materials and dangerous goods can be shipped via the methods mentioned above, if they meet regulations. However, there are also specific hazmat and dangerous goods shipping materials, like 4GV Boxes, Lithium Battery Kits and Hazardous Waste Packaging.

Conclusion

With the variation in the number of products available in the marketplace today, different solutions exist to ship, store and display those goods. Whatever your needs are, there is a shipping container solution available to move your cargo from one place to another. Most solutions are available in a vast range of sizes, materials and colors, providing a large selection of products to aid your shipping needs.

If you want to know more about shipping containers - ask the ship chandlers that operate across all South African ports, such as Link Ship Chandlers Cape Town and Link Ship Chandlers Saldanha.

Article source: http://capetownshippingsuppliers.weebly.com/blog/how-big-is-a-shipping-container

[maritimechandlingcapetown]

MARINE SAFETY EQUIPMENT & BEST PRACTICES

You will need a plethora of marine safety equipment, including breathing apparatus and inflatable boats, very high frequency marine radio, first aid kits, personal survival kits or bags and many others. However, procuring and stocking up on such marine safety equipment would not be the endgame. You need to know how to use every piece of marine safety equipment and should be accustomed with the best practices on sea. Whether you are kayaking or paddle boarding, sailing or out fishing, you ought to know the quintessential safety practices.

Fortunately, there is a treasure trove of information available online and plenty of videos. You should know how to use the kill switch, the right way to use a life jacket, how it is to sail in low light conditions, using inflatable jackets or inflatable boats, how to protect your survival kit and grab it instantaneously in times of trouble, how to use flares, how to use breathing apparatus and handling all other types of marine safety equipment. Everything from GPS to radio, the gears are easy to use till the time the sailing gets tough. When tides are against you, not literally, you need to be adept or rather deft with every piece of marine safety equipment.

One of the best practices is abandoning ship. This is never the first option for any veteran. Many sailors would rather wait for the penultimate moment before abandoning ship. However, what works for veterans doesn’t really work for sundry. Abandoning ship is one of the best and safest practices. When things go south, there would be a myriad of uncertainties. You may lose some of your marine safety equipment, you may wait far too long and have your breathing apparatus damaged or you may lose possession of your inflatable boats. You ought to abandon ship when there is still time and enough scope to safely find your way to the shore, harbour or a nearby safe spot.

While we usually focus on breathing apparatus and inflatable boats, the need to stay warm and hydrated should also be treated with priority. Dehydration has many side effects and being out on the sea in the cold can induce hypothermia. Many lives lost are actually a result of hypothermia and not drowning as state of the art marine safety equipment is more than capable of preventing anyone from drowning, even if one doesn’t have any experience in swimming and even if the tides or waves are very rough. An experienced ship supplier, Cape Town - based or any main port, will be able to source good quality inflatable boats and safety equipment. Feel free to contact Link Ship Chandlers, here.

Article source: http://highlightstory.com/2017/05/25/marine-safety-equipment-best-practices/

[maritimechandlingcapetown]

How To Choose Ship Chandlers?

Ship Chandlers , such as Link Ship Chandlers, are retailers who provide specific services in Ship equipment called Ship stores or supplies. A Ship crew using the services of a Ship Chandler does not need to locate a store in new locations. Ship Chandlers cater to all the needs of the Ship crew right from food to the maintenance supplies. While large Chandlers traverse greater number of miles through truck deliveries, Portland Chandlers have to carry out deliveries through boat because many Ships are inaccessible through land. The following are some pointers to be kept in mind before Selecting a Ship Chandler:

It should conform to quality standards and assure quality services to its clients

It should have the facilities for refrigeration space, dry storage and enough vehicles for Ship Chandling

It should offer value for money and be sensitive to customer requirements

It should be in a position to deliver quotes as and when required by the client

It should not make your vessel invite uncalled for expenses

Its sales team should be well versed in a number of languages

It should have the capability of developing productive relationships with crew and captains of different ships

It should provide efficient service to numerous destinations

It should cater to the food and beverage requirements of the crew and passengers

It should offer Engineering and Electrical Supplies, Engine and Deck at competitive prices

It should be quick in responding to forwarding and clearing enquiries in order to make certain timely delivery of spares.

A world-class ship chandler should be able to supply slop chest, bonded stores, electricals, marine chemicals, medical stores, safety stores, publications, linen and cloth, provisions, galley and foodstuffs, cabin/saloon stores, engine stores and deck stores, including offering a range of general services to the Marine Industry. Looking for a good ship supplier in the Cape Town port? Visit this website for more.

Article source: http://marinesupplierscapetown.blogspot.co.za/2017/07/how-to-choose-ship-chandlers.html

[maritimechandlingcapetown]

How To Choose a Ship Chandlers?

Ship chandlers are retailers who provide specific services in ship equipment called ship stores or supplies. A ship crew using the services of a ship chandler does not need to locate a store in new locations. Ship chandlers cater to all the needs of the ship crew right from food to the maintenance supplies. While large chandlers traverse greater number of miles through truck deliveries, portland chandlers have to carry out deliveries through boat because many ships are inaccessible through land. The following are some pointers to be kept in mind before selecting a ship chandler:

It should conform to quality standards and assure quality services to its clients

It should have the facilities for reefer space, dry storage and enough vehicles for ship chandling.

It should offer value for money and be sensitive to customer requirements

It should be in a position to deliver quotes as and when required by the client

It should not make your vessel invite uncalled for expenses

Its sales team should be well versed in a number of languages

It should have the capability of developing productive relationships with crew and captains of different ships

It should provide efficient service to numerous destinations

It should cater to the food and beverage requirements of the crew and passengers

It should offer Engineering and Electrical Supplies, Engine and Deck at competitive prices

It should be quick in responding to forwarding and clearing enquiries in order to make certain timely delivery of spares.

Link Ship Chandlers one of the ship chandlers, Cape Town based in South Africa. They offer top notch ship chandling services. Their supplies include slop chest, bonded stores, electricals, marine chemicals, medical stores, safety stores, publications, linen and cloth, provisions, galley and foodstuffs, cabin/saloon stores, engine stores and deck stores.

Article source: https://shipchandlersblog.wordpress.com/2017/06/14/how-to-choose-a-ship-chandlers/