The following is an actual PRE-DELIVERY OBSERVATION LIST, I made as a Delivery Master, for a highly automated, ( full of PLC and microprocessors ) brand new Chemical tanker, made to Euro Standards, in a reputed European Yard.
After the delivery was made , i suggested to the Owners and Managers, that we must sell off the substandard ship, which will be a nightmare to run.
--and strongly advised them that the subsequent 7 sister ships must not have the same moronic mistakes-- dumped on ship by feckless Yard, Class, Makers etc etc.
After all what is the use of a Chemical tanker which has----- 600 SS lugs with 2 holes in all the cargo tanks-- whose Emg fire pump cant take suction at sea ( or in port in Ballast draft )------ with WORLD RECORD blind sectors in radar displays!.
WARNING: DO NOT TRY TO READ MORE THAN 50 ITEMS IN ONE SITTING, LEST YOUR GREY MATTER OVERHEATS.
Actually the list ran to nearly 900 items. A lot of deficiencies were done up on the personal initiative of the NO 1 boss of the yard , who was a strong man and was very resourceful. I had a one on one equation with him.
This is a warning to all Chemical Masters and Chief engineers--dont expect the Class and the Makers and the Yard, to know what it takes to run a good chemical tanker safely. The ignorance is just mindboggling.
XXXXX – CHEMICAL TANKER PRE-DELIVERY OBSERVATIONS
1)The Framo drain tank vent to which the HPU overflow is connected is exposed to sea spray—must be recessed indoors, and that too with an air filter. ( yard supply tank interfacing ).
2)The ensign flag staff welded on to the free fall LBoat davit , must be cropped and relocated—or the boat gets damaged when retrieving.
3)The forward tow cable chain enclosing must be lined from inside with Teflon tapes, or galvanic corrosion will destroy the casing steel within 2 years.
4)All hydraulic connectors of cranes ,.free fall LB, winches, entire deck valve hydraulics connectors and penetration points must be denso taped.
5)Shelves in fore peak store and pump mans mid ship store are fast assembly type light duty, the type used in shore offices which cannot with stand the rigours of stormy seas. The horizontal parts shelves are steel without friction coefficient.
6)Free fall Lboat external aft drain is choked—the battery hydrogen release vent is blocked –explosion
7)All the existing mooring ropes ( yard ) are reeved wrong on the drums—this causes undue strain on the steel structure. Note the maker is Rolls Royce and brakes are hydraulic.
8)A 3 cm sharp rake bar is fitted on the bulbous bow. The after most part must be cropped by one metre on the next TBN build, as it has split the drydock block wood cap underneath.
9)Holes must be punched on the winch platform platings, to prevent getting adrift in green seas.
10)There are 2 high heeling tanks of 675 cum at shipside—it has lost its meaning as it is connected to the common line.
11) There is a huge void tank about 1/3 of the FP tank , on top of the forepeak tank. It is a ideal place for a tank cleaning FW tank, as a press up expansion tank to the low TCFW DB tank.—all it requires is a pipeline. For a ship of this size and epoxy/ zinc lining , 557 tons of TCFW is grossly insufficient—any chemical man will vouch for this..
12)There is no provision in the plans for a hose cradle ( on a chemical tanker!)
13)The forward cargo tanks deck delivery pipes should be fitted with a drain cock at the manifold where they rise up to meet the high level manifold.—or some cargo always remains there. Useful for deslopping pipelines.
14)There is no galley AC—as all new build chemical tankers have. There is a provision—but it has been wrongly connected to the steam connection instead of the evaporator side. I am sure galley with all its hot plates , requires no heating. The cook is going to roast—to prevent this the galley door has to be kept open, so that the accommodation AC can cool galley, with the high capacity galley exhaust running. This will cause vacuum in accommodation at terminal.—something which is absolutely not desired.
15)There is Furuno Loran—it is not working at present, as the world coverage area is limited.
16)At XXX dry dock with nil list and declivity of blocks aft trim—after a rainfall there is tons ( at least 8 tons ) of water collected in accommodation decks which will enter working shoes of agent , customs or coast guard —as there is NIL camber, and dented plate pockets .On most ships the accumulation is just a few litres.
17)There is no UTI tube perforated extension fitted in cargo tanks. This will be a deficiency as the ship will be carrying static cargoes.
18)The Framo deck mounted heater , always has a provision to have bottom to top recirc.—which splashes on the bulkhead and flows down. Here it is bottom to bottom—take the cargo sediment from the bottom and put is back at the same level. There are no recirc nozzles to remove cargo sediment from the bottom. Squeegeeing efforts will be a night mare.
19)There are no recir nozzles fitted for cargo drops.
20)The slop tanks 10W have HO storage tanks adjacent. Adjacent heat of 45C ( and greater ) in addition to preventing cargo from being loaded due to incompatibility can also cause ocean loss due to evaporation. After a few years bacteria will chomp off the steel and create a hole . Ever noticed that ships always got prematurely scrapped due to WBT sections 10 inches off heated HO bulkheads , getting corroded?
21)The incinerator has been installed next to the poop deck garbage bins—so convenient—but it is next to the foam tank –and foam is going to be caked soon due to heat. Consider that the incinerator runs 10 hours a day minimum, burning HO sludge. A silver heat shield must protect the tank.
22)The zinc silicate lining of cargo tanks, XXX is not a good effort. No prizes for anybody who guesses that it is a maiden attempt , by the yard. The spray painting is not done in a uniform fashion causing high DFT at overlap areas. Plenty of finishing touches have been done with paint brush which is never done, as the high DFT thickness of around 200 microns will cause the inorganic zinc to shed into the cargo and cause horrendous contamination claims.
23)The electrical bonding to prevent static electricity explosions is very poor –all over the ship.
24)It is usual for porous aDsorbent zinc silicate tank ships to have a Methanol deck tank to store this tank cleaning chemical.—and also a DI water set. We do not have both.
25)The epoxy cargo tanks have bright yellow paint patches—especially the tank domes and butterworth ports. Only 2 coats of 150 microns –first Pastel red and second light grey was applied. While all are eager to say it is UV damage—it is plainly evident that the unsolicited 3rd coat of touch up paint was different.—yellow colour has to do more with the ageing pot life of the paint used and humidity control , after the first 2 coats.
26)Every cargo tank has more than 500 plate lug eyes ( 2 holes ) and ring eyes welded for tank staging. This exists on both sides and ceiling. A chemical tanker carries high melting point cargoes. Tankcleaning will be a clingage nightmare after say Palm oil in cold weather. Also some of these plate eyes are blocking the smooth passage of UTI tubes and sampling point. They will also damage these sensitive equipment or cause static electricity sparks.
27) There is no mist box inside the funnel.
28) The Email is not planned to be in masters cabin—to make his life easier. It is not right for the master to go on the bridge and disturb the OOW.
29)There is no reinforcement plate at the sharp anchor flukes.
30)Panama shelter is required on bridge wings, as ship is broad. There is a provision for putting sockets—if used the shelter will be just too large ( 4 times the size ) and unwieldy and will blow off with the wind, as many ships have learnt the hard way.
31)There is no proper water extraction facility for the HO sludge prior putting into the incinerator. This will cause sputtering and extinguishing of flame. And whatever is extracted goes back to square one. Smooth incineration is a must or man hours are wasted.
32)All toilets have both the bottom drains ( shower/ WC ) forward part of the ship. This means when the ship has a stern trim , the filthy water remains there on the white tiles –at least 3 inches. This will become a PSC deficiency—Vermin and lack of hygiene in toilets is frowned on by all PSC memorandums. THE CAMBER TO THE SCUPPERS MUST BE REDONE PRIOR DELIVERY.
33) Cargo tank PV valve orifice is on deck plating—this is wrong , it must be in the tank dome above the level of deck plate. With a trim in heavy pitching , cargo from forward will enter the PV pipes.
34)There must be a provision to lash down the crane boom in addition to tightening the runner wire—for hurricane weather.
35)The HL/ OF alarm testing knob is beneath the deck longitudinal frames—in rough seas these knobs will be submerged. If a alarm does not work, it becomes a deficiency for everybody—with some terminals even banning cargo work , in California.
36)There is no lashing arrangement for both sides gangways—at least 3 are required along its length as it is situated on the main deck.
37)Only 5 phones have zero call public address facility. It is better that all phones have it as a contingency measure for ISPS.
38)The not so rigid PV valve stack platform vibrates—loss of nitrogen pad. -
39)The HL/ OF alarm protrusion which is a static electricity dischg point must either be earthed or have a Teflon suppressor. If not the class must state that the type approval for earthing is considered..
40)The ballast pumps are located inside the ballast tanks to save on an aft pumproom, which is perfectly OK. . But to expect pumps at 3 wings to take uphill suction from 7 wings through a huge diameter suction pipeline is wishful thinking—as the air will skim from top uphill and liquid will keep sliding back down hill. Imagine sipping from a glass with a high diameter straw. Cavitation during ballast exchange due to bubbles from forward bow wave and pounding will scour away the pump casing. On the next ships in the series, the sea chests must be aft of midships. Ballast ROB is sure in aft tanks unless we fit stripping lines of small dia. Ballast ROB means cargo sacrifice.
41)Whichever cabins have the bed lamps to the aft side of ship—they must be relocated forward.—or all will get a rush of blood into their brains, due to trim.
42)A fortune has been spent for UMS , bridge manoevering and automation, but there is no data logger—this means manual telegraph bell book entries.
43)The 2 chairs on the bridge and not approved for pilot. Swinging unstable chairs, with no arm rests.
44)The steering gear vent is an exhaust vent. It must be reversed, by shifting a phase lead wire.
45)Framo insists on NIL pipelines on top of the cargo pumps, as a blocked cofferdam or leak at pump head will entail lifting up the whole pump stack with a crane. Here all the stbd side tanks have 3 layers of pipelines immediately on top of the pumps.
46)The Framo cargo pump delivery valve is located very far away from the pump. This means after blowing the stack at least 1600 litres of cargo will drop back downhill in tanks aft of manifold. Here the manifold is on top of the cargo pipes and the aft tanks are not tilted towards the manifold, instead they are parallel to the deck. The huge unpumpable quantity requires , superstripping to be done with the small dia pipeline, which is usually not necessary as the cargo surveyor accepts low ROB. This super stripping will take a very long time.—many hours of delay at each disport—loss of company reputation
47)There are many vibration spots which needs to be stiffened. The EPIRB perch on stbd bridge wing is one. Both bridge wings jump up and down. Dep port will have squat induced vibrations.
48)The AIS fitted in June 2007, has Category ABCD of Marpol mentioned. We are paying money for XYZ-- not ABCD which got booted off last new year eve.
49)The anemometer is a new design without a wind vane which is usually used by all on main deck for finding the wind direction with carcinogenic and poisonous cargoes. A wind sock must be provided for berth use.
50)The radar blind sectors ( excessive- world record ) must be posted on the wheel house at radar site by the yard.
51)Yard must provide a squat table , for various sinkage levels in the wheelhouse for display. It is not right for ship staff to calculate this table, which is required by every PSC, vetting etc.
52) The wheelhouse hand rails are made for flat fingered people, the fingers cannot enter the space .
53)One of the orange Jotron GMDSS walkie talkie sets ,-- the squelch control does not work.
54)ISPS requires a master key system. Yard to provide at least 50% extra mortise locks to last the full life time of the ship.
55)There is no NOx emission monitoring system for ME/ AE as per Marpol Annex 6 Regln 13. Provision by means of a blind flange must be fitted for measuring NOx emissions in future, at each exhaust.
56) Yard to give a list of places where dry gel batteries have been fitted. This cant be a secret.
57)All final drawings , yard and makers manuals and instruction books must be given to the ship in electronic format too.
58)Gangway welcome wagon with ISPS stuff, helmets, fire wallet, warning notices, and parasol to be provided.
59)There is no fridge in hospital or proposed wall wash lab site.
60)Emergency generator to be connected to feed water pump and Framo jockey pump.
61)It is better to have the ER salt water pipelines to have a polyethylene lining instead of galvanization which lasts only one year.
62)Welding area in workshop to have a separate exhaust .
63)Boiler has a periscope but does not have a electronic smoke detector.
65)Company must contact BA chart deport and arrange for license of ECDIS by email attachment and CD for BA chart ( ARCS ) inserting as per future voyage commercial plans. Also the facility of fitting a Notice to Mariner receiver to be fitted in ECDIS.
66)The ECDIS mouse third right hand button has no use and is to be blanked. The middle button of mouse is wrongly named MENU, it should be INFO.
67)ECDIS has no interface with Loran C—there is a provision for it.
68)The VDR on monkey island does not have HRU. IT goes down along with ship 5 kilometers deep into the ocean , where ship sinks. This is a design defect as the unit is too heavy. It has no marine use—it is not a blackbox of an air craft.
69)For downloading evidence after an accident a laptop is required. If this is not provided, this facility must be connected to the bridge computer, from which a CD can be burnt.
70)A anemometer on a chemical tanker has more use on deck--- to find the path of carcinogenic/ poison vapours--- than on bridge. There is no anemometer in CCR. The Antenna does not have a wind vane for crew on deck to see.
71)The ER DB sounding weighted cocks , must have a foot operated pedestal—as men have only 2 hands—not three.
72)Sighting glass peepholes must be fitted at deck shelters on catwalk. Also hooks for hanging contaminated splash suits.
73)There are no pager alarms provided for watch personnel in the UMS ER.
74)There is no software to enable shore based service personnel to gain access to electronic equipment for trouble shooting.
75)There is no printer on GPS for filing waypoints in the passage plan.
76)The ER universal lathe does not have a foot emergency stop.
77)The override tiller joystick of bridge UMS must be protected against accidental bumping, which can cause an accident.DONE
78)The steam inlets and return into deck mounted heaters do not have blanks.
79)7S and 5S deck mounted Framo steam heater cannot be lifted for routine maintenance as they are blocked. At 7S the foam monitor must be relocated.
80)There is no oil mist detector in Framo room of ER.
81)Yard has not filled the framo system with hyd oil of viscocity 46—this must be sample tested.
82)Antistatic bare SS 10 inch long handrails must be provided on deck ladder handrails.
83)SS spill containment tray must be provided in sample locker.
84)Helicopter winching area must de identied ,approved and marked with 2 concentric circles..
85)Company policy of using return current welding cable , requires that a welding transformer must be provided in the fore peak store—the ship being 182 mtrs long.
86)The tank domes must be fitted with glass peepholes with wipers to prevent open condition for surveyor to give tank dry certificate. The UTI orifice is 4 mtrs ford of aft bulkhead. And the radar guage is ford of amidship, inboard. It cannot be ascertained if a tank is dry with UTI and radar guage. OR the UTI tube must be relocated at aft bulkhead.
87)All deck mounted heaters are low capacity. The steam lines should be insulated with polyster resin for ISO 14000 energy conservation. The high capacity boilers consume a lot of USD in the burners.
88)The sample locker vent must have a spark arrestor. Also the lighting must be intrinsically safe. The must be vents for both heavy and light vapours.
89)The ER ODMCS must have a spare dessicator cartridge. The cartridge keeps the humidity <40% inside the measuring cell to avoid wrong measurement and damage to electronics around the glass tube.
90)Yard must provide the ship with sufficient spare steel angle bars to do up vibrations during the guarantee period. Also some steel plates for teething problem repair work in this period.
91)The draft of P&A manual must be given to Master well in advance to check for mistakes, omissions, additions.
92)The LYNGSO electronic plans must be given to Master well in advance in a CD to check for errors and omissions.
93)Cone type SS filter meshes for fitting into portable tank cleaning hoses used for recirc –to prevent damage to TC machine from rust and paint flakes.
94)Wilden diaphragm pumps 2 nos M2 for fitting at port and stbd slops at terminal—must have a dedicated earthing point with earthing strips.
95)There is a CO2 extinguisher in wheel house and ECR , which is dangerous for the watchkeeper, when hit by a hurtling chair in rough weather. . All fire extinguishers must be colour coded with bands in IMO format.
96)There is no provision for letting free air into the tanks , while dischg high MP cargoes -–as there are no flame arrested purge pipes. Most chemicals do not require IG or N2 padding , some shippers do not want nitrogen. Oxygen dependent inhibitors are used for most polymerizing cargoes like Styrene Monomer.
97) Sewage treatment plant “ holding tank” stiffeners are inside the tank, not outside.
98)During the pre-sea trial crash astern test it was noticed that—after giving a stern kick the first kick astern comes at 25 rpm—this means the first air brake and cam falling astern came here. Ideally the air brake should happen at around 35 rpm. This saves a crucial 2 minutes which is the time for a ship with forward momemtum to come from 35 rpm to 25 rpm ( with engines stopped ). It was noticed that the air bottles were almost full when the engines responded astern.
99)There is a huge steam return inspection chamber aft of slops. All steam return lines from deck heaters have individual glass ports and cascades. Initial water which has to be wasted ( as the ship gets old , the quantity gets more ) is wasted on deck, which is not possible in most terminals , it can be done only at sea. There must be a provision to lead it to the drain tank .
100) 3 pronged spider/ octopus for chemical recirc in tanks must be provided to fit the orifice downstream of the delivery block valve.
101) Usually the freefall LB cannot be entered unless the tying down arrangement of the boat to the cradle rail is released---the senhouse slip wire is attached to the LB door, when released the safety clamps fall off by gravity. . Here there is a battening down hook type arrangement , but if anybody forgets to open it , the LB will be in a dangerous position. There must be an interlock from this hook release to the LB door.
102)Foam tank sounding pipe is too low and water can ingress if any scupper is choked. The sounding rod does not have any calibration.
103)Testing of HL/ OF alarm requires some expertise as it is a single shaft which has to be pulled up. If it is pulled up too fast the OF alarm comes.
104)The HL/OF alarm mounted on the bridge front bulkhead is an air operated siren. In cold weather it may not work—it should have been a simple electric alarm. We all know the pitfalls of an air whistle in freezing weather. This air whistle is too loud and shrill, and no watch keeper will be rested.
105)The deck pipeline configuration is not a professional one. The operational aspect has been ignored. Carrying high melting point cargoes in winter will be a nightmare, as there are many areas where the cargo will get frozen in pipelines, including small stripping lines.
106)The framo drain tank vent is fitted with a wire mesh—it is meant to be an air filter of 12 microns.
107)The framo stack purging air cock and the stripping manual valve upstream of the delivery valve is too widely separated, by four bays of high walls. Manual stripping has to be done on chemical tankers. Bays must be made more accessible by installing vertical ladders and steps with vaulting handles.
108)The foam pump non return delivery valve is located in the wrong place. It must be re-installed towards the pump , down stream of the recirc line.
109)The steam inlet to deck must have a main blank and individual blanks before deck mounted heaters.
110)We have paid money for a rescue boat, not for a dinghy where there are only 2 seats—the rest must squat on the floor , in a ungainly and impossible fashion—with nothing to hold on to.
111)The entire exterior hull of this new ship looks like the ribs of a starving horse—with frames sticking out in a sore fashion. Having taken delivery of quite a few new chemical tankers—I can say , this is not normal.
112)There is no tank cleaning chemical dosing tank.
113) The funnel top does not have a sloping arrangement , only two drains are located aft. In even keel conditions the water will slosh around.
114) There are no eyes on funnel top for painting the funnel in future using stages and rope.
115)All cargo tank butterworth ports have only single hard packing and there are only 3 butterfly nuts keeping the lid shut. As you know even in Panama canal , the inspectors look for gas leaking from BW ports—and delay transit if not rectifies. Chemical tankers require double defence packing and the hinge is not considered as a tightening arrangement.
116)Since the 23 capacity accommodation was swarming with nearly 100 personnel during many days of sea trials –all toilets , cabins, public spaces etc are filthy—with no daily cleaning. The ship must be delivered in a clean condition.
117)The incinerator refractory must have a guarantee certificate. Incinerator will be working 12 hours every day.
118)The AE funnel stacks smoke during low load conditions—this is in a brand new condition with good grade gas oil.
119)The fire wires on reels ford and aft must be vinyl coated to last longer and for safe handling.
120)The ME HO fuel filter is 34 microns—a homogenizer is required between the purifier and the filter. The agglomerated asphaltenes will choke the filter, and cause excess back flushing –which increases the oil quantity to be incinerated.
121) There is no back flushing arrangement on the tube type tank cleaning heater—after acid cleaning
122) Dead ship recovery to be included in the sea trials.
123) The extreme aft great lake roller fairleads on each side cannot be used due to obstruction from aft winch framo hydraulics—this on such a huge poop deck, where free space is in abundance. .
124)The forward liferaft will be carried off in green seas. The cradle has to be raised by 3 feet. DONE
125)The FW gen overboard and the SW cooling line overboard is a single butterfly valve
126)Many thin drain lines of the deck mounted heater have no slope for cargo to drain by gravity. .
127)High level ( 95% )and overfill alarm sirens on deck are TOO LOUD, since they are air operated. It is meant to be heard on the ship—not 5 miles away. It causes concentration deadbands and crucial jobs have to be suspended for people to rush inside CCR and cancel the alarm. As you know tanks are usually loaded to 98%--the terminals will compain—there is something called noise pollution—in California ships are fined for such noise pollution , due to residents within miles around complaining. –and in any case we do not want to wake up sleeping watch keepers who keep 6 on 6 off ---this is not conducive to safety.
128)The superstripping pipelines have to be fitted with a blank upstream of the stack stripping valve at the pump delivery valve. This will prevent cargo from reaching outside the manifold valve ( which is an ABSOLUTE NO NO!!! ) when stripping the stack .
129)The framo power pack room in ER, none of the flanges of HP hyd piplines have antisplash tape. The room does not have explosion proof lights. There is no oil mist detector in the room—as you know a fine spray of hyd oil catches fire faster than a fine spray of gasoline, due to low auto ignition temp.
130)FW generator produces only 40% of capacity due to poor thermal and fluid dynamics ( interfacing ). The inlet SW to FWG should have more temperature, either by heating the water or by reducing cooling to the ME. – or it could be a partially blocked feed water orifice.
131)The air/ N2 outlet valves on main deck for stripping the pump stacks of Framo are too far away—this means unwieldy long rubber hoses of 6 to 8 metres, instead of the standard 2 metre ones . NONSENSE. Physical energy is wasted unnecessarily.
132)There are no relief valves on inlet line of deck heater.
133)Flame paths of explosion proof lights should not be painted over.
134)Yard should equip the ship for passing a PSC examination. This means metal dust bins and covered ashtrays among many others
135)A spare magnetic compass is in the supply list—this is not necessary for ships having a gyro. Here we have 2.
136)Operating instructions for ETA should be posted on the bridge as well at the location.
137)The nitrogen plant ,oil flooded screw compressors must be provided with PAO type lub CC oil—or the membrane bundles get damaged permanently.
138)Proper back up procedure for VDR after an accident into a bridge computer or a dedicated laptop must be provided and posted by the maker—this crucial instruction must not be left to the Master.
139)Cargo pipeline Teflon gaskets are insert types –not bolt hole type.
140)Cargo valves have been timed using the needle valves in the ER hyd station, with the handpump needle valves ( hydrolock ) on the actuator all haywire—they should be 100% open –when checked by Master not a single one was 100% open, some were even 70% shut—the yard claim being some monkey has fiddled around--. When this happens with Hyd pressure on the oil O ring gets damaged, which will drip hyd oil on deck. There is no lock nut to keep this T type valve open. This deficiency must be made up by denso taping or coating the threads with thick epoxy , as vibrations can alter the position. Valves must be timed all over again.
141) Every vent on deck must have a name plate and an arrow showing direction of airflow.
142)The tank cleaning pumps ( 2 nos ) are booster pumps. They have to be supplied water by the huge ballast pump inside 3W ballast tanks. The strainer of the Ballast pump can get choked . Master had notices many plastic drinking cups inside ballast tanks and retrieved whatever he could. Ideally there should be another source of supply from the ER GS pump, as a contingency measure. Imagine running the ballast pump whenever you have to do tank cleaning—there is no energy conservation here. In the subsequent builds we must go for submerged Tank cleaning pumps.
143)The accommodation cranes must be provided with safety cutouts, on runner . The stbd side crane must have a slewing cutout to prevent the boom hitting the accommodation.
144)There is no drying room for drying boiler suits—chemical smeared boiler suits are not ideally dried in the laundry tumble drier—where the lint filter can get choked.
145)The submerged water ballast pump strainers must be cleaned before delivery of ship. There is no differential pressure to indicate if the strainer requires to be cleaned.
146)There must be chemical injection points with graco pump after the tankcleaning heater. There is no chemical gravity dosing tank on board.
147) In addition to the flash back arrester on the LP side of the regulator of the acetylene bottles, there must be an additional flash back arrester at the torch—which is the primary one for PSCinspectors etc..
148)The Oxy/ Acet room vents have been located wrong—Acetylene is lighter than air, Oxygen is heavier than air. The Acet room is enclosed and hence must have explosion proof light.
149)In the subsequent new builds the emergency gen room should not be on the main deck level—I have seen the damage caused on one chemical tanker due to the ship getting pooped in typhoon. One middle support must be given to the room underneath. There is plenty of space on board. For example the poop deck has plenty of space , but all hyd pipeleines are cluttered and coming in the way of smooth operations. Some fairleads cannot be used to full potential. The main deck has plenty of space but the pipeline configuration is below standard—cargo operations of high melting point cargoes in winter will be an absolute NIGHTMARE.
150)Fixed tank cleaning machines are NOT included in the Lyngso graphic operator station. The HL/ OF alarms are not included too. This means if a siren comes at sea while tank cleaning some body has to go to CCR. Meanwhile the bridge watchkeeper will become deaf due to the terrific air blast siren—which can be heard 5 miles away. The cargo stripping and drain pipelines mimic diagrams are NOT included in the GOS, just because they are manual valves —there cannot be any compromise for this mimic diagram.
151)There is no interface between loadicator and Lyngso GOS. There is NO GOS on bridge—this ship is UMS. All it requires is a HP computer display , a network card and 2 cables.
152)Y pieces for manifold must be provided . Here only U pieces are planned . There are many cargo tanks grouped together 1 3 5 7 and 9 –as a single segregation. Connected at the tank area—INSTEAD OF A MORE INTELLIGENT SINGLE Y PIECE AT THE MANIFOLD—as is the norm on chemical tankers..
153)Some hyd cargo valves have a deadband of 1% (open ) or more at the CCR GOS—when it is actually shut.
154)Spare bridge porthole wiper blades must be provided. The rubber wiper will soften and disintegrate with one single load of toluene or equivalent chemical load. There is no rotary clear view screen on the wheelhouse portholes. On chemical tankers Viton wiper blades are the norm—not even NBR.
156)A proper calibration test kit for pressure/ level/ temp automation must be provided, which is interfaced with the equipment provided on board.
157) A test kit for PV valve must be provided by the maker.
158)Dessicator connection to connect to vacuum side of PV valve in case of hygroscopic cargoes like MEG FG must be provided---or ship will have to use canvas bags ( which impede pressure cone movement ) on the forward tanks which are prone to salt spray.
159) Zero emission kit for special cargoes ( bursting disc ) must be provided for the PV—also flushing tube to flush out deposits.
160)AC discharge outlets exist on alley way deck heads—which is not normal on a chemical tanker, which has to deal with carcinogenic cargoes. There is no lobby ( cofferdam ) at main deck entrances to preserve accommodation positive pressure.
161)There is NO AIR BRAKE for the main engines—say at 30 RPM. Astern kick can take place only at 25 RPM plus five seconds. From 35 rpm to 25 rpm it takes a good 2.5 minutes, with engines stopped and forward momentum of ship. There will be problems during pilotage and Panama canal.
162)2 air bottles at 25 bars drained off in 5 kicks ( to 14 BARS “ START BLOCK” interlock )using bridge manoevering. TOO MUCH AIR IS CONSUMED DURING BRIDGE MANOEVERING—THIS IS NOT ACCEPTABLE AND ABNORMAL .
--This is now reduced to 8 kicks from 29.6 bars ( 2 bottles ) to 12 bars startblock on 20.6.07--DONE
163)During seatrials no printouts were obtained for alarms at the GOS—due to “ lack of printer paper” (sic!!). The electronic memory will be wiped clean , prior delivery to free up GB space .
164)The critical HL/ OF alarms cannot be recorded at it is NOT interfaced/ integrated with the CCR GOS—all other useless alarms are faithfully recorded.
165)The ME rpm indicator must be marked with a red zone for critical rpm—as per USCG requirement.
166)There is NO load programme lamp on the bridge—it has to be read off the LED printout.
167) The speakers for the PA in the toilets are not water proof. When crew takes a hot shower in the tiny toilets the integrity will be compromised. There are 24 tiny toilets, with drains placed in the wrong place.DONE
168)ECDIS printer EPSON D88 cartridges must be provided.
169)It is not right to deprive bridge of the “ system on/ off “ switch prior to emg steering using the solenoid in the steering gear. Here the switch is in the steering gear from remote to local—bridge is just “ informed “ by a tiny lamp—“ power control “
170)Alarms on bridge can be accepted and reset by reset buttons –by the OOW without checking the alarm which actuated it—as the LCD display is far away—there is a difference between silencing the alarm and resetting it. Imagine resetting a distress DSC without checking what it was all about.
171)The rolls Royce winch hyd brake shifting knob cannot be held in the manual brake position—as it falls down by gravity. I have witnessed the stbd side aft ( ford) brake lining getting burnt due to this.
172)The brake holding test has been done without a torque wrench-this means the winch brake test certificate will not have the torque wrench pressures— strongly preferred by USCG/ oil majors.
173)The DINGHY TYPE rescue boat has got only off load release –IT DOES NOT HAVE ON LOAD RELEASE which means dropping drown by gravity in heavy seas without using the painter—which will drive the boat under the ship side camber due to the forward momentum—it must be noted there is no tiller –only an outboard motor—fishing boat type.
174)The cargo tank butterworth ports have a single wobbly hinge and cannot be centred on the single Teflon defence packing.
175)Many trunk welds are facing outboard where they can be buffeted by a green wave.
176) The free fall LB was launched in front of the Master with Chengr inside—it went ashore to off load the heavy grit bags. It was retrieved without the presence of Master and Chengr—The swinging out of the davit must be demonstrated again , after fitting the holding down arrangement ( incomplete ) at the keel of the boat.
177)The loadicator Consultas does not have the ships profile with cargo tanks—only columns and mathematics. Also the online cargo flow rate and cargo temperature history graphs--- all this in the year 2007. Have pointed this out to the Norwegian engineer who is installing the software.
178) The tank dome butterfy nut threads rub into its recess—the threads will get damaged.
179) All Framo stack stripping pipes connecting upstream of the delivery valve of the pump, connect from the TDC or bottom of the pipeline—this must connect at the TDC or top dead centre—or the pocket between the orifice and the valve will have cargo ( like high MP insoluble in water cargoes which cannot be flushed out—causing cargo contamination.
180)It is possible to use the slop tank as a chemical solvent heater which can be fed into the tank cleaning line. There are 6 inch flanges on the slop pump delivery line and the tank cleaning line branch. However to connect them which are far away ship will need a flexible polypropelene cargo hose with 6 inch flanges –about 6 metres long.
181)Most of the cargo tanks have epoxy and zinc paint being applied on stainless steel parts of the ladders ( in certain areas ) etc. aLL THE 600 ODD PLATE EYE LUGS inside each cargo tank ARE STAINLESS STEEL—WHICH CANNOT ADHERE THE PAINT ON TO ITS OWN SURFACE DUE TO smoothness. Blasting to SA 2.5 prior painting steel has a purpose. The argument of the yard is that it has been left behind for future staging ( sic) . By the same argument the ship side plate eyes or least the top eyes on the funnel should also have been left behind. Paint shedding into cargo means cargo contamination. All these 600 odd lugs have sharp edges where paint cannot adhere.
182)The fixed scan jet protrusions into cargo tank do not have earthing strips.
183)We must develop a UMS dedicated PMS—it is not right to leave this to the whims and fancies of the ships chief engineer or superintendent—or ship will come to the manual mode within a few years.
184)The ME exhaust stack has a rain collecter box whose drain is wrongly connected with the boiler drain to soot collector tank.This clandestine connection has resulted in funnel smoke coming into ER via boiler side drains---blackening the area.DONE
185)The submerged ballast pump ( in SBT ) strainer must be fitted with a delta P.
186)The engine room bilges have hundreds of cigarette butts –courtesy yard workers who smoke while on the job over the past few months. Considering all the machinery in the ER has excessive black dirt and grit on them—the bilges cannot be any better. The ER ODMCS bilge collector / holding tank of 40 cum is has high level alarm with dirty water containing oil/ water/ rust and iron oxide/ tobacco amalgam/ grit/ dirt etc. The outlet to the ODMCS has a large 40 mesh strainer. Our TURBULO ODMCS Type MPB 2.5 has a memory for 18 months and is sealed to prevent tamper. Dirt influences the life of the HYPASEP coalscer elements which cannot be cleaned –only replaced. The delta P is only 3.5 bars . There is no “ new building temporary filtration mat “ installed by the maker ( removed prior commissioning the ODMCS )–as is usual on a new build, to safe guard the oleophilic and aDsorbing capabilities of the coalscer. The monitoring system uniquely senses solid matter and turbidity as oil—and will not allow dischg of ER bilges. YARD MUST CLEAN THE ER BILGES THOROUGHLY. THE FULL HOLDING TANK MUST BE REMOVED INTO A BARGE AND THE MUCK AT THE TANK BOTTOM CLEANED PRIOR DELIVERY. THERE CAN BE NO COMPROMISE ON THIS. While cleaning no solvents must be used which will damage the NBR stator of the ODMCS pump.
187) 3 nos AE side by side is not a bright idea in case of a conrod failure or a AE fire. On most new build chemical tankers at least one is kept separated. This can be taken care of in the subsequent NB.
188)A`lot of light duty ER ladder steps are bent .
189)The ship is fitted with C type –old era , fire hydrant couplings—it is advisable to change them to the more efficient quick connecting push type—which can be obtained al over the world.
190)The UTI tube must be relocated on aft bulkhead with perforated extension tube to tank bottom—currently it is 4 meters ford of aft bulkhead, or be ready for short landing claims . The Omicron radar guage is 60% ford of aft bulkhead. Cargo from aft bulkhead to 4 mtrs ahead cannot be seen or measured after completion of dischg , with stern trim.
191)The on line loadicator is fed in ullage data from radar sensor ford of tank midship—converted to UTI datum , 4 mtrs ford of aft bulkhead. Ideally the radar sensor and UTI should be in the same orifice—at aft bulkhead. Correct software inputs have to be made in the loadicator..
192) Printer interfaced with GOS and loadicator in CCR has black and white cartridges and cannot use the colour functions , with coloured graphic data.
193)The extended pressure testing of cargo pipelines means stagnant chlorides eating away SS welds .
194)All the superstrip drain cocks at the manifold from all tanks have a common rail—the spools must be provided with 2 blanks on each side—or all cargo tanks are connected with each other , with just valve segregation.
195) On stbd side at break of forecastle just ford of catwalk , the mech vent has the screen facing forward..
196)The rolls Royce warping drums are undersized to handle the hawsers for our ship—in a seaman like manner..
197)The joysticks of the rolls Royce winches do not have a securing safety clasp to prevent movement in heavy seas.
198)The 7 nos goose neck vents on the forecastle are about 14” square and unstreamlined –will be damaged in rough seas.
199)Couple of nitrogen padding vent flanges to WBT have the flange blocked with ships frames–no hose can be connected.
200)There is fixed connection between air and steam lines at both sea chest—segregated by valve. Such connections must be removable after use.
201)Some of the cargo tank first landing hinged diamond bar platforms do not sit properly and chatter—dangerous during vibrations .
202)The SS pristine framo stack has been touched up with epoxy and zinc paint at various areas—they will shed into cargo as the adherence of paint to SS is poor.
203)After salt water pressure testing, few tanks have rust weeping which must be redone.
204)Some ballast tank hatch dome packings are loose. And need to be reglued.
205)The emergency generator room door on poop has one handle which operates 3 dogs on one side of the door only— a water tight door on the main deck deserves dogs on the other sides—like the accdn entrance. This single handle must have a tying down arrangement—or a single wave can cause it to work loose.
206)A lot of SS welds are being ground smooth to match the surface—pickling and passivation is not happening—to preserve the life.
207)A large number of manifold nuts and bolts on cargo lines do not have 3 threads protruding as per USCG requirement.
208) The huge and very heavy U piece between both manifold common collector branches must have 2 eyes for stabilizing when moved by crane instead of one.
209) A proper SOPEP locker must be identified.
210)There is no place to keep 6 immersion suits inside our ridiculous dinghy type rescue boat.
211) There is no printer for F77 phone---to keep track of private calls, nor there is sufficient memory. It must be interfaced with the bridge computer printer.
212)The forward part of wheel house which houses the UMS station does not have silver thermal insulation on deck head . The deck head is metal and light shade of black which radiates the conducted heat into the wheelhouse. The black colour is welcome as it lessens the reflection on radar screens in daytime.
213)It is very hot in officers mess due to air from galley entering via pantry door. All get drenched in sweat—and it is very unpleasant. The galley has been provided with a inlet blower. The pantry door must have a door closer.
214)There must be an interlock between ballast pump ( submerged in 3W ) and the tank cleaning pumps—aft of bridge front. It must not be possible to start the tank cleaning pumps unless the ballast pump supplies water to the TCP suction. The suction to tank cleaning pumps on top of main deck comes from about 15 metres below—more negative suction head than perfect vacuum.
215) XXX must demonstrate how to correct zero error of the tank pressure sensor. When a tank is open to atmosphere the sensor must show zero AP—if not it must be corrected by ship staff—not a technician flying in from abroad.
216)The XXX CCR GOS must have a page for tankcleaning line “set” and “actual” temperature and pressure , graphic representation history.
217)There must be more efficient water draining arrangement in the poop deck aft—or water can enter the steering gear and emg fire pump space.
218)Anti skid areas for the ships decks must be identified and painted.
219)The ECR electrical panel must be protected from a hurtling chair during rolling.
220)There is no glass porthole at all in the ECR—totally sealed by metal—very difficult to use a walkie talkie in a contingency.
221) None of the alleyway external doors have a glass porthole—very difficult to have clear walkie talkie of mobile communications from the alley ways.
222)The emergency air compressor capacity is less than desired. During deadship recovery test it took long time ( 11 minutes ) to charge the emg air bottle to start the AE to 13 bars.
223)The bridge manoevering start block has been reduced from 14 bars to 12 bars—as the first 2 kicks from the main engine drains the interconnected ( 2 nos ) air bottles off 9 bars, with MAC off.--DONE
224)The ODMCS sample pump motor has framo hydraulic coupling on top—must provide a shelter as the shaft seal can over heat. Also a hyd drip tray to be provided in the fire stations locker.
225)Alleyway water coolers must have a spill tray at the bottom—slip injury to crew.
226)The dry provision store door leading to the poop deck cannot be locked from inside—ISPS and pilferage.
227)None of the dedicated smoking rooms have door closers.
228)The deck head screwing system on bridge and for entire accommodation is for shore applications without vibration—when the ship vibrates all deck head screw tend to pop out as the metal screw ingressing into metal deckhead has no friction value, and cannot be held locked. The screws must have a plastic washer to add friction coefficient.
229)Hydraulic rams of deck crane must be protected in dry dock against grit and paint spray—using plastic sheets.
230)Reference sounding ( max ) in metres must be tack welded at all sounding pipes .
231)The pH value ( minimum ) towards the acidic scale our phenolic epoxy of cargo tanks can endure must be mentioned clearly in the paint resistance tables. Also the list of solvent cargoes which soften the coating and will require venting , for our specific 2 coat system DFT.
232) The emergency fire pump is situated too high ( highest I have ever seen in my 3.5 decades at sea ) and does not have a non return valve at the sea suction side. It will warrant arrest of ship if a PSC inspector comes on board at ballast draft. THIS PROBLEM MUST BE ADDRESSED. The vacuum pump will not be able to prevent this.
233) I do hope our tank coating of Zinc silicate and Phenolic epoxy is under paint manufacturer XXX guarantee!!!!—or are we naïve?—for I do not see a XXX paint guarantee engineers attendance. Read item 22 and 193 again—in epoxy tanks where salt water was in contact for pressure testing with salt water—we can see weepings.DONE
234)There is no funnel door—wonder who has decided to challenge the collective experience at sea over the ages—we all know the uses of a funnel door after a fire in ER..
235)There is no ER skylight!!!—we all know the uses as a pressure wave release spot after an explosion.
236)The aft part of forecastle ( sides ) have no drain.
237)The tank domes of cargo tanks have poor design—they are not domes they are flat. The packing is single defence hard Teflon. The 8 odd butterfly nuts are not all vertical when tightened —some are at an angle after tightening—it is difficult to center the lid. The hose test was a compromise with 4 yard people centering the lid—to save time ( sic!). You must send a standard design to XXX yard form our Fukuoka or Usuki ships, for our subsequent builds. The opening wheel has two flat spider strips—it must be four. Some of the compression bars are not true.
238)To let fresh air into cargo tanks which do not require nitrogen padding the vacuum side of the PV valve with flame arrestor has to be opened ( 4 nuts )—there is no standing step to achieve this. When the yard deballasted the cargo tanks after pressure test they allowed the vacuum side to chatter—which is not the right thing to do.
239)All grease nipples must be standard—not different types. A pneumatic grease gun must be provided.
240) The single defence hard Teflon tank cleaning butterworth port can be pressed at 3 points, after tightening the cleats –
--at centre of the thin lid metal plate with not stiffening spider underneath
--at E and W points
If the center spot is too tight using human strength –it will sink—flaring the edges all round.—and how about pressing down the N and S points too? If sea water ingress into cargo, causing rejection of entire tank content has to be prevented—check nuts have to be put .
241)Most water ballast tanks rubber packings ( they are supposed to be something else on a chemical tanker ) have been glued on with poor adhesive and are coming loose. Most packings have epoxy or zinc spray on them,.
242)A lot of grinding has been done on deck steel eliminating the self healing , very thin micron , zinc silicate shop primer. This is criminal. If grinding is inevitable—then a suitably thin zinc shop primer must be applied , before applying the epoxy paint.
243) None of the water ballast tank lids of booby hatches have any stiffener bars underneath—considering incompressible Salt water ballast will be battering from underneath in bad weather.
244)There is IMO mumbering on bridge front and also on top of ECR in ER. This is NOT on the “transverse bulkhead” and of the correct dimensions.
245)All chemicals tankers in the world have a conduit pipe running from bridge front to fore peak store ,for electrical wires—except our ship. The insulation is not Chemical vapor proof –say toluene . Even epoxy paint on the insulation will crack it . Conduit branches are not properly caulked to prevent salt water ingress.
246)The stbd slop UTI tube is bent—due to lack of space..
247)To connect the Framo hyd flexible for portable framo test—the fire line had to be loosened and pulled with chain block.
248)Whose idea is it to fit 3 large capacity AE –which do NOT have enough consumers—
--No Bow thruster,
--2 Diesel Engines for Framo power pack
Low load operation problems using 380 cst HO, with subsequent smoking stacks and carbonization problems , have to be addressed.
249)There is no stand to do maintenance on the Emg fire pump—top panel. There is a vent on top, this means there must be a water tray to prevent water damage to the elictricals.
250)The port slop scan jet fixed tank cleaning machine cannot be extracted.
251)There is a provision to clandestinely bypass ODMCS reject ( > 30 litres / nm ) from dirty port slop to manifold and discharge it over board.
252) Before delivery a test must be conducted to see if vaccum build up will exist inside accommodation, while loading A/s a terminal —with so many mech deck head exhausts in common public spaces like CCR, Offices, Smoke rooms , mess rooms etc. Toilet exhausts from 24 toilets and galley exhaust.
253)There is no handle at emg fire pump room booby hatch entrance—you are forced to hold on to electrical wiring.
254)There is no space heater for the emg fire pump motor.
255) The high emg fire pump suction will take in cavitation air bubbles from the propeller wash— it is too close and above the propeller. The 150 mm suction pipe has a resistance factor of 4 nos 90 deg bends. The sea water has to rise 7 metres to reach the pump casing—and that too without a foot valve. If you calculate the pressure drop , it is just too much for a vacuum pump to fill up the pump casing with sea water of SG 1.025. The USCG will arrest the ship if the pump does not deliver within 2 minutes of starting the motor. The mech seal will overheat in 2 min.
256)Though grit blasting has not taken place on the ship for weeks—there is too much grit and plastic garbage all over the ship. Grit in cargo tanks will scour the Framo pump cargo seals and cause wear ring leak. Grit will entrapped by grease and will form grinding paste. Plastic inside ballast tanks with submerged ballast pumps is undesired. The ship must be cleaned up.
257)The numerous Framo diesel engine flexibles are all held by a single jubilee clip.
258)UTI tubes constitute a restricted type of gauging and are not suitable for toxic cargoes. Radar gauges must be fitted closer to aft bulkhead—not closer to forward bulkhead as on this ship.
259) The nitrogen tank which is buoyant need to be anchored better or it will get carried off in hurricane weather.
260) Perspex manifold rigging arrangement in CCR for manifold U tube arrangement—to display the current status.
261) There must be an arrangement to give a water plug at manifold into shore line after dischg annex 1 products. There is a arrangement from tankcleaning line to 6 W manifold line as per the specs- not yet seen .
262)All deck pipelines and fire extinguishers to be colour coded as per the ISO / COSWP code.—and a poster to be prepared for the mess rooms giving the key.
263)An antenna plan of monkey island to be posted in wheel house—all antennas to be properly and boldly marker.
264) Hazardous radiation zone off the F77 antenna to be marked on deck.
265) The polling facility of the satcom C must be demonstrated and tested.
266) There must be check nut on the steam coils of the slop tanks. A loose nut can damage the Framo impeller and unbalance it.
267) The SCBA compressor should be able to charge the ELSA with a suitable adaptor.
268)A proper trolley should be provided which fits into the catwalk for transferring TC machines etc.
269)At least 2 portable air blowers must be provide which fit into the butterworth ports/ Framo portable ports and also at the manifold to exhaust from the tank bottom. This will reduce the time required to ventilate the epoxy tanks to desorb soft coating . The fixed blowers are low capacity.
270)Galley tube light transparent shade on top of the hot plates will soon melt—to be relocated.
271) A shore leave board for ships crew with IN/ OUT status must be provided outside CCR—to ensure and display to all that sufficient crew complement is available in port. Time is not wasted for head count at port when there is an explosion on deck or fire in engine room. A response team can be formed faster in port-- to save life and money. Example--CO2 can be injected in engine room fast and with confidence if it is known that a oiler is ashore and not missing.
272) Calibration certificates of cargo pressure gauges to be given. Vetting inspectors and port state control require PG to be fitted on the sea side between manifold valve and blank too. Sufficient number of manifold PG to be provided.
273)Sufficient number of vapor pressure gauges for PV stack -- in case the tank digital pressure sensor malfunctions.
274) Combustible gas detectors portable/ fixed must be accompanied by a calibration certificate stating what gas was used for calibration ( n butane , pentane etc ). Conversion factors table of other gases to be measured to be provided. On chemical tankers we do not carry the same gas as what the detector was calibrated for unlike pure tankers or gas tankers.
275) Restricted areas as per SSP must be stenciled (substantial number !!) along with OFF LIMIT IMO posters.
276) All spill tray capacities to be stenciled for zero trim.
277) Box to be provided at manifold for keeping chemical splash suits, face shields etc
278) Emergency plans, critical equipment operating instructions , LSA/FFA plans must be fixed under emg lights.
279) Draeger tubes must be checked for expiry dates and ones which are closed to expiry date must not be supplied to vsl.
280) Reference thermometer/ pressure guage must have recent calibration certificate.
281) All fire hose boxes must have individual spanner
282) Painting scheme of vsl to be given for display in a laminated form.
283) MOT ladder top ship railing end must have securing eye.
284) Relevant overboards must have latest USCG placard posted permanently.
285) Locking arrangement for ANNEX 1 overboard.
286) Fore mast must have rigging stay wires, the bottle screws must be parceled.
287) Hooks inside catwalk shelters for hanging contaminated/ cleaned out splash suits.
288) Hookd for hanging off firemans outfit in different fire station locker.
289) The LSA/ FFA`plan must be colour coded.
290) 100% portable fire extinguisher refills spare PLUS sufficient for crew demonstration
291) The pilot ladder lowermost spreader end must have a hole drilled to connect a tripping line ( on either side ) and pull it upwards towards forward part. Tripping line to be provided.
292) A vapor tightness certificate to be provided as per USCG (benzene etc ) requirement
293) Data of individual tank venting capacity and loading capacity to be posted in CCR
294) Few spare fire hose box securing clips and tubelight shades.
295) MANOEVERING INFORMATION BOOKLET for pilot use at darkness hours—or he has to use a torch and wander all over the wheelhouse--unsafe.
296) In acetylene locker fixed poster—
DISCONNECT AND CAP CYLINDER WHEN NOT IN USE.
BOTTLE VALVE TO BE CLOSED AFTER USE.
297) All metal doors with dogs must have OPEN/ SHUT marking.
298) The eye wash chambers at manifold must be adorned with zebra stripes so that somebody with chemical in his eyes can locate it easily.
299) The pilot ladder access point must have a top chain—not a fixed rail for the pilot to crawl under.
300) An airline system for crew to spray methanol inside tank to be supplied. HERE THE PRESSURES ARE MONITORED FROM OUTSIDE TANK AND NOT BY THE WEARER WHOSE JUDGEMENT CAN BE IMPAIRED.
311) YELLOW GAS SUITS for spraying tank cleaning chemicals to be supplied. Splash suits are not suitable for this purpose.
312) All pipelines to be stenciled “tested to --- bars on ---“ as per vetting / USCG/ PSC requirement
313) Sufficient tank entrance warning plastic boards with lanyard stating –
SAFE FOR ENTRY ( green colour )
UNSAFE FOR ENTRY with skull and cross bones ( red colour )
NITROGEN PADDED ( red colour )
DO NOT OPERATE ( red colour )
to be provided.
314) There is no arrangement to back flush the tank cleaning heater.
315) Sufficient shelves to keep files in Masters office day room
316)All cargo heating coils to be pressure tested and date stenciled.
317) Provision to pump rain water from aft maindeck scupper to drain tank.
318) Max`permissible venting and loading rates in CCR posted.
319) Fire blanket and IMO poster in galley
320) Dedicated sledge hammer at Bitter end.
321) Life boat launch instruction under emergency light.
322) Foam type stenciled on tank.
323) SCBA compressor must have a connection with emg generator.
324) Proper lashing arrangements for 200 litre tank cleaning chemical drums---midships.
325) One SART to be mounted in freefall LB.
326) The multigas detector of CCR must have a four runner span gas.
327) The mooring rope eyes must have atleast 5 tucks.
328) There must be a tag on manual screw brake of winches showing the torque applied during the brake rendering test.
329) Provide steam reducer to steam cargo tank from manifold using steam hoses.
330) Provide splash couplings for the manifold for corrosive cargoes.
331) There is no equalizing line between port and stbd slops—the lower equalizing valves should be in the port slop ( dirty )—for closed cycle washing.
332) Span gases supplied to ship must have a regulator , mixing tent and flow meter.
333) Sufficient type approved chemical resistant hoses to be supplied to ship with chemical reistance tables and certificate of pressure test.
334) The submerged ballast pumps in 3 wings ballast tanks have to take uphill suction via a large diameter GRE pipeline form aft tanks 6 and 7. The ballast pump delivery is just a open shut delivery valve ---it cannot be held at 90% throttled condition to improve the NPSH. In the absence of a smaller dia stripping bellmouth in aft tanks , and considering a huge mistake has been made by locating the ballast pump forward of ship—it makes sense to change the delivery valve of the pump.
335)Filling of Propelene glycol into the cofferdam of submerged ballast tanks must be done in the presence of ship staff—suing the long filling hose with funnel. As of now only DI water is on board for filling.
336)The stbd side Framo pumps do not have much space for the operator to stand and strip tanks –as it should be in a Framo equipped ship.
337) The suction wells of cargo tanks are offset in the saucer well and is not Framo standard. The wells are not circular but oval—and will interfere with the vortex. Our ship has 100 litres ROB concession—the next ship XXXX will have only 75 litres ROB grace.
338)Framo to demonstrate –
PLC battery change
Calibration of Pressure switches/ transducers
Calibration of Temp switches / transducers
339)The emergency fire pump cannot be removed from its compartment.
340)We have been literally “STOLTED” at the manifold—we are stuck with a “ not so bright” configuration. So whatever is being offered we need to make the best use without pulling on chains blocks at the chemical terminal ( and our own hairs !!). Yard to fit the yard supply U pieces for confirmation by Master , as follows, as they have been intended this way ---
a) 10” X 1.2 metre U piece-- fix it between segregation 4 ( 3 wings ) and seg 5-6 ( Y piece between 4 CP and 4P tanks –which is at a 45 deg angle ).
b) 10” X 2.0 metre U piece-- fix it between seg 3 ( 2S ) and segn 5-6 ( Y piece between 4 CP and 4P tanks ).
c) 10” X 1.54 metre U piece – fix it between seg 9 ( 5W and seg 7-8 ( Y piece connecting 4S and 4 CS tanks ).
d) 10” X 0.75 metre U piece – fix it between 5-6 ( Y piece between 4P and 4 CP and
Y piece between 7-8 ( Y piece between 4S and 4 CS –which is a 90 deg
Photograph will be taken by Master – to convince future generations –that it can be used for the NOBLE PURPOSE IT WAS INTENDED, AND MADE --- nay manufactured!!
341) Such a manifold , now requires ship to order a lot of polypropelene cargo hoses, so that parcels may be carried , and tanks may be cleaned after that. Yard to make a self draining hose cradle of length 10 metres which can hold 10 inch dia flexible hoses. There must be no metal to metal contact—the hose spiral will be SS.
342) Since the Portable framo delivery SS hose is very very long—a proper cradle must be prepared in the Fore Peak store. Also for the hyd flexibles and the pump and tripod
343) All beds and toilets are of the same size. This means if the Master or 1st Engineer comes with family, as they are entitled to, as privelage of the post, they have the same facility, as the mess boy. Wonder whose idea this was.
344) The ER 5 cum bilge pump is connected to only one bilge well under the ME. The rest 9 nos are connected to the huge GS pumps ( 2 nos ) 108 cum/ hr pump, which has the pipelines to pump the ER oily bilges merrily overboard. These GS pumps are meant to handle AP ballast—when the CCR decides to take it. It is better to convert the AP tank to fresh water--- considering the NB specs require that the stern tube compartment be filled with FW to facilitate cooling, with a separate arrangement for filling and draining pipes with low level alarm. DONE
345) The NB specs also require that the 3 nos powerful and high capacity fire pumps connect to the tank cleaning line—this makes sense as the tank cleaning pump is a PARASITE PUMP—it can be run only if the ballast pump is run to feed it.
346) I have decided to enter into a wager/ bet (of any amount in USD) with any body who says that the Emg fire pump can be started at the berth where she is now at ballast draft, in less than 2 minutes , which is the time the USCG gives before arresting the ship in disgrace and asking for a class audit. If at all it delivers ( 0.01 % chance, as there are no air bubbles churned by the stationary propeller ) it will take more than 7 minutes as per my pressure drop calculations, using Darcy method -- by which time the Mech seal can be kissed good bye, to reduce future vacuum creation. If this pump cannot be lowered, it is no use fitting a bigger vacuum pump. A priming arrangement has to be made , after fitting a foot valve at the suction bottom. –
347) Refer item 178 again—all 30 nos toilet talk back speakers were replaced today— as they were blown enmasse. They have been replaced with a same type speaker with a waterproof certificate—well I predict the same result again--- certificate or no certificate—they do not appear water-proof , to a man with commonsense.
348) All deck automation like temp / pressure / level guage transmitters have electrical wires through branch conduits leading to individual units—they have no caulking , all tubes face up , there are no U bends with drain holes to drain moisture/ rain/ seawater, which will ingress the automation on main deck.
349) Framo thermal bypass cum bleeding unit at forward end of ship at catwalk is not at the highest point—the framo powered forecastle hydraulics ( brake flexibles etc ) are at a higher point.
350)The anchor chains of both anchors do not fall freely into the chain locker—they chafe the aft part of the spurling pipes heavily—we have been stolted again—thousands of ships have served their lifetimes and been scrapped without such a “ not so bright” innovation.
351)The stbd windlass cable clearing tongue bar has been bent out of shape . Well the poor bar lost its battle with item 361.
352) The anchor cable bitter end fastening housings inside FP store , has all its
cover butterfly nuts short by at least 2 cms. If you want to open the cover you
need to remove all the butterfly nuts completely—putting them back is a
time consuming process
353) The anchor all round white light is situated on the forward most part –at the
bow bulwark—prone to damage when it rimes in freezing weather.
354) The stbd anchor heavy bow stopper ( hydraulic ) does not sit down . The
housing at forward end has to be ground at least 3mm.--DONE
355)The fire hose box and the talk back box ( un streamlined objects ) on the fore castle will be washed overboard in the first storm.--DONE
356)There is no check nut on the fancy anchor lashing arrangement.
357) The cargo tank Framo heater at 5S tank cannot be lifted for cleaning the steam coils.--DONE
358)The aft bunker HO pipeline at the manifold does not have a USCG approved valve – the valve is butterfly type hand muscle operated, cannot be locked shut/open—a keystone buttefly valve.
359)There is a strange tube outboard of the manifold valve—it is the superstrip tube led up, with few small holes—it does the following mischief ( stolted again! ) —creates a unwanted pressure drop--- has reduced the size of the orifice—few perforations on the tube instead of the orifice—creates static electricity. This weird tube tube be cropped at the bottom. Bunker drip sampling is not applicable for cargo—we have a scientific sampling system here.
360)All manifold drip tray drains must be fitted with a blanking arrangement-as per USCG regulations.
361)The common collectors which will be pressurized to 7 bars while dischg has few outlets like drain/ N2 flange/ steam connection aft. They must have blanking arrangement.
362)The cargo tank drop hyd valves are throttle type—they must be marked accordingly with the correct symbol in the GOS by Lyngso.
363)On observing the stripping test from pump impeller side inside the tank—the wear ring leakage is a bit too much—it can affect the peace of squeegee crew who enter the tank at the end of veg oil / tallow discg.
364)The tank domes on this ship cannot be fitted with peep holes –as the domes and pump suctions are at opposite ends of the tank—inboard/ outboard.
365) All the ermetto couplings used on this ship does not have the inner ferrules which is the real ermetto “tube pinching” coupling—which ensure long life insurance against leaks.
366) The steam return lines which come out of the Framo heater are just open shut keystone hand operated valves—they cannot be regulated or throttled –to make sure , hot water exits the heater—not steam. If steam exits the heater, we burn USD in the boilers—also the steam coils get caramalised—which reduce the heat exchange capacity ( we are ignoring the cargo quality deterioration here ) . To add to the woes –not a single deck mounted heater has an inspection port to check the condition of the steam coils inside..
367) Portable pneumatic blowers of 40 cm Dia must be supplied by EMS—so that we do not have to start the N2 low capacity fixed fans ( but energy KW consuming ) unnecessarily for gas freeing individual tanks.
368) The main deck must be devoid of oil/ grease/ dirt before delivery. Photographs reveal the condition of this new ship’s decks.--DONE
369) Cargo tanks must be delivered in clean dry , devoid of rust weepings condition—all tanks have dirt and grit. Pipelines must be flushed with FW and blown dry.
370) Yard to give a list of hoses with couplings ( Nitrogen/ air/ steam/ portable tank cleaning ) they intend to supply, to the master ASAP. The rest will be supplied by EMS—who need reaction time.
371) Since the manifold has been made to OCIMF specs of 2 meters gap between cargo lines—there is a connection between fixed TC line and 6W yet to be made—the NB specs require this.
372) I do not see a facility to water plug the shore Annex 1 cargo line after dischg as is required by most oil majors. This means a non return line at manifold which uses ballast water from a SBT.
373) The slop pump stack air stripping hose ( used during Framo stripping test in front of class ) was a mind boggling 9 metres long—the usual Framo supply hose is 2 metres.
374) The main deck railing is too close to shipside plate--- unnecessary railing damage when Bunker barges etc come alongside without proper fendering.
375) Yard must provide 16”, 10”, 6” blanks fitted with at least 2 nos steam couplings to steam tanks direct from manifold—say after dischg of high MP cargoes like palm oil. The steam orfice at manifold is too small. Doubling the dia means 4 times more capacity.
376) Sufficient SS bolts and bolts must be provided for manifold blanks M24 ( 95mm long thread ) for 10” blanks—M20 ( 80mm long thread ) for 6” blanks.
377) Yard to give list of stores/ spares/ critical spares —they will supply the ship
prior delivery. The EMS stores dept require 14 clear working days reaction
378) The DSC does not have a printer. The weekly DSC safety test call on MF/HF
has to be printed and pasted in the GMDSS log book as per company policy.
379) The hypermist FW is taken from the domestic FW tank. This means this tank
used for crew cannot be cleaned. The hypermist tanks is usually a dedicated
tank—economy is not a bright idea here.
380)Forepeak store office shore light duty shelves have not been corrected for
camber—this means stores kept on it will fall down with rolling/ pitching.
381) Extension pipes of SAAB radar in slops cannot be cleaned.
382)Power pack trip switch areas must be high lighted with Zebra tapes—also the eye wash.
383)Dedicated plastic bins with covers to be provided inside the accommodation incl galley/ pantry.
384)The LSA/FFA plan in the accdn must be colour coded.
385)Hooks to be provided to hang off fireman’s outfit.
386)Hydraulic valve timing figures and certificate to be provided.
387)User friendly laminated instructions must be provided for all the equipment on board –incl bridge equipment.
388)Battery bank expiry certificates to be provided.
389)Data of individual cargo tank loading capacity and venting capacity to be provided in the CCR—along with max permissible loading and dischg permutations at 7 Kg pressure.
390) Provide laminated USCG placard next to deck Annex 1 overboard.
391) HL/ OF alarms on each tank have to be stenciled for USCG with the white back ground and correct size of stencil.
392) Numbered switches and simplified operating instructions for non skilled personnel at all safety equipment like emg gen/ emg fire pump/ FF LB etc.
393) Cargo system emg stop list , and what they do to be posted in CCR.
394) Barometer shore calibration certificate
395) Magnetic compass compensation certificate and deviation curve after all steel hardware has been fitted.
396) Arrows on mooring winches to show permanently—correct direction of reeving—even today —reeving directions are wrong –50% of BHC is lost.
397) Garbage drums must have lids and lanyards.
398) Sufficient spare nuts must be provided for ballast tank manholes.
399) ER emg bilge suction to be clearly marked and painted.
400) Antifouling paint tin free certificate data.
401) All vents ( inlet/ exh ) named as to the place they serve—incl water tight doors.--DONE
421) The CCR loadicator computer has viruses. The dedicated computer was used for
MP3 / MP4 use. All foreign undesirable programs must be deleted and
the computer swept for viruses.
422) There are no lifting lugs provided for the Power Pack room machy asper Framo specs.
423) All equipment must have English instructions, permanently laminated eg:-
in ships office has German keys—or the washing machines have German keys-
to utilize the machine to its full potential.
424) Nobody has seen the sprinkler of the FF lifeboat operating till now. The wire
rope recovery bridles/ snotters must have a proper securing arrangement—to prevent it from getting snarled when the boat is launched. The holding down gripe must have an interlock on the boat door—that means door cannot be opened unless this holding down hook is released.
425) The ETA aft has a wire rope which is supposed to be sheathed – here the wire
is inserted into a loose plastic pipe. If this thin wire rusts, it will have to be renewed.
426) ER escape should be tested with a weight of 100 kilos. The sheave should have sufficient mech advantage—rope to have a wire core.
427) Master and Chief engineer –though they have been on board for 22 days have not yet seen 80% of enclosed spaces ( despite some persistent efforts ) as they are kept permanently locked—this way deficiencies inside cannot be pointed out in advance, with sufficient reaction time . All they have seen are open spaces, alley ways and decks. Yard to make it possible for every lock to be opened out.
428)Wilden pumps to be used on main deck for oil spill , on either side of maindeck aft, at cargo terminal –must have a fixed permanent means for connection to dischg into slops and drain tanks as per the regulations.
429)There are only 2 very tiny stores inside the huge accommodation in the CCR deck alleyway. This can be best used for bonded store ( it is too small even for this !!!) and valuable deck spares / Framo spares.
The following stores are missing—
1) Stationary locker
2) Soft drink/ mineral water store
3) Linen and cutlery store for messman
4) Mates locker
5) Wall wash lab
The aft paint locker ( port side ) is ideal for Wall wash lab. ( there is a Paint locker forward with sprinkler.). The mates locker can be integrated here.
The crew day room must be converted into 2 stores. A separate door must be fixed. One space can be used for soft drinks and the other for linen/ cutlery.
( there is an adjacent smoking room –which can be converted to crew day room cum smoking room. The adjacent officers day room will be officers day room cum smoking room ---it has the UMS alarm panel board inside.)
The huge conference room can be fitted with 2 extra cupboards ( with lock ) for Stationary.
IF THIS CANNOT BE DONE –I HAVE NO OTHER CHOICE BUT TO CONVERT THE SUEZ CANAL CREW ROOM WITH 6 BEDS INTO THE LINEN/CUTLERY STORE—WE NEED A PLACE TO KEEP BULKY ITEMS.
430)There must be a hose and adaptor to fill up the free fall lifeboat air bottles. The sir bottles must be pressued up to 200 bars prior delivery—considering air was consumed by crew and engines during the yard trial. The sprinkler must be flushed with FW.
431)Some RANK BAD DESIGNING has placed the toilet exhausts cheek by jowl-- next to the Galley fresh air inlet on one side and the accommodation AC fresh air inlet on the other side. THIS IS STRICTLY NO NO!!—we wont enjoy our food and stay on board this way. Baked bread wont rise and will be hard.
432)The crane climbing ladder which revolves with the slew will crush any man . Sufficient space must be available round it for somebody to dodge the revolving ladder and escape.
433)All ropes provided by yard must be whipped. –for example the pilot ladder manila ropes are getting unwound.
434)The aft paint locker ( to be converted to wall wash store ) must have a reference phenolic epoxy / zinc silicate cargo tank reference area—just paint one square metre of the bulkhead —for smearing cargo samples/ tank cleaning chemical and wall wash experiments. This is very vital for aDsorbent zinc.
435)The forward paint store entrance must have proper access with steps and handholds—now we have to do gymnastics. The area outside the store does not have water draining arrangement for green seas—water will enter the store. I have shown this to XXX.
436)Proper securing for sea --stands must be made for the huge and unwieldy reducers/U pieces/Y pieces at the manifold at they can be handled only by crane—not muscle power.
437)There is no emg stop at the standard dischg connection for sludge dischg
438)There are a large number of spacious duct spaces in every alleyway. Locks to be fitted on the doors for ISPS as well as for storing hardware.—we are sorely short of storing space.
439)There is foam compound inside foam pipelines—this must be flushed again by Yard – it was noticed when yard opened certain foam pipelines. Foam in the dock water in port means fines.
440)There is NO flash back arrester in the acetylene and oxygen room.
441)The CO2 room exhaust duct is fitted at a high level- CO2 is heavier than air.
442)The Free fall lifeboat drain aft is still choked—ideally there must be 2 drains- not one. Water can enter the boat as the level goes 6 inches over the door bottom edge.
443)The cargo sample locker port side forward is not prepared yet. There must be 2 banks (slotted SS sheathed) for sample-bottles for incompatible chemicals—with SS leak tray underneath. Also a separate bank for HO standard sample bottles ( SOx regulations).
444)Low sea chest filter box air release valve should be installed (regular plug is installed instead ).
445)There is no drainage arrangement from provision plant compressors drip tray.
446)AE 1&2 FO line thermometers are damaged.
447)Yard must connect all 17 nos manifold cargo pipe spools on both sides to the common collector and blank the unconnected spool orifices ( 4 nos of 6” and 13 nos of 10” ) before delivery --just to see that all hardware and gaskets are in place--this means all 17 manifold spool pipes which are connected will have two blanks of same size lying idle under it ( 8 nos of 6” , 26 nos of 10” )--yard must supply 100% extra teflon gaskets of 16” 10” and 6” and also change all bolts which do not protrude 3 threads as per USCG standard.
448)Refer to item 42—this ship is well automated—but there is no data logger for bridge telegraph movement recording—which has to be done by hand . Probably Lyngso can integrate this into the GOS (of CCR/ ECR) from where a printout can be obtained and pasted in the bell book.—(data log area—actual value against selected value of telegraph bridge ER pointer—alarm function.)---DONE
449)Gratings in funnel above first vertical stair needs to be reinforced, as they are sagged.
450)All accomodation AC suction air filters to be cleaned or replaced before delivery.
451)Condensate drainage in accommodation AC , vent room to be channeled to scupper .
452)All leakages in ER must be eliminated before delivery— few examples are-- Main air compressor No.1 has an air/oily water spray leakage from desludge line -- GO settling tank drain valve leakage-- Cyl.oil leakages from Alpha lubricator connections-- AE 1 has an oil leakage from Port LO cooler and AE 2 has the same from STBD LO cooler.--- SW line air release valve is leaking.(nearby to LT CW cooler)
453)The SCBA compressor must be installed in an approved dedicated place with proper Fresh air intake facility.
454)All shelves installed in store rooms must be parallel to sea level –not the cambered deck below. The cheap metal shore office ( not marine type ) type --light duty – quick assembly type shelves do not have side retainers . We have been short changed here. Anything kept on them will slide ( metal to metal ) and fall down and destroy themselves. In rolling , metal to metal contact especially in paint store etc can cause explosion—some imagination about ships movements—racking stresses, vibrations etc must be exercised in the ships store rooms.. Someone must try entering the ford paint store from where at least 20 kilos have to be taken to and fro—you have to be a gymnast with night vision.
455)The sludge pump switch instead of being next to the incinerator , outside ER is 4 decks down inside ER .
456)Sufficient special keys for all panels must be made and given to ship—for example electrical panels alone have 3 different types of keys.
457)Scupper plugs mechanical must be delivered—the ship must be ready for IOPP on delivery—no mech plugs are ordered via owners.
458)Cradle to be made in FP store for Framo portable hoses.
459)Sufficient ladders ( vertical ) must be installed on main deck for getting off catwalk and attending to manual duties like handling manual valves/ opening butterworth ports etc. Suggest double the existing number.--DONE
460)The table in ships office in capt deck must be extended to handle all the port officials who come up the gangway as soon as the ship is along side. 2 tables causes nuisance potential officials who does not sit on the captains table –to use it adversely.
461)Extra shelves in Masters cabin, chengrs cabin, bridge, CCR, messrooms, conference room.—
462)A sink in proposed wall wash lab and on the bridge ( for coffee cups) .
463)The chart table must have 2 table lamps--- it is usual for one lamp to go off at an inopportune time.
464)Scuppers to be installed on deck aft of galley where 6 inches of water accumulates in rain.
465)The Nitrogen exhaust muffler requires beam knees on either side.
466)The cargo system must be equipped with solid Teflon gaskets—not Teflon sheathed vegetable fibre gaskets.
467)Certain cargo tank dome teflons braided packings ( single defence ) are already falling off. ---check out 6S for example.
468)The hose dimensions and specs for air/ steam / nitrogen/ portable tank cleaning hoses etc must be given by yard – so that they may be ordered via owners well in advance.--Type/ Dia/ Type of coupling/ male-female/ gasket size inside etc.
469)Sufficient SS recirc blanks must be provided by yard. This is a blank with 3 outlets of portable butterworth female couplings with camlocks . There must be a blanking cap if only 2 outlets are actually used instead of 3. – for recirc molasses—bottom to top----- for recirc tankcleaning chemicals etc.
470)Radars spares must have spare magnetrons.
471)ANNEX 2 tankwashings from cargo tanks cannot be pumped overboard unless it is passes through the ODMCS flow meter orifice connected to the DPT . –and even if the overboard slams shut due to > 30 litres/nm value—the spool to the annex 2 overboard can be shifted –and the whole thing can be clandestinely STOLTED overboard.
472)Since there is no intention from yard to rectify item 32— Company to supply 24 nos 10” X 6 X 4” ” sponges and hand squeegees so that all ships crew incl master , can swallow their honour—get on their hands and knees and bail out the stagnant vermin infested water collected in their individual toilets daily , as an atonement for mindless designing ( WC section + shower section ).In public toilets we can draw lots to single out the JONAH who must do this.—or we could give a ship specific toilet bad water bailing allowance for entire crew in the salary sheet to get something good out of a rank bad situation. The entire crewlist reserves the right to be cynical about this.—DONE AFTER ARMTWIST
473)Before somebody disagrees with this para , he must try and lift a 16” SUS 316 SS blank ( 16K ) at least 1 inch off the ground and hold it there or 5 seconds, in my presence— a blank being the lightest hardware . A trolley rail ( quick assembly type , with swinging davit slots ) to be fitted on top of manifold to connect heavy SS reducers and blanks in a quick and intelligent manner. A chain block must be able to do is job –without acute angle pulls, destroying the ships rails at manifold. It must be remembered there are too many heavy reducers , spool pieces and extension pieces to be handled—unlike a usual ULCC.
474)Though the Nitrogen system has very elaborate controls they have ( deliberately ) left out the most important thing. THERE IS NO INTERLOCK TO PREVENT OIL FROM OIL FLOODED COMPRESSOR FROM ENTERING THE MEMBRANES AND PERMANENTLY DAMAGING IT. It is fantastic booming business to provide a ship with 4 expensive new membranes every 2 years ( just like BA churning out new chart editions every year ). A small investment of say 300 USD to check the HC content of the air entering the membrane bundle and providing a simple interlock is not considered necessary—I have discussed this with both the makers XXXX engineers. At sea we do not even fill the SCBA air bottles without checking the HC content of the compressor delivered air—lest the rescuer becomes the casuality.
475)The vapour return lines ( light duty ) have been kept at the low main deck level instead of the high catwalk level as is usual on chemical tankers. While the stream lined pipeline will survive a green wave—the vast numbers of spectacle blank and valve hardware will get twisted out of shape.
476)There is no page in the GOS for monitoring the tank cleaning temperatures and the pressures. Also the return condensate steam temperatures. Without this the GOS is incomplete. Also mimic diagrams for the tank cleaning system and cargo drain lines.
477)There must be a proper blanking arrangement for the water filled PV breaker of +2450/ -650 mm, connected to the vapour return line main branch. This requirement is not part of the IBC code, as all individual tanks have +2000/ -350 mm PV. There are many chemicals for whom vapour return line is used –but not compatible with FW. Negative lift means water inside the VRL. Indeed we have created a lion which can meaow and roar at the same time--- toggling it makes sense.
478)Yard must make a fresh brake rendering test certificate for the following parameters—
BHC at first layer ( split drum )/ 46.5 Mtons ( 60% of breaking load of hawser)
Diameter of mooring rope/ 64mm
Breaking strength / 78 tons ( round figure )
479)After the fixed tank cleaning machine test with fresh water ALL THE ZINC ) TANKS HAVE SHED ZINC POWDER ( AS PREDICTED 3 WEEKS AGO VIDE ITEM 22 –ALSO READ 193) IN A MOST PATHETIC MANNER. Even the Framo SS pump and risers are coated with zinc powder of at least 20 microns thickness. Each and every SS item inside the tank is coated with zinc powder—railings/ ladders/ diamond landing platforms etc. YARD MUST REMOVE THE ADHERED ZINC POWDER IN A PROFESSIONAL MANNER AND DELIVER THE TANK LOAD READY –SAY TO LOAD MONOETHYLENE GLYCOL FIBRE GRADE WHICH DOES A UV TEST TO DETECT SHED ZINC. It is possible for me to give the best professional advice on this matter –if asked for. Hard fresh water used has caused calcium and magnesium white salt deposits on the zinc tank bulkheads—even before the ship is delivered!!!
480)The free fall LB must have retro reflective tapes ( white ) on top—the sides have it, the top does not.
481)No1 cargo tank PV lines will accumulate water at the bend ( right underneath the cones ) –to fit drain cocks—or slope the pipeline.
482)The hawse pipe orifices on hull have ridiculous heavy EYEBROWS, prone to green sea damage . To be chopped off. --DONE
483)The manifold area must have sufficient gratings to use as landing space for mid ship crane . ( stores/ provisions/ TC chemicals etc )--DONE
484)Since there are fixed connections between Nitrogen line and ER compressed air service line at forward deck ( 1W ) these two lines must be painted completely with the appropriate colour code. There is fixed connection between steam inlet line and the compressed air line at the midship sea chest. All fixed connections between 2 separate entities must have a removable spool , with blanking arrangement.
485)Since Master and Chengr joined vsl one month back—the deck hyd system HPU tank at ECR entrance keeps indicating hyd oil low low level alarm every alternate day. Apparently the filled up oil ( in our absence ) has NOT gone on open deck –but has gone into one of the ballast SBT tanks . Yard to find out which ballast tank valve is leaking by operating all valves several times and find out which ermeto coupling has given way. The ballast tank into which the hyd oil has escaped must be cleaned and devoid of all hyd oil prior delivery. The correct action is TO PREVENT NOT TO CURE ( filling oil hush hush and hoping that it will not be discovered , is not the right thing to do ) . This must be read in conjunction with item 375—about using the correct Ermeto hyd coupling—flareless tube fitting with tube gripping/ seal loss dual acting ferrule.--DONE
486)Grit bags has been used inside the free fall lifeboat in a most unprofessional way for launching weight ballast. In all other shipyards in the world they use clean water balloons. The LB interior and bilges has atleast 200 kgs of loose scattered grit all over which will affect the automatic drain plug ball in a dangerous way. Already the aft exterior drain is choked for the PAST ONE MONTH—REFLECTING THE RESPECT GIVEN TO THIS IMPORTANT PIECE OF LSA—see item No 6. This fills up water to 6 inches above the bottom of the entrance door in the housed condition.
487)The SBT HC gas detection system must have all the individual ballast tank gas sampling inlet tubes marked properly in a professional manner. The current black on red dymo tape markings in a low enclosed area (inside the fire stations room ) has to be seen to be believed. If the wrong valve is open and salt water enters the cabinet —the whole system gets decommissioned.
488)The air/N2 couplings on deck have body of SS and cap of brass—galvanic corrosion of threads due to salt water electrolyte is the result.
489)Yard to give EMS the specs of air/ N2/ steam/ TC hoses etc well in advance—length/ size/ type/ male-female etc. The supplier needs reaction time. Ship cannot be delivered without these hoses.
490)Midship store stbd side to have an opening on top ( manhole ) to use crane for landing / retrieving heavy objects.
491)A standard pilot chair which will be steady in rolling with foot and arm rest must be provised for wheel house. The present chairs are low and swinging type .
492)The MOT ladder does not have a roller--DONE.
493)The cabins at CCR deck at bridge front on either side—to be renamed as cadet. This is to cancel inopportune alarms in CCR at unearthly hours. Milrad has been shown .
494)The remote ODMCS slop valve must have a physical open/ shut indicator on the valve.
495)A password list of entire ship to be made and given to ship prior delivery.—for example loadicator is HP, ais is USER , GOS 1st level is 11 etc
496)All UTI tubes and deck orifices must be tagged permanently.
497)The anchor cable clearing bars must be shortened by one inch on both side and the ends made smooth—or else the bars both sides will be bent in the first operation. This is because the cable is lead forward by the the aft part of the spurling pipe in a special manner—and the cable is stronger than the opposing bar.
498)On the bridge the change over switch from auto/ hand is not at the usual wheel stand –but on the UMS bridge consol next to the telegraph.
499)Refer to item 346—the framo ballast pump cofferdam coolant plus water must have its correct proportion of anti corrosion inhibitor as per Framo specs. Filling to be done in presence of shipstaff.
500)It is apparent that the hyd accumulators ( 2 nos ) of the deck valve hyd system have breached bladders. After renewing the accumulators—a cylinder of nitrogen must be available for future topping up of leaked nitrogen.
501)The online loadicator while showing correct ullages , does NOT show the corresponding volumes of cargo inside tank ( all tanks show ZERO . The volumes derived must be reconciled with the ullage tables.
502)In the Llyngo GOS of CCR—the ullages of cargo tanks looks like soundings—which can confuse the operator.
503)In the Llyngso GOS of CCR—the sound alarm does not work—The alarm must be activated in CCR. For example the GOS is designated to sound the USCG vapor return high/ low alarm. This becomes a deficiency.
504)The temperature indicator for 5P cargo tank is not working.
505)The vertical ladder of the midship crane is damaged badly. – refer item 434—this could have been a severe personal injury or death case. There is no room to escape—the entablature railings must be expanded.
506)The Nitrogen system excess vent and bleed vent are situated in through fare area ford of bridge front. Nitrogen ( large quantity ) which is lighter than air can enter the wheelhouse and affect the faculties of the OOW. It is not right to economise on piping this way.
507)The deck hydraulics has a 3 micron filter—which is really too fine. Spare filters must be given to ship—considering the pipelines are not exactly ideally prepared internally.
508)As per the XXXX manual the deck hydraulics accumulator nitrogen system andNconnections are part of the system The nitrogen bottle and its flexible pipelines to be installed accordingly.
509) The ER MAC drains produce too much sludge for the ER bilges—to be
routed to the LO drain tank.
510)Only two UTI tubes and 2 samplers are being provided by the yard.
511) The vapor return system is being provided with 12’ X 16” reducers—which
has no use as the VRL is 10”. We need 6”and 8” reducers with stud.
512)When the XXX class surveyor shook the XXX tank cleaning heater positioner, the transmitter broke . This indicates that it is a shore system NOT a marine system which can sustain usual shipboard vibrations.
513)There is no Black cylinder navigational shape being supplied to the bridge as per the rules.
514)The rescue boat does not have oars—in any case there is no place to keep it along with 6 immersion suits and the skates. The skates have not been sighted yet.
515)The fire extinguisher at the condensate room must be at the entrance not behind some pipelines—hidden away.
516)Manifold markings must be at least 10 cm wide—not one centimeter –and that too what cannot be seen even in daylight.
517)The Nitrogen panel IG backflow detector unit ( doubleline ) is blown. This has been temporarily replaced with a single line unit from the VR section by the Smit (Aalborg ) technician.
518)Framo diesel generators ( power pack 2 nos ) do not have Glyco shell 35% coolant.
519)The Framo forward thermal bypass is being kept open since Drydock.--DONE
520)From Friday onwards all Officers and crew will be on board. Yard to explain all ship’s equipment to the officers and crew . IT MUST BE CLEARLY UNDERSTOOD THAT DEMONSTRATION OF PARAMETERS OF TESTING SCHEDULE BOOKLET BY YARD TO THE CLASSIFICATION SURVEYOR ( IN THE PRESENCE OF SITE MANAGER OR HIS REPRESENTATIVE ) IS NOT WHAT I AM REFERING TO. This is for the yard’s sole purpose to get an item passed and is not to be mistaken for shipstaff familiarisation perspective, where individual doubts can be cleared . A FULL CHECKLIST MUST BE CREATED WHICH WILL BE SIGNED ITEMWISE BY MASTER OR CHIEF ENGINEER LIKE IN ALL OTHER YARDS ON THIS PLANET. UNLESS THIS IS DONE , THE DELIVERY OF SHIP CANNOT TAKE PLACE. For example nobody has demonstrated how to overrid remote to Framo STC or how to adjust zero error of the Cargo tank pressure sensors to zero when the tanks are open to atmospheric pressure etc etc..
521) On 12th July chief officer tried out all deck hyd valves with pumpman with walkie talkie at the valve physically sighting the valve—100% valves gave problems. It can be argued that since the accumulator was replaced—there is air in the system.
522)Recd the draft copy ( words only—no diagrams ) of the P&A manual on 13th pm . The first page I opened was the prewash section –the most important part of this book.
The following is missing:--
a) The minimum prewash volumes and min prewash minutes for all K factors is missing—also the residual stripping quantity.
b) The tank cleaning machine fixed/ portable characteristics like number, make, model, number of orifices, size of orifice, max working temp, max machines in one tank fixed/ portable etc are missing.
529) Our P&A manual draft is happily talking about ABCDE annex 2 Marpol categories and Special areas Baltic/ black sea etc—in the year 2007!!
523)Our P&A manual says that washing Annex one cargo tanks must be achieved with slop tank Framo pumps!! ( I have heard of slop tank pump decanting—but this is a new one ) —so then how about an approved and official connection between slop tank discharge and the tank cleaning line. –and hear this—Annex 2 cargoes will be washed by 60 cum tank cleaning pump fed in by 750 cum ballast pump. ( TC pump is a parasite pump ) –different strokes for different annexes!
524) After 11 DAYS of pondering about what to do with our zinc tanks, and then labouring aimlessly wholesale --.the status quo is still the same—this after I gave in writing 10 days back to the yard ( friendly advise ) to use Citric acid buffer clean pH 5.5 , and soft water rinse ( amberlite mixed bed ) and finish off with it.—refer pdo 485. THIS ISSUE WILL DELAY OUR DELIVERY DATE.
525)IMO signs have been stuck in the accommodation by yard — my 3rd officer is very worried that all will consider him to be an absolute idiot (thinking that he stuck it) and wants to peel them off. It has been stuck for a passenger ship , where all frightened and cataract blind old women passengers will muster at the companionway landings—hoping a steward or officer will lead them by their hands to the lifeboat or life raft ( or rescue boat –sic! ) or whatever. Now we have to wait for new IMO signs sent by EMS.
526)Oxygen bottles have been neatly fixed up in a room with no bottom vent—it has a top vent—oxygen is heavier than air.
527)There is only one fireman’s outfit outside the accommodation.
528)Suction sides of pumps have not been strengthened for cavitation erosion.
529)Many special tools are missing for the engine room—taken ashore by yard workers.
530)Oil strainer of AC compressor installed reverse.
531)Most ER pipings ( lub oil ) not flushed properly-considering the contents of the filters.
532)Doppler log compartment is immersed in fore peak ballast tank—not a smart idea, especially when there is a void space available adjacent.
533)No pressure tests done for cargo pipelines—only pipeline lengths done prior fitting by ultrasonic wave.
534)Radar mast looks like an oil rig platform—there is bound to be excessive false echoes.
535)Portable framo hyd pipe appears to have cross threaded damage as oil seeps.
536)O rings used in ER for fuel filters appear to be poor quality.
537)Stuffing box drain tank suction pipe has a hole 10 cms from top and 1 metre from bottom—it should have been reverse.
538)Some motors have plastic impellers fans—when motors are run on high loads these toys will melt.
539)24os toilet skids have poor quality hot water flexible tubes—already 2 have burst.
540)ODMCS remote overboard valve is connected to underwater annex 2 line .
541)Reefer alarm hooter does not work.
542)Bridge wing life buoy pin has no stopper which will prevent it from falling off due to gravity and vibrations.
543)There is no proper ventilation for the purifier room—LEL shows a constant 5%. PCBs’ and electronics are bound to get damaged. The sensor heat setting is only 54 deg c—it should be ambient plus 30 deg C.
544)Most FW and fuel tanks have a difference between actual and remote soundings / volumes. Pressure transmitter outputs to be re-adjusted.
545)All bollards on deck are undersized—the friction factor afforded to modern hawsers are very less—the ropes are bound to surge and kill somebody.
546)PLC interfacings between 2 different manufacturers with different protocols are poor.
547)UMS alarms in the day rooms of engineers are not loud enough to wake a sleeper in the bedroom.
548)All FRESH water cooling is done in the ER with hard water, without treatment—heat exchange is very less due to scale build up.
549)It is apparent that port side spools will not fit on the stbd side—the way the manifold is configured.
550)There is no blank on the PV breaker—so minus 60 deg C dew point of nitrogen delivery is just a wild dream.
551)Most ballast pumping has to be sucked uphill using a huge dia GRE pipe—loading of cargo will have to wait for SBT deballasting when ship has to load to loadlines.
552)There is high consumption of boiler feed water. Steam traps have not been configured well in the ER.
553)Cannot start Framo power pumps if the DMP is less than 100 mm AQ—this ship is a chemical tanker where tankdomes have to be kept open while squeezing veg oils or stripping steam condensate. If this is not done up ship staff will be forced to use jumper technology.
554)Tankcleaning hydrant are also COW line hydrants—they must have a blanking arrangement—not just a dust cap.
555)No magnetic compass correction Cplath wooden box with spares can be seen anywhere.
556)There are only 2 pairs scuppers on main deck—one right forward and the other right aft. No scupper has been provided amidship.
557)Radar mast is like an oil rig— with low mounted scanners – see the picture ---there will be too many false echoes—dangerous for navigation. When entering a crowded anchorage radar use is impossible. I expect a collision within the first year after delivery at a crowded anchorage in poor visibility. ( proved true later , by a 2nd command master).
558)There is no drain cock aft of VRL.
559)The pipeline configurations on deck show that –many cracks can be expected as teething problems.
560)Our refrigerant Compressor running on 134a, has been filled with mineral oil Castrol 299. Excessive 134 a dissolves in mineral oil, which will cause foaming in crankcase, destroying the lubricant properries. crankcase pressure dropping suddenly on compressor startip causes the refrigerant to boil out of oil--THIS IS WHAT FOAMING IS ALL ABOUT to the layman. Usually oil separated out in the evaporator and NOT condenser. Refrigerant 134a REQUIRES "ESTER BASED" COMPRESSOR OIL --NOTHING ELSE CAN HANDLE IT!!!--PERIOD!!
561)Apparently the non return valve of the fresh water generator , is fitted wrong . A guarantee FWG technician to sail with ship from delivery port to next port.
562)After installing PLC and microprocessors in ECR, rampant welding has been done without channeling the return currents using a return current cable. All PLC programming are bound to be corrupted. I expect a delay after dropping the pilot, till the main engine PLC are reprogrammed by Llyngso technician. Be forewarned.
563)Since the cargo tank PV vents are inserted into a hole on main deck on top of tank, with NO reverse U tube rise, I expect cargo to go into engine room and destroy the nitrogen plant membranes. What a disgrace!
564) ODMCS overvoard remote Annex 1 valve is connected to Annex 2 overboard.
565) All mooring bollards are undersize, for the dia of the ship’s hawsers.
566) Spools from Stbd size manifold cannot be used on port side , as the templating is haywire.
567) There is NO blanking arrangement for PV breaker ( this is a chemical tanker )
568)The ship will take too long to deballast SBT.
569) All exterior accdn floodlights have por cable sealings. There is bound to be low insulation alarms.
570) Navtex does NOT have a printer.
571) It is not possible to start cargo tank framo pumps if the tank pressure is less than 100 mm Aq. This is unfeasible as crew have to dry the sumps after tankcleaning, with tanks under atmospheric pressure ( or while squeegeeing veg oils )
572) COW line hydrant blanks are NOT provided.
573) No SS trays in sample locker.
574) ODMCS speed input is NOT from GPS but from Doppler.
575) Deck hydraulics accumulator filling kit missing.
CAPT AJIT VADAKAYIL ( 28 YEARS IN COMMAND )