Category: Navigation

The  Kra Canal (also  known as the Thai canal) is now again in the news. It’s idea  though has been debated off and on since the late 17th century. The proposed canal if it ever gets built  will connect the Gulf of Thailand in the South China Sea directly to the Andaman Sea in the Indian Ocean and bypass the Straits of Malacca and Singapore The  canal project will cost around 28 billion US dollars and take an  estimated time of around  ten years to be constructed.

It seems that the idea of developing the Kra Canal is most welcome due to the great savings in costs, higher levels of safety and shortened distance compared to the journey via the Strait of Malacca. The industry players in the maritime field appear to be highly receptive to the Kra Canal concept because the canal will enable ships to bypass the highly congested Malacca Strait thus reducing voyage distance by 1,200 km and therefore voyage time resulting in  higher vessel usage. A shortened single journey means that ships could reduce up to 72 h of sailing time and also save bunker costs. Therefore, this will very likely attract the crossing of vessels. Definitely, shipping and logistics companies would welcome the reduced operating and voyaging costs between East Asia and Europe. Besides that, a shorter trip would also reduce the risk of running into pirates and avoid congestion.
Sceptics’  are of the opinion  that since  the canal  will physically divide the country of Thailand , it may create a political situation later and as  always there are also concerns from the environmentalists due to dredging requirements. The fact that today more than 122,000 vessels pass through the Malacca Straits per year goes in favour of developing the Kra Canal . This amount of heavy traffic creates  a very high risk of collision between vessels which  could  result in a much avoidable  pollution disaster.
                                 The present alternative for vessels is  to use the Sunda Strait located between the islands of Jawa and Sumatra or the Lambok Strait which connects the Java Sea to the Indian Ocean. However these are much longer routes and also have a piracy history

The length of the canal is proposed to be 102 km, 400 m in width and 25 m in depth. This will allow the passage of any type of cargo vessel, up to ultra large crude carriers  of 300,000 deadweight tonnage. This new development will certainly change the landscape of maritime transportation in the region as Thailand may greatly benefit from the canal toll fees , however Singapore’s status as a maritime hub may be negatively affected . 

India’s own Sethusamudram Shipping Canal project connecting  Gulf of Mannar with the Palk Strait which will allow ships to pass between India and Sri Lanka  though  conceived in 1860 has not yet been developed due to  very strong opposition by religious and environmental groups.

Emergency Position Indicating Radio Beacon (EPIRB) Is The Most Reliable And Rapid Means Of Sending Distress Messages, Provided Global Coverage In A Compact Device. It Also Doesn’t Require External Batteries Or Aerials For Operation.  EPIRB Transmits Enclosed Distress Signals To Search And Rescue (SAR) Authorities. As Per Solas Vessels Having  300 Grt And Above Needs To Carry EPIRB On International Voyages. To Ensure Proper Operation Of EPIRB, They Must Be Tested Regularly.

Basic Testing
First –Line  testing Is Carried Out Using Beacon’s Self-test Button In Accordance With Manufacturer’s Recommended Procedures. In Spite Of  new Designs Which Has Reduced Chance Of  transmitting A Distress Signal During Test,  40% Of False Alarms Produced By EPIRB Occur While Testing.
Now A Days Float-free EPIRBs Are Installed Which Do Not Require Manual Alarming And Only Transmit Distress Signals When Removed From The Bracket And In Contact Of Sea Water. The Self Testing Buttons On These EPIRBs Can Be Operated Manually Without Removing Beacon From Its Bracket.

Testing Without Sending Distress Signals
New Models Of EPIRB Transmit A Modified Signal That Provides The Necessary Information For This Test But Do Not Activate Satellite Distress System While Testing.

Some Features Of Float Free EPIRB
1. Capable Of Transmitting A Distress Alert To Polar Orbiting Satellite.
2. Capable Of Floating Free Automatically.
3. Electrical Part Designed  to Be Water Tight At A Depth Of 10m For 5 Minutes.
4. Automatically Activated When Floating Free.
5. Can Be Dropped In To Water From A Height Of 20 M.
6. Its Battery Operates For 48 Hrs.
7. It Can Operate In Icing Condition, At Relative Wind Speed 100 Knots And Can Also Work On Ambient Temp Of -20 Deg C To +55 Deg C.
8. Consist Clear Instructions For Operation And Expiry Date Of The Battery.
9. Its Operating Frequency Is 406 MHz.

Overheating Of Coal Causes Major Fire On The Ship Resulting Loss Of Life, Cargo And Environmental Damage. There Have Been No Of Incident Resulting From Overheating Of Coal. The Majority Of Incidents Involved The Loading Of Low Rank Coal In Excess Of 55 Deg C. There Are Many Companies Not Providing Adequate Cargo Declaration And Supply Lower Rank Coals. Self Heating Of Such Coals Gives Hydrocarbon Gases Which Is Highly Combustible
.
Precaution Must Be Taken While Loading Coal To Ensure Safety Of Ship And People On Board.
It Happens Often That The Shippers Barge Waiting At Sea, Open To Strong Wind, Rain And Rough Weather, Near To The Anchorage. A Situation Can Often Promote Self-heating When Loading Such Cargo. Cargo From These Barges Coal Temperature May Be In Excess Of 55 Deg C.

Care Must Be Taken Before Loading These Cargoes.  Loading Should Be Closely Monitored And Temperature Of Cargo Should Be Examined At Very Short Intervals. Infra-red Thermometers Can Be Used To Monitor Temperature.
Holds Should Be Closed Air Tight If There Is Any Delay Of More Than An Hour During Loading. On Completion Of Cargo Operation Cargo Trimming Should Be Done And Holds Should Be Closed And Sealed.

IMSBC Code Requires Following Minimum Information From The Shipper About The Cargo-
Moisture Content
Sulphur Content
Particle Size
Details That Cargo Emits Methane Or Self-heat, Or Both

IMSBC Also Require That The Ship Has-
An Instrument For Measuring Methane, Oxygen And Carbon Monoxide In Holds.
A Means Of Measuring The PH Values Of Cargo Bilge Sample.
A Means Of Measuring Cargo Temperature During Loading And Sailing.

Poor Maintenance Of Life Saving Appliances (LSA) And Fire Fighting Appliances (FFA) On Board The Vessel And Improper Training Of Crew May Cause PSC Deficiency, Which May Led To Fine Or Unnecessary Delay In Ship’s Operation. Care Must Be Taken While Doing Maintenance Of LSA And FFA To Avoid Above Situations. Also Training Of Ship’s Personal Should Be Done According To The Company’s Procedures.   

Maintenance Of LSA And FFA
All LSA And FFA Equipments Must Be Kept In Good And Apparent Condition.
LSA And FFA Equipment Must Be Available At All The Times For Immediate Use.
Manufacturer’s Instruction And Guidelines Must Be Followed Strictly To Check Time To Time In Order To Keep It In Good Condition.
Responsible Officer Must Supervise And Report To Master, If Any Defect Noticed. However, Safety Is Responsibility Of All Personals On Board  in This Regard  and Crew Must Be Alert All Times And Report Any Defect/deficiency Noted On LSA And FFA To Chief Officer Who In Turn Will Advise Master Or Chief Engineer So As To Rectify The Same.

Training Of Crew
Training Of Crew Is Must To Ensure That All The Crew Members Are Familiar With Use And Operation Of LSA And FFA. The Master Has The Responsibility To Ensure That The Company’s On Board Training Programme Is Implemented Properly.
This Training Shall Be Implemented Through:
Safety And Pollution Prevention Drills .
Security Drills, Safety And Security Meetings.
On Board Training Presentation By Audio-visual DVDs.

All The Crew Member Individually Must Be Able To Demonstrate Lowering Of Life Boat/rescue  boat, Fully Operate All Fire Fighting Equipments, Don Immersion Suits And Fire Man’s Outfits With SCBA Etc. Apart From The Importance Of Seafarer’s Knowledge And Training Significant Role For Promotion Of Safety On Board The Ship Has To Be The Safety Culture Of The Seafarer.

The Purpose Of The Voyage Data Recorder (VDR) Equipment Is To Store And Maintain, In A Secure And Retrievable Form, The Full Necessary Information That Has To Be Recorded Following An Incident, Thus, Proper And Correct Use Of VDR Is Considered Of Paramount Importance.

What Are The IMO Requirements Regarding VDR?
Passenger Ships And Ships Other Than Passenger Ships Of 3000 Gross Tonnage And Upwards Constructed On Or After 1 July 2002 Must Carry Voyage Data Recorders (VDRs) To Assist In Accident Investigations, Under Regulations Adopted In 2000, Which Entered Into Force On 1 July 2002.The Mandatory Regulations Are Contained In Chapter V On Safety Of Navigation Of The International Convention For The Safety Of Life At Sea, 1974 (SOLAS).
             Like The Black Boxes Carried On Aircraft, VDRs Enable Accident Investigators To Review Procedures And Instructions In The Moments Before An Incident And Help To Identify The Cause Of Any Accident.

What Does SOLAS Regulation Say?
Under Regulation 20 Of SOLAS Chapter V On Voyage Data Recorders (VDR), The Following Ships Are Required To Carry VDRs:
1. Passenger Ships Constructed On Or After 1 July 2002;
2. Ro-ro Passenger Ships Constructed Before 1 July 2002 Not Later Than The First Survey On Or After 1 July 2002;
3. Passenger Ships Other Than Ro-ro Passenger Ships Constructed Before 1 July 2002 Not Later Than 1 January 2004; And
4. Ships, Other Than Passenger Ships, Of 3,000 Gross Tonnage And Upwards Constructed On Or After 1 July 2002.

VDRs Are Required To Meet Performance Standards "not Inferior To Those Adopted By The Organization".
Performance Standards For VDRs Were Adopted In 1997 And Give Details On Data To Be Recorded And VDR Specifications. They State That The VDR Should Continuously Maintain Sequential Records Of Preselected Data Items Relating To Status And Output Of The Ship's Equipment And Command And Control Of The Ship. The VDR Should Be Installed In A Protective Capsule That Is Brightly Coloured And Fitted With An Appropriate Device To Aid Location. It Should Be Entirely Automatic In Normal Operation.
      Administrations May Exempt Ships, Other Than Ro-ro Passenger Ships, Constructed Before 1 July 2002, From Being Fitted With A VDR Where It Can Be Demonstrated That Interfacing A VDR With The Existing Equipment On The Ship Is Unreasonable And Impracticable.
Regulation18 Of SOLAS Chapter V On Approval, Surveys And Performance Standards Of Navigational Systems And Equipment And Voyage Data Recorder States That:
The Voyage Data Recorder (VDR) System, Including All Sensors, Shall Be Subjected To An Annual Performance Test. The Test Shall Be Conducted By An Approved Testing Or Servicing Facility To Verify The Accuracy, Duration And Recoverability Of The Recorded Data. In Addition, Tests And Inspections Shall Be Conducted To Determine The Serviceability Of All Protective Enclosures And Devices Fitted To Aid Location. A Copy Of A The Certificate Of Compliance Issued By The Testing Facility, Stating The Date Of Compliance And The Applicable Performance Standards, Shall Be Retained On Board The Ship.

What Are Simplified VDR (S-VDR) And Amendments Concerned?
The MSC At Its 79th Session In December 2004 Adopted Amendments To Regulation 20 Of SOLAS Chapter V (Safety Of Navigation) On A Phased-in Carriage Requirement For A Shipborne Simplified Voyage Data Recorder (S-VDR). The Amendment Entered Into Force On 1 July 2006.
         The Regulation Requires A VDR, Which May Be An S-VDR, To Be Fitted On Existing Cargo Ships Of 3,000 Gross Tonnage And Upwards, Phasing In The Requirement For Cargo Ships Of 20,000 Gross Tonnage And Upwards First, To Be Followed By Cargo Ships Of 3,000 Gross Tonnage And Upwards.
The S-VDR Is Not Required To Store The Same Level Of Detailed Data As A Standard VDR, But Nonetheless Should Maintain A Store, In A Secure And Retrievable Form, Of Information Concerning The Position, Movement, Physical Status, Command And Control Of A Vessel Over The Period Leading Up To And Following An Incident.

The Phase-in Is As Follows:
To Assist In Casualty Investigations, Cargo Ships, When Engaged On International Voyages, Shall Be Fitted With A VDR Which May Be A Simplified Voyage Data Recorder (S VDR) As Follows:
In The Case Of Cargo Ships Of 20,000 Gross Tonnage And Upwards Constructed Before 1 July 2002, At The First Scheduled Dry-docking After 1 July 2006 But Not Later Than 1 July 2009;
In The Case Of Cargo Ships Of 3,000 Gross Tonnage And Upwards But Less Than 20,000 Gross Tonnage Constructed Before 1 July 2002, At The First Scheduled Dry-docking After 1 July 2007 But Not Later Than 1 July 2010; And
Administrations May Exempt Cargo Ships From The Application Of The Requirements When Such Ships Will Be Taken Permanently Out Of Service Within Two Years After The Implementation Date Specified Above.