IMO Solas and Marpol amendments come into force after 2015

1 January 2015: Code for Recognized Organizations Code for recognized organizations (RO Code) becomes mandatory under SOLAS, MARPOL and Protocol of 1988 relating to the International Convention on Load Lines, 1966. 

1 January 2015: Entry into force of 2013 May SOLAS amendmentsAmendments to the following:  - SOLAS regulation III/19 to require musters of newly embarked passengers prior to or immediately upon departure;  - SOLAS regulation III/19, on emergency training and drills, to mandate enclosed-space entry and rescue drills, which will require crew members with enclosed-space entry or rescue responsibilities to participate in an enclosed-space entry and rescue drill at least once every two months. Related amendments also to the International Code of Safety for High-Speed Craft (HSC Code), the Code for the Construction and Equipment of Mobile Offshore Drilling Units (MODU Code) and the Code of Safety for Dynamically Supported Craft (DSC Code).  

1 January 2015: 0.10%​ fuel oil sulphur limit in ECAS The limit for fuel oil sulphur levels falls to 0.10% m/m in emission control areas established to limit SOx and particulate matter emissions​. The ECAS concerned are: Baltic Sea area​; North Sea area; North American area; United States Caribbean Sea area​.
 14 April 2015: Nairobi Wreck Removal Convention The Nairobi International Convention on the Removal Wrecks enters into force.  

8 June 2015: Amendments to 1996 LLMC Protocol Amendments to increase the limits of liability in the 1996 Protocol to the Convention on Limitation of Liability for Maritime Claims adopted in April 2012 enter into force.  

1 September 2015: Amendments to MARPOL Annex VI, regulation 13 (NOx) Amendments concerning the date for the implementation of “Tier III” standards within emission control areas (ECAs). The amendments provide for the Tier III NOx standards to be applied to a marine diesel engine that is installed on a ship constructed on or after 1 January 2016 and which operates in the North American Emission Control Area or the U.S. Caribbean Sea Emission Control Area that are designated for the control of NOx emissions. In addition, the Tier III requirements would apply to installed marine diesel engines when operated in other emission control areas which might be designated in the future for Tier III NOx control. The Tier III requirements do not apply to a marine diesel engine installed on a ship constructed prior to 1 January 2021 of less than 500 gross tonnage, of 24 m or over in length, which has been specifically designed and is used solely, for recreational purposes.  

1 September 2015: extension of EEDI Amendments to MARPOL Annex VI concerning the extension of the application of the Energy Efficiency Design Index (EEDI) to LNG carriers, ro-ro cargo ships (vehicle carriers), ro-ro cargo ships, ro-ro passenger ships and cruise passenger ships with non-conventional propulsion; and to exempt of ships not propelled by mechanical means and independently operating cargo ships with ice-breaking capability.

  1 January 2016: Mandatory audit scheme Amendments to number of treaties to make the use of the IMO Instruments Implementation Code (III Code) mandatory. The treaties amended are: - SOLAS, 1974, as amended; - STCW Convention, 1978, as amended and STCW Code; - MARPOL Annexes I through to VI; MARPOL Annexes I through to VI; - Protocol of 1988 relating to the International Convention on Load Lines, 1966 (1988 Load Lines Protocol), as amended; - International Convention on Load Lines, 1966; - International Convention on Tonnage Measurement of Ships, 1969; - Convention on the International Regulations for Preventing Collisions at Sea, 1972, as amended.  

1 January 2016: SOLAS amendments, steering gear, inert gas Entry into force of:- amendments to SOLAS regulation II-1/29 on steering gear, to update the requirements relating to sea trials. - amendments to SOLAS regulations II-2/4, II-2/3, II-2/9.7 and II-2/16.3.3, to introduce mandatory requirements for inert gas systems on board new oil and chemical tankers of 8,000 dwt and above, and for ventilation systems on board new ships; related amendments to the International Code for Fire Safety Systems (FSS Code) on inert gas systems.- amendments to SOLAS regulation II-2/10, concerning fire protection requirements for new ships designed to carry containers on or above the weather deck. - amendments to SOLAS regulation II-2/13.4, mandating additional means of escape from machinery spaces. - new SOLAS regulation II-2/20-1 Requirement for vehicle carriers carrying motor vehicles with compressed hydrogen or natural gas for their own propulsion, which sets additional requirements for ships with vehicle and ro-ro spaces intended for the carriage of motor vehicles with compressed hydrogen or compressed natural gas in their tanks as fuel. - amendment 37-14 to the International Maritime Dangerous Goods (IMDG) Code. - amendments to the International Life-Saving Appliance (LSA) Code related to the testing of lifejackets. 

 1 January 2016: MARPOL - carriage of stability instruments Amendments to MARPOL Annex I, the Code for the Construction and Equipment of Ships carrying. Dangerous Chemicals in Bulk (BCH Code) and the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code), on mandatory carriage requirements for a stability instrument for oil tankers and chemical tankers. ​​​ 

1 March 2016: MARPOL - heavy fuel oil as ballast AntarcticAmendments to:•MARPOL Annex I regulation 43 concerning special requirements for the use or carriage of oils in the Antarctic area, to prohibit ships from carrying heavy grade oil on board as ballast;  •MARPOL Annex III, concerning the appendix on criteria for the identification of harmful substances in packaged form; and•MARPOL Annex VI, concerning regulation 2 (Definitions), regulation 13 (Nitrogen Oxides (NOx) and the Supplement to the International Air Pollution Prevention Certificate (IAPP Certificate), in order to include reference to gas as fuel and to gas-fuelled engines. 

1 July 2016 - SOLAS - container weight verification 
Amendments to SOLAS chapter VI to require mandatory verification of the gross mass of containers, either by weighing the packed container; or weighing all packages and cargo items, using a certified method approved by the competent authority of the State in which packing of the container was completed;

1 July 2016 - SOLAS -atmosphere testing

Amendments to add a new SOLAS regulation XI-1/7 on Atmosphere testing instrument for enclosed spaces, to require ships to carry an appropriate portable atmosphere testing instrument or instruments, capable of measuring concentrations of oxygen, flammable gases or vapours, hydrogen sulphide and carbon monoxide, prior to entry into enclosed spaces. Consequential amendments to the Code for the Construction and Equipment of Mobile Offshore Drilling Units (1979, 1989 and 2009 MODU Codes) were also adopted. The MSC also approved a related MSC Circular on Early implementation of SOLAS regulation XI-1/7 on Atmosphere testing instrument for enclosed spaces; and

1 January 2017 – Polar Code 
The International Code for Ships Operating in Polar Waters (Polar Code)and related amendments to make it mandatory under both SOLAS and MARPOL enter into force.

The Polar Code will apply to new ships constructed after 1 January 2017. Ships constructed before 1 January 2017 will be required to meet the relevant requirements of the Polar Code by the first intermediate or renewal survey, whichever occurs first, after 1 January 2018

1 January 2017 - MARPOL Annex I  - oil residues 
Amendments to regulation 12 of MARPOL Annex I, concerning tanks for oil residues (sludge). The amendments update and revise the regulation, expanding on the requirements for discharge connections and piping to ensure oil residues are properly disposed of.

1 January 2017 – SOLAS – IGF Code

International Code of Safety for Ships using Gases or other Low-flashpoint Fuels (IGF Code), along with amendments to make the Code mandatory under SOLAS enter into force.

The amendments to SOLAS chapter II-1 (Construction – Structure, subdivision and stability, machinery and electrical installations), include amendments to Part F Alternative design and arrangements, to provide a methodology for alternative design and arrangements for machinery, electrical installations and low-flashpoint fuel storage and distribution systems; and a new Part G Ships using low-flashpoint fuels, to add new regulations to require ships constructed after the expected date of entry into force of 1 January 2017 to comply with the requirements of the IGF Code, together with related amendments to chapter II-2 and Appendix (Certificates). 

The IGF Code contains mandatory provisions for the arrangement, installation, control and monitoring of machinery, equipment and systems using low-flashpoint fuels, focusing initially on LNG.
The Code addresses all areas that need special consideration for the usage of low-flashpoint fuels, taking a goal-based approach, with goals and functional requirements specified for each section forming the basis for the design, construction and operation of ships using this type of fuel.

1 January 2017 – SOLAS - venting

Amendments to SOLAS regulations II-2/4.5 and II-2/11.6, clarifying the provisions related to the secondary means of venting cargo tanks in order to ensure adequate safety against over- and under-pressure in the event of a cargo tank isolation valve being damaged or inadvertently closed, and SOLAS regulation

January 1, 2015

Code for Recognized Organizations (RO Code)

“RO Code” becomes mandatory under MARPOL, SOLAS, and Protocol of 1988 relating to the International Convention on Load Lines (1966).

2013 May SOLAS Amendments enter into force

• SOLAS regulation III/19 - requires musters of newly embarked passengers prior to or immediately upon departure
• SOLAS regulation III/19 - mandates enclosed-space entry and rescue drills, requiring crew members with enclosed-space entry or rescue roles to complete an enclosed-space entry/rescue drill at least once every two months

Fuel Oil Sulfur Limit in ECAs (0.10%)

The fuel oil sulfur level limit drops to 0.10% m/m in all ECAs established to limit SOx and particulate emissions.Concerned ECAs include: North Sea area, Baltic Sea area, United States Caribbean Sea area, and North American area.

April 14, 2015

Nairobi Wreck Removal Convention enters into force

June 8, 2015

Amendments to increase liability limits in the 1996 Protocol to the Convention of Limitation of Liability for Maritime Claims (adopted in April, 2012).

September 1, 2015

Amendments to MARPOL Annex VI, Regulation 13 (NOx)

Concerning the implementation of Tier III emission standards within ECAs.

Extension of Energy Efficiency Design Index (EEDI)

LNG Carriers, Ro-ro cargo ships, ro-ro passenger ships, and cruise passenger ships with non-conventional propulsion.

January 1, 2016

Amendments to the below treaties, making IMO Instruments Implementation Code mandatory

• SOLAS, 1974, as amended
• STCW Convention (1978), as amended
• MARPOL Annexes I through to VI
• MARPOL Annexes I through to VI
• Protocol of 1988 - International Convention on Load Lines, 1966 (1988 Load Lines Protocol), as amended
• International Convention on Tonnage Measurement of Ships, 1969
• Convention on the International Regulations for Preventing Collisions at Sea (1972), as amended.

SOLAS Amendments (Steering gear; inert gas)

The following enter into force:

• Amendments to SOLAS regulation II-1/29 on steering gear; updating requirements related to sea trials
• Amendments to SOLAS regulations II-2/4, II-2/3, II-2/9.7 and II-2/16.3.3; introducing mandatory requirements for inert gas systems on new oil and chemical tankers of 8,000 dwt+, and for ventilation systems on new ships; related amendments to the International Code for Fire Safety Systems (FSS Code) on inert gas systems
• Amendments to SOLAS regulation II-2/10; fire protection requirements for new ships designed to carry containers on or above the weather deck
• Amendments to SOLAS regulation II-2/13.4; mandating additional means of escape from machinery spaces
• New SOLAS regulation II-2/20-1; requiring vehicle carriers carrying motor vehicles with compressed hydrogen or natural gas for their own propulsion; setting additional requirements for ships with vehicle and ro-ro spaces intended for the carriage of motor vehicles with compressed hydrogen or compressed natural gas in their tanks as fuel
• Amendment 37-14 to the International Maritime Dangerous Goods (IMDG) Code
• Amendments to the International Life-Saving Appliance (LSA) Code related to the testing of lifejackets.

Carriage of Stability Instruments

Amendments to:

• MARPOL Annex I (Construction and Equipment of Ships carrying Dangerous Chemicals in Bulk (BCH Code)
• International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code)

For more specific information about any of these deadlines, you can visit the IMO’s Action Dates page.

Air Circuit Breaker

This type of circuit breakers, is those kind of circuit breaker which operates in air at atmospheric pressure. After development of oil circuit breaker, the medium voltage air circuit breaker (ACB) is replaced completely by oil circuit breaker in different countries. But in countries like France and Italy, ACBs are still preferable choice up to voltage 15 KV. It is also good choice to avoid the risk of oil fire, in case of oil circuit breaker. In America ACBs were exclusively used for the system up to 15 KV until the development of new vacuum and SF₆ circuit breakers.

Working Principle of Air Circuit Breaker

The working principle of this breaker is rather different from those in any other types of circuit breakers. The main aim of all kind of circuit breaker is to prevent the reestablishment of arcing after current zero by creating a situation where in the contact gap will withstand the system recovery voltage. The air circuit breaker does the same but in different manner. For interrupting arc it creates an arc voltage in excess of the supply voltage. Arc voltage is defined as the minimum voltage required maintaining the arc. This circuit breaker increases the arc voltage by mainly three different ways,

1. It may increase the arc voltage by cooling the arc plasma. As the temperature of arc plasma is decreased, the mobility of the particle in arc plasma is reduced, hence more voltage gradient is required to maintain the arc.
2. It may increase the arc voltage by lengthening the arc path. As the length of arc path is increased, the resistance of the path is increased, and hence to maintain the same arc current more voltage is required to be applied across the arc path. That means arc voltage is increased.
3. Splitting up the arc into a number of series arcs also increases the arc voltage.

Types of ACB

There are mainly two types of ACB are available.

1. Plain air circuit breaker.
2. Air blast Circuit Breaker.

Operation of ACB

The first objective is usually achieved by forcing the arc into contact with as large an area as possible of insulating material. Every air circuit breaker is fitted with a chamber surrounding the contact. This chamber is called 'arc chute'. The arc is driven into it. If inside of the arc chute is suitably shaped, and if the arc can be made conform to the shape, the arc chute wall will help to achieve cooling. This type of arc chute should be made from some kind of refractory material. High temperature plastics reinforced with glass fiber and ceramics are preferable materials for making arc chute.

The second objective that is lengthening the arc path, is achieved concurrently with fist objective. If the inner walls of the arc chute is shaped in such a way that the arc is not only forced into close proximity with it but also driven into a serpentine channel projected on the arc chute wall. The lengthening of the arc path increases the arc resistance.

The third technique is achieved by using metal arc slitter inside the arc chute. The main arc chute is divided into numbers of small compartments by using metallic separation plates. These metallic separation plates are actually the arc splitters and each of the small compartments behaves as individual mini arc chute. In this system the initial arc is split into a number of series arcs, each of which will have its won mini arc chute. So each of the split arcs has its won cooling and lengthening effect due to its won mini arc chute and hence individual split arc voltage becomes high. These collectively, make the over all arc voltage, much higher than the system voltage.

This was working principle of air circuit breaker now we will discuss in details the operation of ACB in practice. The air circuit breaker, operated within the voltage level 1 KV, does not require any arc control device. Mainly for heavy fault current on low voltages (low voltage level above 1 KV) ABCs with appropriate arc control device, are good choice. These breakers normally have two pairs of contacts. The main pair of contacts carries the current at normal load and these contacts are made of copper. The additional pair is the arcing contact and is made of carbon. When circuit breaker is being opened, the main contacts open first and during opening of main contacts the arcing contacts are still in touch with each other. As the current gets, a parallel low resistive path through the arcing contact during opening of main contacts, there will not be any arcing in the main contact. The arcing is only initiated when finally the arcing contacts are separated. The each of the arc contacts is fitted with an arc runner which helps, the arc discharge to move upward due to both thermal and electromagnetic effects as shown in the figure. As the arc is driven upward it enters in the arc chute, consisting of splitters. The arc in chute will become colder, lengthen and split hence arc voltage becomes much larger than system voltage at the time of operation of air circuit breaker, and therefore the arc is quenched finally during the current zero. Although this type of circuit breakers have become obsolete for medium voltage application, but they are still preferable choice for high >current rating in low voltage application.

Air Blast Circuit Breaker

These types of air circuit breaker were used for the system voltage of 245 KV, 420 KV and even more, especially where faster breaker operation was required. Air blast circuit breaker has some specific advantages over oil circuit breaker which are listed as follows,

1. There is no chance of fire hazard caused by oil.
2. The breaking speed of circuit breaker is much higher during operation of air blast circuit breaker.
3. Arc quenching is much faster during operation of air blast circuit breaker.
4. The duration of arc is same for all values of small as well as high currents interruptions.
5. As the duration of arc is smaller, so lesser amount of heat realized from arc to current carrying contacts hence the service life of the contacts becomes longer.
6. The stability of the system can be well maintained as it depends on the speed of operation of circuit breaker.
7. Requires much less maintenance compared to oil circuit breaker.

There are also some disadvantages of air blast circuit breakers-

1. In order to have frequent operations, it is necessary to have sufficiently high capacity air compressor.
2. Frequent maintenance of compressor, associated air pipes and automatic control equipments is also required.
3. Due to high speed current interruption there is always a chance of high rate of rise of re-striking voltage and current chopping.
4. There also a chance of air pressure leakage from air pipes junctions.

As we said earlier that there are mainly two types of ACB, plain air circuit breaker and air blast circuit breaker. But the later can be sub divided further into three different categories.

1. Axial Blast ACB.
2. Axial Blast ACB with side moving contact.
3. Cross Blast ACB.

Axial Blast Air Circuit Breaker

In axial blast ACB the moving contact is in contact with fixed contact with the help of a spring pressure as shown in the figure. There is a nozzle orifice in the fixed contact which is blocked by tip of the moving contact at normal closed condition of the breaker. When fault occurs, the high pressure air is introduced into the arcing chamber. The air pressure will counter the spring pressure and deforms the spring hence the moving contact is withdrawn from the fixed contact and nozzle hole becomes open. At the same time the high pressure air starts flowing along the arc through the fixed contact nozzle orifice. This axial flow of air along the arc through the nozzle orifice will make the arc lengthen and colder hence arc voltage become much higher than system voltage that means system voltage is insufficient to sustain the arc consequently the arc is quenched. circuit breaker with side moving contact" title="Axial Blast Air Circuit Breaker with side moving contact" class="alignleft"/>

Axial Blast ACB with Side Moving Contact

In this type of axial blast air circuit breaker the moving contact is fitted over a piston supported over a spring. In order to open the circuit breaker the air is admitted into the arcing chamber when pressure reaches to a predetermined value, it presses down the moving contact; an arc is drawn between the fixed and moving contacts. The air blast immediately transfers the arc to the arcing electrode and is consequently quenched by the axial flow of air.

Cross Blast Air Circuit Breaker

The working principle of cross blast air circuit breaker is quite simple. In this system of air blast circuit breaker the blast pipe is fixed in perpendicular to the movement of moving contact in the arcing chamber and on the opposite side of the arcing chamber one exhaust chamber is also fitted at the same alignment of blast pipe, so that the air comes from blast pipe can straightly enter into exhaust chamber through the contact gap of the breaker. The exhaust chamber is spit with arc splitters. When moving contact is withdrawn from fixed contact, an arc is established in between the contact, and at the same time high pressure air coming from blast pipe will pass through the contact gap and will forcefully take the arc into exhaust chamber where the arc is split with the help of arc splitters and ultimately arc is quenched.

temperature sensor

The Seven Basic Types of Temperature Sensors

PT 100 ohm Temperature sensor with a range of 50 - 700 deg

Temperature is defined as the energy level of matter which can be evidenced by some change in that matter. Temperature sensors come in a wide variety and have one thing in common: they all measure temperature by sensing some change in a physical characteristic.

The seven basic types of temperature sensors to be discussed here are

1. Thermocouples
2. Resistive temperature devices (RTDs, thermistors)
3. Infrared radiators
4. Bimetallic devices
5. Liquid expansion devices
6. Molecular change-of-state and
7. Silicon diodes.

Thermocouples

Thermocouples are voltage devices that indicate temperature by measuring a change in voltage. As temperature goes up, the
output voltage of the thermocouple rises - not necessarily linearly.

Often the thermocouple is located inside a metal or ceramic shield that protects it from exposure to a variety of environments.
Metal-sheathed thermocouples also are available with many types of outer coatings, such as Teflon, for trouble-free use in acids and strong caustic solutions.

Resistive Temperature Devices

Resistive temperature devices also are electrical. Rather than using a voltage as the thermocouple does, they take advantage of
another characteristic of matter which changes with temperature - its resistance. The two types of resistive devices are metallic, resistive temperature devices (RTDs) and thermistors.

In general, RTDs are more linear than are thermocouples. They increase in a positive direction, with resistance going up as temperature rises. On the other hand, the thermistors has an entirely different type of construction. It is an extremely nonlinear semi conductive device that will decrease in resistance as temperature rises.

Infrared Sensors

Infrared sensors are noncontacting sensors. As an example, if you hold up a typical infrared sensor to the front of your desk without contact, the sensor will tell you the temperature of the desk by virtue of its radiation - probably 68°F at normal room temperature.

In a noncontacting measurement of ice water, it will measure slightly under 0°C because of evaporation, which slightly lowers
the expected temperature reading.

Bimetallic Devices

Bimetallic devices take advantage of the expansion of metals when they are heated. In these devices, two metals are bonded
together and mechanically linked to a pointer. When heated, one side of the bimetallic strip will expand more than the other. And when geared properly to a pointer, the temperature is indicated.

Advantages of bimetallic devices are portability and independence from a power supply. However, they are not usually quite as
accurate as are electrical devices, and you cannot easily record the temperature value as with electrical devices like thermocouples or RTDs; but portability is a definite advantage for the right application.

Thermometers

Thermometers are well-known liquid expansion devices. Generally speaking, they come in two main classifications: the mercury
type and the organic, usually red, liquid type. The distinction between the two is notable, because mercury devices have certain limitations when it comes to how they can be safely transported or shipped.

For example, mercury is considered an environmental contaminant, so breakage can be hazardous. Be sure to check the current
restrictions for air transportation of mercury products before shipping.

Change-of-state Sensors

Change-of-state temperature sensors measure just that - a change in the state of a material brought about by a change in temperature, as in a change from ice to water and then to steam. Commercially available devices of this type are in the form of labels, pellets, crayons, or lacquers.

For example, labels may be used on steam traps. When the trap needs adjustment, it becomes hot; then, the white dot on the label will indicate the temperature rise by turning black. The dot remainsblack, even if the temperature returns to normal.

Change-of-state labels indicate temperature in °F and °C. With these types of devices, the white dot turns black when exceeding
the temperature shown; and it is a non-reversible sensor which remains black once it changes color. Temperature labels are useful when you need confirmation that temperature did not exceed a certain level, perhaps for engineering or legal reasons during shipment. Because change-of-state devices arenonelectrical like the bimetallic strip, they have an advantage in certain applications. Some forms of this family of sensors (lacquer, crayons) do not change color; the marks made by them simply disappear. The pellet version becomes visually deformed or melts away completely.

Limitations include a relatively slow response time. Therefore, if you have a temperature spike going up and then down very quickly, there may be no visible response. Accuracy also is not as high as with most of the other devices more commonly used in industry. However, within their realm of application where you need a nonreversing indication that does not require electrical power, they are very practical.

Other labels which are reversible operate on quite a different principle using a liquid crystal display. The display changes from black colour to a tint of brown or blue or green, depending on the temperature achieved.

For example, a typical label is all black when below the temperatures that are sensed. As the temperature rises, a colour will appear at, say, the 33°F spot - first as blue, then green, and finally brown as it passes through the designated temperature. In any particular liquid crystal device, you usually will see two colour spots adjacent to each other - the blue one slightly below the temp indicator, and the brown one slightly above. This lets you estimate the temperature as being, say, between 85° and 90°F.

Although it is not perfectly precise, it does have the advantages of being a small, rugged, nonelectrical indicator that continuously updates temperature.

Silicon Diode

The silicon diode sensor is a device that has been developed specifically for the cryogenic temperature range. Essentially, they
are linear devices where the conductivity of the diode increases linearly in the low cryogenic regions.

Whatever sensor you select, it will not likely be operating by itself. Since most sensor choices overlap in temperature range and accuracy, selection of the sensor will depend on how it will be integrated into a system.
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how to identify ship pipe lines

Identifying Pipelines On Ship

Whichever part you go on a ship, one thing you would always find is a pipeline.Pipelines are an integral part of a ship and no function or machinery can perform without their use. But in this jungle of pipelines, how to identify which pipeline goes where and what does it carry? Let's find out.

Introduction

Pipelines and pumps are an important part of a ship's design. Ships use some form of liquids or gases for all its functions, whether it is related to ship's operations or cargo handling. All these liquids and gases are stored it tanks or compressed chambers and from they are supplied to different equipments with the help of pumps. It is not necessary that the pumps are located near the tanks. Sometimes the pump rooms are on a totally different deck. To connect the pumps to the tanks and the tanks to the equipments lengthy pipe lines are used. Also, most of the machinery on the ship use a closed circuit system. This means that the liquid or gases goes back to the chamber from where it came from. For this reason too, pipe lines are used.

The main problem is this jungle of pipelines is to identify which pipeline carries what material. As all the pipelines pass through different bulkheads and decks and are entangled in such a way that it is often difficult to trace a pipe line during fault finding or mainteance. Also the pipelines being non transparent, the content or direction of flow cannot be determined. Hence there arises a need to mark the pipelines by keeping universal color codes in order to identify them easily at times of emergencies. Let me also tell you that the trainee engineer is the untitled pipeline locator in the ship's engine room

Identifying Pipelines

Pipelines can be distinguished from eachother by marking them on the basis of the content they carry. Marking not only helps to identify the content of the pipeline but also the direction of the flow. Marking should be done in universally accepted color codes so that identification becomes easy whichever country the ship may belong.

Marking is done in mainly two ways :

1)By coloring the whole pipe with the universally accepted codes.

2)By using marking tapes with specific color patterns at strategic locations.

Coloring The Whole Pipe

Both the type of marking systems are equally famous. In the first type of method the whole pipe line is colored on the basis of the content it carries. The coloring is done mainly during the time of machinery installation of immediately after that. The color codes are accepted universally, thus making it easy during the time of emergency and maintenance work which not only ensures safety of the crew but also faster work.Pipelines are coded according to the codes given in the diagram.

Using Marking Tapes

On many ships marking tapes are used to reduce the labor involved with painting the whole pipeline. But there are certain guidelines that needs to be followed in order to make the marking system beneficial for use.

There are two types of tapes that are available for marking:

1) Multi color tapes - These tapes are pre-colored according to the universal codes and just needs to be installed on the pipelines. It is the most easiest way for marking.

2) Single Color System - These are narrow single colored strips that can be used in creating the combination that is needed. Though cheap and flexible to use, the installation process might take a very longer time.

Installation Guidelines

To make the whole marking system beneficial for use there are some guidelines that needs to be followed.

• Each pipe line should be marked at least once in all the rooms that it passes through.

• The pipelines should be marked mainly near valves, pumps, filters, tanks and close to room entrances so that they are easily visible.

• The should overlap every 3-4 cm during installation.
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Thordon COMPAC Bearing System

Thordon COMPAC Bearing System

Thordon COMPAC bearing system is a " Blue water propeller shaf bearing system "

The COMPAC bearing system uses seawater as the lubrication medium in place of oil. Seawater is taken from the sea, pumped through non-metallic COMPAC propeller shaft bearings and returned to the sea. To ensure that abrasives are removed from the seawater supply, a Thordon Water Quality Package is used.  Use of seawater lubricated bearings eliminates the aft seal, as well as the storage, sampling and disposal of oil. The COMPAC shaft bearing system is currently installed on 600 vessels worldwide.

Thordon Bearing is a non metallic bearing made from elastomeric polymer alloys, which enables it to get lubricated by sea water so that there is no friction between the rotating propeller shaft and bearings.

To promote early formation of a hydrodynamic film between the shaft and bearing, the lower (loaded) portion of the bearing is smooth, while the upper half of the bearing incorporates grooves for flow of the water lubricant/coolant. The COMPAC system typically includes COMPAC bearings, shaft liners, a Water Quality Package, Thor-Coat shaft coating and a forward seal.

The Thordon Water Quality Package is a self-contained pumping unit which removes suspended solids with a specific gravity of 1.2 or higher and greater than 80 microns (0.003”). As water enters the forward seal, it flows through the COMPAC bearings and exits at the stern. Flow rate is monitored by low flow alarms.

The Thor-Coat propeller shaft coating provides 10-year corrosion protection against seawater. This toughened, 2-part epoxy coating is up to nine times more flexible than existing shaft coating products.

Advantages os Thordon COMPAC Bearing System

• Zero pollution risk (no oil required)
• 15-Year Wear Life Guarantee for COMPAC in bluewater  operation
• Easy fitting
• Reduced seal maintenance costs
• Inspections without shaft withdrawal
• Resistance to shock and edge loading
• link reference