Analysis of Efficiencies of Container ports

Please find an interactive dashboard for analysis on efficiencies of selected container ports in the world.

Dash Board

CONTAINER PORTS - EFFICIENCY TRACKER

Welcome to the first video in the Introduction to Astrophotography Series. Today we will review the most commonly employed celestial coordinate systems, which are used to locate and track celestial objects such as stars, planets, and deep sky objects. We will also be covering related topics such as sidereal time, the Julian Day system, and the effects of axial precession and nutation.  Here is a list of topics covered in the video so you can skip to a specific section; ⋅ Introduction → 0:00 ⋅ Overview: Spherical/Celestial Coordinates → 0:45 ⋅ Celestial Coordinates: Use & Utility → 6:45 ⋅ Celestial Landmarks → 7:27 ⋅ Horizontal System: → Azimuth → 9:45 → Altitude → 10:37 → Horizontal System Examples → 12:51 ⋅ Equatorial System → 14:50 → Projection & Latitude Dependance → 16:33 → Declination → 19:56 → Apparent Angular Velocity Example → 24:11 → RA/Hour Angle: Overview → 26:26 → Sidereal Time → 27:25 → Angle/Sidereal Time Conversion → 29:54 → Ecliptic → 30:57 → Right Ascension (R.A.) & Local Hour Angle → 32:01 → Local Hour Angle Example → 35:12 → RA/Hour Angle Measurement Examples → 37:22 ⋅ Local & Greenwich Sidereal Time (LST & GST) → 38:56 ⋅ LST/GST/RA/Local Hour Angle Examples → 40:55 ⋅ Sidereal Time: Mean vs. Apparent → 46:10 ⋅ GMST/LMST Calculation (Epochs) → 47:01 ⋅ Julian Day Number (JDN) → 53:10 ⋅ Gregorian to Julian Calculation → 54:56 ⋅ GMST Calculation via JDN → 57:08 ⋅ Precession of the Equinoxes (Axial Precession) → 59:57 ⋅ Obliquity (Axial Tilt) → 1:02:22 ⋅ Axial Nutation → 1:02:53 ⋅ Apparent Sidereal Time Calculation → 1:05:05 ⋅ Closing Remarks & Software List → 1:07:48

Basics of Celestial navigation and Astronomy. Introduction of terms such as Celestial Sphere, Declination, Hour Angles, Movement of Stars along the sky.

A short video which describe our universe and how does Day & Night occurs on earth. It also illustrates How does seasons occurs on earth, What is Precession of equinox and its significance on our lives etc.

The proper stowage of bagged rice onboard ship with well-structured ventilation channels is imperative to allow the free flow of dry air to prevent the accumulation of condensation in the stowage of bagged rice. This animation provides as summary of best practices for properly stacking bags with ventilation channels to ensure the free flow of dry air for optimal humidity control

Maritime Distress Signals as per COLREGS

COLREGS 1972 details list of distress signals to be shown by vessels at sea under Annex IV.

RISING SEAFARER SUICIDES AT SEA

Over the years, the world has neglected the mental health of seafarers. Now the data shows that there is a rising trend in seafarers committing suicides. This video shows what is the life of a seafarer all about with reference to perceptions of their job and the reality.

MATES FG - FUNCTION 2 - ORALS - BULK CARRIER - SOLAS CHAPTER XII

SOLAS CHAPTER XII - ADDITIONAL SAFETY MEASURES FOR BULK CARRIERS

1. APPLICABLE TO BULK CARRIERS(means ships constructed with single deck, top-side tanks and hopper side tanks in cargo spaces and intended primarily to carry dry cargo in bulk; or ore carriers; or combination carriers.
2. IN FORCE FROM 01 JUL 1999 Depending on Ship's Age as per Reg 3
3. Regulations categorise Bulk Carriers as Single skin & Double skin Bulk Carriers loading Bulk Cargoes in two density groups 1000 kg/m3 and 1780 kg/m3 and above.A standard length of 150 meters is used as a basic length.This length appears in loadline certificate.

• SINGLE SIDE SKIN BULK CARRIER

1. ANY PART OF CARGO HOLD IS SHIP'S SIDE SHELL
2. IF ANY AREA(ballast tank/cofferdam etc) IS SEPARATING CARGO HOLD FROM SIDE SHELL(ship side),THEN PERPENDICULAR DISTANCE BETWEEN SIDE SHELL & CARGO HOLD IS LESS THAN 760 mm(for ships built before 01 jan 2000), 1000 mm(for ships built before 01 jan 2006 but after 01 jan 2000)

• DOUBLE SIDE SKIN BULK CARRIER

ANY BULK CARRIER WHICH IS NOT A SINGLE SKIN BULK CARRIER.

So,SOLAS stipulates following requirements:-

Bulk carriers of 150 m in length and upwards of single-side skin construction, designed to carry solid bulk cargoes having a density of 1,000 kg/m³ and above, constructed on or after 1 July 1999 

• When loaded to summer loadline,be able to withstand flooding in any compartment and be able to float with following stability criteria:- 

1. The final waterline after flooding, taking into account sinkage, heel and trim, is below the lower edge of any opening through which progressive downflooding may take place.
2. The angle of heel due to unsymmetrical flooding does not exceed 15 degrees. If no part of the deck is immersed, an angle of heel of up to 17 degrees may be accepted.
3. The metacentric height in the flooded condition is positive.
4. As per condition of equillibrium for TYPE B SHIPS in Loadline convenion.
   

• shall have sufficient strength to withstand flooding of any one cargo hold to the water level outside the ship in that flooded condition in all loading and ballast conditions, taking also into account dynamic effects resulting from the presence of water in the hold, 
•  Prior to loading bulk cargo on bulk carriers of 150 m in length and upwards, the shipper shall declare the density of the cargo, in addition to providing the cargo information required by regulation VI/2.
  
  
  
  
  
  
•  shall be fitted with a loading instrument capable of providing information on hull girder shear forces and bending moments, 
  
   
• shall be fitted with water level detector
  

1. in each cargo hold, giving audible and visual alarms, one when the water level above the inner bottom in any hold reaches a height of 0.5 m and another at a height not less than 15% of the depth of the cargo hold but not more than 2 m.
2. For cargo holds which are used for water ballast, an alarm overriding device may be installed. The visual alarms shall clearly discriminate between the two different water levels detected in each hold; 
3. in any ballast tank forward of the collision bulkhead required by regulation II-1/12 (now II-1/9), giving an audible and visual alarm when the liquid in the tank reaches a level not exceeding 10% of the tank capacity. An alarm overriding device may be installed to be activated when the tank is in use; 
4. In any dry or void space other than a chain cable locker, any part of which extends forward of the foremost cargo hold, giving an audible and visual alarm at a water level of 0.1 m above the deck. 
5. Such alarms need not be provided in enclosed spaces the volume of which does not exceed 0.1% of the ship’s maximum displacement volume.
6. The audible and visual alarms specified in paragraph 1 shall be located on the navigation bridge.
   

• On bulk carriers, the means for draining and pumping ballast tanks forward of the collision bulkhead and bilges of dry spaces any part of which extends forward of the foremost cargo hold shall be capable of being brought into operation from a readily accessible enclosed space, the location of which is accessible from the navigation bridge or propulsion machinery control position without traversing exposed freeboard or superstructure decks.

 Bulk carriers of 150 m in length and upwards of single-side skin construction, carrying solid bulk cargoes having a density of 1,780 kg/m³ and above, constructed before 1 July 1999 shall

• when loaded to the summer load line, be able to withstand flooding of the foremost cargo hold in all loading conditions and remain afloat with following stability criteria,

1. The final waterline after flooding, taking into account sinkage, heel and trim, is below the lower edge of any opening through which progressive downflooding may take place.
2. The angle of heel due to unsymmetrical flooding does not exceed 15 degrees. If no part of the deck is immersed, an angle of heel of up to 17 degrees may be accepted.
3. The metacentric height in the flooded condition is positive.
4. As per condition of equillibrium for TYPE B SHIPS in Loadline convenion.

• The transverse watertight bulkhead between the two foremost cargo holds and the double bottom of the foremost cargo hold shall have sufficient strength to withstand flooding of the foremost cargo hold, taking also into account dynamic effects resulting from the presence of water in the hold.
• if the bulk heads are not sufficiently strengthened,then,while carrying cargoes of density>1780 kg/m³,restrictions on the distribution of the total cargo weight between the cargo holds; and restrictions on the maximum deadweight. 
• Any restrictions imposed on the carriage of solid bulk cargoes having a density of 1,780 kg/m³ and above shall be identified and recorded in the stability booklet/loading manual.
  
• Any bulk carrier to which above restriction applies,shall be permanently marked on the side shell at midships, port and starboard, with a solid equilateral triangle having sides of 500 mm and its apex 300 mm below the deck line, and painted a contrasting colour to that of the hull. 

• fitted with water level detectors as above.

 

• Bulk carriers of 150 m in length and upwards of single-side skin construction, carrying cargoes having a density of 1,780 kg/m³ and above,if not complying with damage stability and structural strength criteria(of side structures) of IMO,then she shall not sail with any hold loaded to less than 10% of the hold’s maximum allowable cargo weight when in the full load condition, after reaching 10 years of age. The applicable full load condition for this regulation is a load equal to or greater than 90% of the ship’s deadweight at the relevant assigned freeboard. 

SURVEYS AS REQUIRED AS PER SOLAS CHAPTER XII

Bulk carriers of 150 m in length and upwards of single-side skin construction, constructed before 1 July 1999, of 10 years of age and over, shall not carry solid bulk cargoes having a density of 1,780 kg/m³ and above unless they have satisfactorily undergone either:

.1. a periodical survey, in accordance with the enhanced programme of inspections during ENHANCED surveys or

.2. a survey of all cargo holds to the same extent as required for periodical surveys in the enhanced programme of inspections during enhanced survey

• Bulk carriers shall comply with the maintenance requirements provided in regulation II-1/3-1 and the Standards for owners’ inspection and maintenance of bulk carrier hatch covers, adopted by the Organization by resolution MSC.169(79) such as below.

  1 Application

  . These Standards define requirements for the owners’ inspection and maintenance of cargo hatch covers on board bulk carriers.

  2 Maintenance of hatch covers and hatch opening, closing, securing and sealing systems

  2.1. Lack of weathertightness may be attributed to:

  .1. normal wear and tear of the hatch cover system: deformation of the hatch coaming or cover due to impact; wear of the friction pads where fitted; wear and tear of the cleating arrangement; or

  .2. lack of maintenance: corrosion of plating and stiffeners due to breakdown of coatings; lack of lubrication of moving parts; cleats, joint gaskets and rubber pads in need of replacement, or replaced with incorrect specification parts.

  2.2. Insecure hatch covers may be particularly attributed to damage or wear of securing devices, or incorrect adjustment, and incorrect pre-tension and load sharing, of cleating systems.

  2.3. Ship owners and operators shall therefore institute a programme of maintenance. This maintenance shall be directed to:

  .1. protecting exposed surfaces of plating and stiffeners of hatch covers and coamings in order to preserve overall structural strength;

  .2. preserving the surface of trackways of rolling covers, and of compression bars and other steel work bearing on seals or friction pads, noting that surface smoothness and correct profile are important for reducing wear rates on these components;

  .3. maintaining hydraulic or mechanically powered opening, closing, securing or cleating systems in accordance with manufacturer’s recommendations;

  .4. maintaining manual cleats in adjustment, with replacement when significant wastage, wear or loss of adjustment capability is identified;

  .5. replacing seals and other wear components in accordance with manufacturers’ recommendations, noting the need to carry on board or obtain such spares of correct specification, and that seals are designed for a particular degree of compression, hardness, chemical and wear resistance; and

  .6. keeping all hatch cover drains and their non-return valves, where fitted, in working order, noting that any drains fitted to the inboard side of seal lines will have non-return valves for prevention of water ingress to holds in the event of boarding seas.

  2.4. The equalization of securing loads shall be maintained following the renewal of components such as seals, rubber washers, peripheral and cross joint cleats.

  2.5. Ship owners and operators shall keep a Maintenance Plan and a record of maintenance and component replacement carried out, in order to facilitate maintenance planning and statutory surveys by the Administration. Hatch cover maintenance plans shall form part of a ship’s safety management system as referred to in the ISM Code.

  2.6. Where the range of cargoes carried requires different gasket materials, a selection of gasket materials of the correct specifications shall be carried on board, in addition to other spares.

  2.7. At each operation of a hatch cover, the cover and, in particular, bearing surfaces and drainage channels shall be free of debris and as clean as practicable.

  2.8. Attention is drawn to the dangers of proceeding to sea without fully secured hatch covers. Securing of all covers shall always be completed before the commencement of a sea passage. During voyages, especially on loaded passages, cover securing devices and tightness of cleating and securing arrangements shall be checked, especially in anticipation of, and following periods of, severe weather. Hatch covers may only be opened on passage, when necessary, during favourable sea and weather conditions; imminent weather forecasts shall also be considered.

  2.9. Operators shall consult the Cargo Securing Manual when planning the loading of containers or other cargo on hatch covers and confirm that they are designed and approved for such loads. Lashings shall not be secured to the covers or coamings unless these are suitable to withstand the lashing forces.

  3 Inspection of hatch covers and hatch opening, closing, securing and sealing systems

  3.1. Statutory surveys of hatch covers and their coamings are carried out by the Administration as part of the annual survey required by article 14 of the International Convention on Load Lines, 1966, as modified by the 1988 Protocol relating thereto and in accordance with the requirements for Enhanced Surveys contained in resolution A.744(18), as amended. However, the continued safe operation is dependent on the shipowner or operator instituting a regular programme of inspections to confirm the state of the hatch covers in between surveys.

  3.2. Routines shall be established to perform checks during the voyage, and inspections when the hatch covers are opened.

  3.3. Voyage checks shall consist of an external examination of the closed hatch covers and securing arrangements in anticipation of, and after, heavy weather but in any event at least once a week, weather permitting. Particular attention shall be paid to the condition of hatch covers in the forward 25% of the ship’s length, where sea loads are normally greatest.

  3.4. The following items, where provided, shall be inspected for each hatch cover set when the hatch covers are opened or are otherwise accessible on each voyage cycle, but need not be inspected more frequently than once per month:

  .1. hatch cover panels, including side plates, and stiffener attachments of opened covers 

  for visible corrosion, cracks or deformation;

  .2. sealing arrangements of perimeter and cross joints (gaskets, flexible seals on combination carriers, gasket lips, compression bars, drainage channels and non-return valves) for condition and permanent deformation;

  .3. clamping devices, retaining bars and cleating for wastage, adjustment, and condition of rubber components;

  .4. closed cover locating devices for distortion and attachment;

  .5. chain or wire rope pulleys;

  .6. guides;

  .7. guide rails and track wheels;

  .8. stoppers;

  .9. wires, chains, tensioners and gypsies;

  .10. hydraulic system, electrical safety devices and interlocks; and

  .11. end and inter-panel hinges, pins and stools where fitted.

  As part of this inspection, the coamings with their plating, stiffeners and brackets shall be checked at each hatchway for visible corrosion, cracks and deformation, especially of the coaming tops and corners, adjacent deck plating and brackets. 

  
  

  
  

  
  

lOADING BULK CARGOES & IMSBC CODE

MATE F.G.COLREGS - RULE 3 - FAQ ORALS

1) A POWER DRIVEN VESSEL SHALL INCLUDE - 

•  VESSEL ENGAGED IN TOWING
•  VESSEL NUC OTHER THAN A SAILING VESSEL
•  VESSEL R.A.M OTHER THAN A SAILING VESSEL
• ALL C.B.D VESSELS
• A SEA PLANE OPERATING ON WATER SURFACE
• A W.I.G CRAFT OPERATING ON WATER SURFACE
• A VESSEL WITH SAILS PROPELLED BY MACHINARY
• A FISHING V/L FISHING WITH LINES,TROLLING LINES
• A HOVER CRAFT(NON DISPLACEMENT CRAFT)
• 
  

2) RESPONSIBILITY OF POWER DRIVEN VESSEL IN CLOSE QUARTER SITUATION DEPENDS ON MANOEUVRABILITY OF VESSEL AND AS PER RULE NO.18,15,16

3)NON DISPLACEMENT CRAFTS ARE NOT CONSISDERED AS SEAPLANES

4)WHAT IS ''N.U.C' V/L?

QUOTE EXACT DEFINITION AS PER RULE NO.3.

A V/L BECOMES N.U.C ONLY WHEN

• AN EXCEPTIONAL CIRCUMSTANCE EXIST
• UNABLE TO MANOEUVRE(ALTER CO AND/OR SPEED)

VESSEL NOT UNDER COMMAND EXAMPLES

• LOST RUDDER
• LOST PROPELLOR
• M/E BREAKDOWN
• STRNG GEAR BREAK DOWN
• V/L DRAGGING ANCHOR
• V/L RIDING TO AN ANCHOR WITH UNSHACKLED
• SAILING V/L BECALMED(NO WIND)
• A P.D. V/L WITH NO FUEL & ANCHOR

 A V/L WITH REDUCED SPEED IN HEAVY WX IS NOT NUC V/L.

5) U ARE IN A VLCC,WHEN WILL U SWITCH ON R.A.M LIGHTS?

• STS UNDERWAY
• RECEIVING PILOT/ DISEMBARKING PILOT FROM A HELICOPTER(EG:OFF DURBAN)

UP ON CREW CHANGE OR TRANSFER OR PERSONS/BUNKERING/PICKING UP STORES,SPARES OR PROVISIONS/FW INTAKE/DISPOSAL OF GARBAGE & SEWAGE WHILE  UNDERWAY(DRIFTING OR MAKING WAY) BUT NOT AT ANCHOR OR NOT DURING TANK CLEANING.

6) WHEN WILL U SWITCH ON CBD LIGHTS?

• QUOTE RULE 3 FOR CBD DEFINITION
• WHEN V/L BEACUSE OF HER DRAFT IS UNABLE TO MAKE ALTERATION OF COURSE DUE TO PASSING BETWEEN SHOALS/OBSTRUCTION/WRECKS BUT OTHER SMALL DRAFT V/L CAN PASS THROUGH THE AREA.
• ON PASSING CLEAR THE AREA LIGHTS/SHAPES TO BE SWITCHED OFF/LOWERED.
• WHEN LOCAL RULES(FROM ASD/CHARTS/INFO FROM PILOT IN PILOT CARD,WRITTEN INFO FROM AGENT) WITH IN A PORT/RIVER PASSAGE/HARBOUR REQUIRES CBD SIGNALS TO BE SHOWN FOR EXCEEDING REQD DRAFT.

7) WHICH ALL V/L ARE UNDERWAY?

• MAKING WAY THROUGH WATER(P.D V/L PROPELLING AHEAD OR ASTERN BY MACHINERY WITH A SPEED OR SAILING V/L MOVING AHEAD OR ASTERN WITH SPEED BY WIND)
• DRIFTING( V/L AND ANY FLOATING OBJECTS HAVE SAME SPEED) OR UNDERWAY BUT STOPPED AND MAKING NOWAY THROUGH WATER
• WHEN ANCHOR DRAGGING
• WHEN DREDGING ANCHOR
• WHEN DROPPING DOWN
• WHEN KEDGING ANCHOR

8) WHICH OF RULES ARE APPLICABLE AT ALL TIMES?

 

ALL TIMES - IN SIGHT OF ONE ANOTHER,RESTRICTED VISIBILTY, DETECTION BY RADAR

RULE 1 TO RULE 10

COLREGS - RULE NO.1 & 2 - FREQUENTLY ASKED ORAL QUESTIONS.

RULE NO.1 

1)What is ROADSTEAD?
Ans.OPEN ANCHORAGE PROTECTED BY SHOALS OUTSIDE HARBOUR.
2)Which Rules applies wrt navigation inside internal Waters?
Ans.Rules made by Soverign Govt
3)When Can Coastal State formulate its own Rules for Signals?
Ans. For Ships of war & Vessels under Convoy
         -Additional Station lights
        -Additional Signal Lights
        -Shapes
        -Whistle Signals
       For Fishing Vessels engaged in Fishing as a Fleet
        -Additional Station lights
        -Additional Signal Lights
        -Shapes
 But this Additional Signals shall not be mistaken for COLREGS signals.
4)Difference between Fishing Vessels Engaged in Fishing in close proximity and Fishing as Fleet?
 Ans.   Fishing vessels in Close Proximity:Signals as per COLREGS ANNEX II
   Fishing vessels fishing as fleet: Rules by Coastal State
5)What is TSS?
  Ans. A routeing measure aimed at separation of opposing streams of traffic by appropriate means and by establishment of Traffic lanes.
6)How do u know if TSS is adopted by IMO?
Ans. If info on that TSS is included in IMO Routeing guide.
(Ship's Routeing Guide)
7) Tell me a ship where COLREGS signals may be different?
 Ans.An Aircraft carrier because of its special Construction


                                RULE NO.2

1) Indian Police Arrested Master,Second Officer & Seaman of Prabhudhaya for an accident in territorial waters? Is that Action Correct WRT COLREGS?Which Rule say so?
Ans. Quote Rule no.2(Words 'May & Shall' assume significance and should not get interchanged)
 For Addnl Explanation :
a)Vessel,Ship Owner,Master & Crew are duty bound to  comply with provisions of Colregs.
b)if it is proved that an accident/incident as a result of neglect to comply with the Rules of COLREGS, Vessel/Owner/Master/CREW who has committed the neglect will be liable(Criminal,Civil,Fiscal)

2) As per Rule No.2,List out precautions that may be Required by Ordinary Practice of seamanship?

• A V/L Underway should keep out of way of Vessel at anchor
• When a V/L anchors It shall anchor at a place with out Endangering other navigating vessels
• A vessel  at anchor should use sufficient cables
• A Vessel(P.D or Sail) should not be underway in restricted Visibilty if not having an Operational Radar
• When Approaching a bend in Tidal River,V/L with tide against her should wait for V/L with following tide to pass.
• When navigating shallow waters,steam at slow speed having due regards to squat,interaction,shallow water effect etc.
• Complying with provisions of Rule.10 while navigating in an non IMO TSS.

3) When can u depart from complying with COLREGS?

Ans.) Only to avoid immediate Danger

        Immediate Dangers due to navigation & Collision

•    A Power Driven V/L meets another Power Driven V/L ends on,have shallow patch on stbd side or Another V/L overtaking on her stbd side.
• So if V/L alters course to stbd,she is putting herself in immediate danger of Collision/Navigation.

       Immediate Danger due to Special Circumstance

• A vessel in CONVOY taking action to avoid immediate danger.

MATE F.G ORALS - COLREGS RULE NO.4,5,6 - FAQ

RULE NO.5

1) HOW WILL U CARRY OUT LOOK OUT?

• SIGHT - BINOCULARS , RADAR AT APPROPRIATE RANGE & WITH PROPER SETTINGS
• HEARING - DOORS OPENED IN CASE OF RESTRICTED VISIBILITY,SOUND RECEPTION SYSTEM,VHF/MF/HF,SAT-C PROPERLY TUNED & CONTROLLED VOLUME
• ALL AVAILABLE MEANS - ECHO SOUNDER,AIS,USE OF RACONS FOR POSITION FIXING,USE OF LEADING MARKS,PRIMARY & SECONDARY POSN FIXING SYSTEMS

2) WHAT DO U MEAN BY FULL APPRAISAL OF SITUATION?

• PROPER POSITION FIXING(PRIMARY & SECONDARY,APPT DATUM).
• ENSURE THAT STEERING GEAR/AUTO PILOT ARE WORKING PROPERLY.
• O.O.W MUST BE AWARE OF OTHER VESSELS IN VICINITY.

3) WHICH ALL V/L MUST KEEP LOOK OUT?

• ALL V/L UNDERWAY
• ALL V/L AT ANCHOR
• ALL V/L AGROUND
• ALL V/L MADE FAST ASHORE AS PART OF WATCH KEEPING.

4) FACTORS DECIDING LOOK OUT?

• STCW 2010 CODE - RECOMENDATIONS

RULE 6 SAFE SPEED

5) PROCEED AT SAFE SPEED AT ALL TIMES,MEANING OF ALL TIMES?

• OOW NEED NOT TO GET PERMISSION FROM MASTER BEFORE USING TELEGRAPH AT ANY TIME.
• "THE OOW SHOULD BEAR IN MIND THAT ENGINES ARE AT HIS DISPOSAL & HE SHOULD NOT HESITATE TO USE THEM IN CASE OF NEED"

6)

FURY OF THE SEA - A SEAFARER'S ACCOUNT