MEGASHIP MANIA : WHO WILL BENEFIT?
It takes the enormous Emma Maersk, that carries the equivalent of nearly 15,000 twenty-foot containers (TEUs), concerning 3 and a 0.5 miles to come back to a dead stop. however there is no stopping the Triple-E, Maersk Line's even larger category of container ship, from coming into the liner trades over subsequent 3 years.
Not that Maersk, or different ocean carriers with plans to deploy similar vessels, needs to place a halt to the building of those record-breakers. the corporate has ordered twenty of the ships, with the primary 5 scheduled for delivery within the half of this year. they're going to see service within the Asia-Europe trade. however Maersk has determined to not devour its choice for an extra ten Triple-Es. And despite carriers’ claims that the most important ships can result in far better operational efficiencies and a lower price per instrumentation slot, shippers ar troubled concerning the impact they're going to wear service.
The Triple Es are the most important vessels of any kind on the water. As Maersk likes to means, every of the new ships might accommodate a gridiron, a court and a hockey building. Their specifications ar actually impressive: quite one,300 feet long, 193 feet wide and 239 feet tall. (Noah’s ark was aforementioned to be solely around 450 feet long. Imagine what percentage a lot of species you may cram into a Maersk container ship.) And whereas the Triple-E are solely slightly wider and longer than the carrier’s previous E-class ships (of that the Emma Maersk was one), it'll be ready to carry an extra 2,500 containers.
Even shippers see a plus to the newbuilds. “Larger ships use less fuel per instrumentation, [expel] fewer emissions and ar positive to the price structure,” aforementioned Richard Smith, vice chairman of world transportation with Sears Holdings business firm. “But can shippers share the price advantage? That’s associate degree open question.”
Smith spoke on a panel at the Journal of Commerce’s annual Trans-Pacific Maritime Conference in city, Calif. He applauded carriers’ determination to remain in business, partially through the readying of recent vessel technology, however he puzzled what the impact are on the client.
Start with the question of however carriers ar attending to fill all those instrumentation slots. Granted, the new arrivals are commutation older and smaller vessels (if you think about a 10,000-TEU ship to be “small”), however most of the displaced duty can find yourself in different trades, primarily the trans-Pacific. Infobahn impact are a lot of capability that has to be crammed. can carriers got to stop at extra ports so as to load enough merchandise to simplyify the trip? can they prolong voyages that were already caught up so as to avoid wasting on fuel? And just however long can it want unload these floating cities after they finally do hit port?
Landside problems ar equally worrisome. what percentage ports have the {acreage|land ara|area|expanse|surface area} to accommodate the thousands of containers that may be flowing across their docks with each ship call? Major containerports are shift from wheeled to stacked operations so as to spice up potency, however do they need area for all those boxes? will they find, carry and move them out of the port quick enough? What concerning side cranes, that should be reinforced and stretched to figure the extra-wide vessels? “Port productivity is pretty commonplace, with relevancy the quantity of containers which will be processed per hour,” noted Smith.
Both on dock and on the far side port boundaries, intermodal railyards should be ready to shift all those containers onto and off stack trains in an exceedingly timely manner. Neighborhoods that adjoin port property already complain concerning the noise and pollution generated by trucks, trains and ships on arrival and sailing days. what proportion a lot of congestion can result once all of that activity is triggered by one ship?
Then there’s the matter of longshore labor. U.S. dockworkers ar traditionally less productive than their counterparts in places like urban center, Singapore and city. can they intensify the pace once the new ships return career, with all those extra boxes to be handled? cistron Seroka, president of ground with APL restricted, aforementioned geographical region ports have already succeeded in boosting labor productivity to some extent. “We’ve seen some efficiencies inside our own company, whereas trade continues to interact with labor,” he said.
Smith more puzzled what impact the megaships can wear existing slot-sharing arrangements inside multi-carrier alliances. Already he’s sad concerning catching for service with one carrier, solely to seek out that his containers were affected by one amongst that provider’s alliance partners, presumably even returning into a unique terminal. Or say that Sears strategically arranges for 0.5 its containers to be affected by one carrier, and 0.5 by another – then learns that every one of the boxes beneath contract were loaded onto constant vessel. Expect that follow to become even a lot of common with the readying of larger ships. within the event, Smith said, “we lose the leverage we've with the carrier we’re catching with.”
Seroka defended the megaships, along side the space-sharing alliances, as essential tools for trade survival. “Significant trade losses have forced carriers to drastically scale back prices,” he said.
He insisted that productivity problems raised by the large new ships ar being addressed . APL is modifying its cranes in line with their wider dimensions. At constant time, it’s finance in new interior container-terminal capability, to alleviate bottlenecks caused by the transfer of boxes between truck and train deep within the interior.
As for the carrier alliances, they're going to mean larger flexibility for shippers, with a lot of port-pairing choices, Seroka aforementioned. “It doesn’t mean a lot of calls, however the supply of primary, secondary and tertiary service for wider and a lot of expansive service areas.”
I see a parallel with the event of the airliner A380, associate degree craft which will carry quite 850 passengers in some configurations. I, for one, don't have any want to be one amongst them. Would I feel that very same manner if I were the owner of a instrumentation that’s one amongst 9,000 stowed inside one ship?
Already shippers are whiny concerning canceled sailings and slowed-down ships. perhaps carriers can discern a way to deploy these megavessels in an exceedingly manner that may yield the mandatory economies of scale while not compromising more on service quality. however plenty of their customers, it seems, have nevertheless to be convinced.
Not that Maersk, or different ocean carriers with plans to deploy similar vessels, needs to place a halt to the building of those record-breakers. the corporate has ordered twenty of the ships, with the primary 5 scheduled for delivery within the half of this year. they're going to see service within the Asia-Europe trade. however Maersk has determined to not devour its choice for an extra ten Triple-Es. And despite carriers’ claims that the most important ships can result in far better operational efficiencies and a lower price per instrumentation slot, shippers ar troubled concerning the impact they're going to wear service.
The Triple Es are the most important vessels of any kind on the water. As Maersk likes to means, every of the new ships might accommodate a gridiron, a court and a hockey building. Their specifications ar actually impressive: quite one,300 feet long, 193 feet wide and 239 feet tall. (Noah’s ark was aforementioned to be solely around 450 feet long. Imagine what percentage a lot of species you may cram into a Maersk container ship.) And whereas the Triple-E are solely slightly wider and longer than the carrier’s previous E-class ships (of that the Emma Maersk was one), it'll be ready to carry an extra 2,500 containers.
Even shippers see a plus to the newbuilds. “Larger ships use less fuel per instrumentation, [expel] fewer emissions and ar positive to the price structure,” aforementioned Richard Smith, vice chairman of world transportation with Sears Holdings business firm. “But can shippers share the price advantage? That’s associate degree open question.”
Smith spoke on a panel at the Journal of Commerce’s annual Trans-Pacific Maritime Conference in city, Calif. He applauded carriers’ determination to remain in business, partially through the readying of recent vessel technology, however he puzzled what the impact are on the client.
Start with the question of however carriers ar attending to fill all those instrumentation slots. Granted, the new arrivals are commutation older and smaller vessels (if you think about a 10,000-TEU ship to be “small”), however most of the displaced duty can find yourself in different trades, primarily the trans-Pacific. Infobahn impact are a lot of capability that has to be crammed. can carriers got to stop at extra ports so as to load enough merchandise to simplyify the trip? can they prolong voyages that were already caught up so as to avoid wasting on fuel? And just however long can it want unload these floating cities after they finally do hit port?
Landside problems ar equally worrisome. what percentage ports have the {acreage|land ara|area|expanse|surface area} to accommodate the thousands of containers that may be flowing across their docks with each ship call? Major containerports are shift from wheeled to stacked operations so as to spice up potency, however do they need area for all those boxes? will they find, carry and move them out of the port quick enough? What concerning side cranes, that should be reinforced and stretched to figure the extra-wide vessels? “Port productivity is pretty commonplace, with relevancy the quantity of containers which will be processed per hour,” noted Smith.
Both on dock and on the far side port boundaries, intermodal railyards should be ready to shift all those containers onto and off stack trains in an exceedingly timely manner. Neighborhoods that adjoin port property already complain concerning the noise and pollution generated by trucks, trains and ships on arrival and sailing days. what proportion a lot of congestion can result once all of that activity is triggered by one ship?
Then there’s the matter of longshore labor. U.S. dockworkers ar traditionally less productive than their counterparts in places like urban center, Singapore and city. can they intensify the pace once the new ships return career, with all those extra boxes to be handled? cistron Seroka, president of ground with APL restricted, aforementioned geographical region ports have already succeeded in boosting labor productivity to some extent. “We’ve seen some efficiencies inside our own company, whereas trade continues to interact with labor,” he said.
Smith more puzzled what impact the megaships can wear existing slot-sharing arrangements inside multi-carrier alliances. Already he’s sad concerning catching for service with one carrier, solely to seek out that his containers were affected by one amongst that provider’s alliance partners, presumably even returning into a unique terminal. Or say that Sears strategically arranges for 0.5 its containers to be affected by one carrier, and 0.5 by another – then learns that every one of the boxes beneath contract were loaded onto constant vessel. Expect that follow to become even a lot of common with the readying of larger ships. within the event, Smith said, “we lose the leverage we've with the carrier we’re catching with.”
Seroka defended the megaships, along side the space-sharing alliances, as essential tools for trade survival. “Significant trade losses have forced carriers to drastically scale back prices,” he said.
He insisted that productivity problems raised by the large new ships ar being addressed . APL is modifying its cranes in line with their wider dimensions. At constant time, it’s finance in new interior container-terminal capability, to alleviate bottlenecks caused by the transfer of boxes between truck and train deep within the interior.
As for the carrier alliances, they're going to mean larger flexibility for shippers, with a lot of port-pairing choices, Seroka aforementioned. “It doesn’t mean a lot of calls, however the supply of primary, secondary and tertiary service for wider and a lot of expansive service areas.”
I see a parallel with the event of the airliner A380, associate degree craft which will carry quite 850 passengers in some configurations. I, for one, don't have any want to be one amongst them. Would I feel that very same manner if I were the owner of a instrumentation that’s one amongst 9,000 stowed inside one ship?
Already shippers are whiny concerning canceled sailings and slowed-down ships. perhaps carriers can discern a way to deploy these megavessels in an exceedingly manner that may yield the mandatory economies of scale while not compromising more on service quality. however plenty of their customers, it seems, have nevertheless to be convinced.
Tag :
MEGASHIP MANIA
OIL RIG JOB DESCRIPTION
If You're Interested in Joining an Offshore Rig - Oil Rig Job Descriptions Are Plentiful!
The common divisor to most offshore oil
rig job descriptions involves "tough physical labor", however the silver-lining that comes with it's extraordinarily high-pay for having very little to no expertise.
And, even supposing life on an Oil Rig is not specifically glamourous, there's invariably space for quick-advancement
on or off a rig...which in fact means that
huge leaps in pay-grade!
If you are willing to try and do what many folks would not for a year or an entire career, obtaining a spot on a oil rig will give the job-security you are looking for.
Plus, even supposing it's dirty work, several seasoned men and ladies can agree it easy beats cubicle life any day!
Working on an offshore oil rig is a tough job, but employees may find themselves living in accommodation wings that meet 4 or 5 star hotel standards - despite the fact that you a living in the middle of the ocean.
While
many of the offshore oil rig jobs are physical in nature, many of the rig
companies go out of their way to make sure your time spent onboard is an
enjoyable one. For instance employees may find themselves living in
accommodation wings that meet 4 or 5 star hotel standards - despite the fact
that you a living in the middle of the ocean. While you are on board the
company will usually meet all food, board and laundry expenses, along with
travel and transfer costs.
There
are a large number of offshore oil rig jobs that are available. The range of
employment opportunities include:
Driller, Derrickman, Shakerhand or Mudman, Toolpusher, Floormen or
Roughnecks, Motorman, Assistant Driller, Crane Operator, Roustabouts,
Cleaner/Painter, Storekeeper, Mechanic/Electrician, Sub Sea Engineer, Rig
Mechanic, Rig Electrician, Rig Welder, Barge Engineer, Ballast Controlman or
Watchstander, Captain and Chief Engineer, Rig Medic and Safety Man.
Most
offshore oil rig jobs call for a 14/21 day rotation that means you work for 14
days and have 21 off. This equates to you having approximately 3/5 of the year
off on holiday.
In
the offshore oil rig industry, there are opportunities for drilling employment
and travel to countries such as: Saudi Arabia, Nigeria, the United States,
Kuwait, United Arab Emirates, Venezuela, Mexico, Russia, Norway, China, Canada
and the United Kingdom.
Typically
salaries for roustabouts and roughnecks (drill deck workers) are approximately
US $300 per day. Annual salaries work out to be approximately US $47,000.
More
specialized jobs such as that of Driller is likely to make around $56,000 per
annum, which Toolpushers, Drill Leaders and Supervisors are likely to earn
around the US $75,000 - $100,000 mark per year.
Entry
level positions typically make between US $50,000 - US $80,000 per annum.
Trades, technical and professional positions will likely earn between US
$70,000 - US $220,000 per annum. The website at http://www.oil-rig-job.com
features more information on getting jobs in this industry.
LIFE
OFFSHORE
· You
will be issued with safety boots hard hat safety glasses and coveralls.
· Keep
a good attitude and be focused on why you wanted to work offshore.
· There
are smoking rooms at various places on a rig where safety matches will be
supplied.
· For
meals you take off your work gear and eat in the galley.
· You
may have to work a night shift or two as an oil rig is a 24 hour operation.
· Don't
upset the radio operator, medic or chef. Helicopters, medical attention and
food are most important.
Aboard
an oil rig every piece of lifting equipment has a color code on it - this is an
indication that it was tested as safe to use on the last lifting equipment
check. Only items with the current color code on them should be used.
When working in the petroleum industry, don't bring alcohol,
illegal drugs, weapons (of any description) including knives, flammable items,
lighters and matches (safety matches will be provided in the smokers room) when
working on energy jobs.
If
working aboard an offshore rig, remove batteries from electrical equipment
before checking in you luggage. If you are to be transported by helicopter your
mobile phone may be taken from you before you board the helicopter.
A
number of people working aboard oil rigs work are in support roles such as
catering crew and doctors, etc. The following is an outline of what may be
expected for doctors or medics. Because of the physical size of rigs, many of
these types of roles are sole charged and one must be able to make do with the
facilities and resources at end. In the case of doctors or medics based aboard
oil rigs, it may be necessary to treat patients suffering from a huge variety of
ailments and illnesses. Issues can arise as a lot of the workers aboard oil rig
installations may speak foreign languages, so it is critical for the medical
personnel to be able to quickly and effectively diagnose the problem. Generally
medical staff will work one of two shifts, either day or night. Their role can
often also include checking and maintianing stocks of emergency supplies,
testing and verifying drinking water supplies are clean, as well as inspecting
both raw and cooked foods from the kitchen. They are also often responsible for
conducting weekly first aid seminars for all workers aboard the oil rig.
Seasoned Oil Rig Job Descriptions
If you've been on an Oil Rig for any length of time, even a few months, you might qualify for a step-up from the entry level positions described above. Depending on your area of experience...you'd most likely be assigned to a job description in either the Deck Crew or Drill Crew.
Here are a few advanced oil rig job descriptions you could potentially apply for:
Drill Crew
--> Roughneck: Works on Rig Floor Machinery and in Mud Room, $59K
-->Derrickman: Maintenance and Op of the Mud Pumps and Pits, $65K
-->Assistant Driller: Supervises Derrickmen, Pumpmen and Roughnecks, $72K
Deck Crew
-->Assistant Crane Operator: Experienced Roustabout, $59K
-->Crane Operator: Operates Crane and Supervises Roustabouts, $69K
Also, if you're a mechanic or electrician, you could also find a job on an oil rig quite easily.
Here are a few advanced oil rig job descriptions you could potentially apply for:
Drill Crew
--> Roughneck: Works on Rig Floor Machinery and in Mud Room, $59K
-->Derrickman: Maintenance and Op of the Mud Pumps and Pits, $65K
-->Assistant Driller: Supervises Derrickmen, Pumpmen and Roughnecks, $72K
Deck Crew
-->Assistant Crane Operator: Experienced Roustabout, $59K
-->Crane Operator: Operates Crane and Supervises Roustabouts, $69K
Also, if you're a mechanic or electrician, you could also find a job on an oil rig quite easily.
Catering Crew!
Oil rig job descriptions do not endwise deck, as line of work Crews square measure extraordinarily very important players for swish rig operations. Hungry laborers would like food around the clock...which is wherever cooks and room managers come back in!
If you've got expertise in associatey of those positions on or off an oil rig, there square measure perpetually job-openings out there during this sector!
--Steward or Stewardess:
Cleans room, rooms and laundry, $45K
--Cook:
Organizing and making ready meals for the crew, $59K
--Night Baker:
Bakes all bread for ensuing day, $59K
--Camp "Boss":
Cleans and is in-charge of line of work $63K
These regular payment ranges may vary from rig-to-rig and reckoning on your level of expertise. Either way, these positions square measure high-paying compared to similar earth jobs.
source: Offshore-RigWorker.com
Tag :
JOBS,
OIL RIG JOB
SOME GENERAL QUESTIONS?
PISTON
Q1.Explain why piston crown thickness is governed by both thermal and mechanical stress considerations.
Q2.Explain how following factors affect the piston crown reconditioning:
(a) physical properties of coolant
(b) crown cooling passage design
(c) properties of crown material
(d) capacity of coolant pump
Q3.Justify following statements:
(a) proper piston diametrical clearance is essential in diesel engines.
(b) pistons are usually tapered on top of top piston ring groove.
Q4. Explain the followings:
(a) factors govern the position of top piston ring.
(b) functional purpose of wear ring on large piston.
Q5 (a) State the main indications of piston running hot.
(b) Explain the likely causes of piston running hot.
(c) State with reasons, the immediate steps to be taken if pistons run hot.
Q6 (a) Identify with reasons, the areas requiring special attention during inspection of piston.
(b) State the main factors leading to piston crown burning and cracking.
(c) Explain the repair procedure of cracked piston crown.
AIR COMPRESSORS
With reference to reciprocating air compressors, explain why:
Q2.Explain how following factors affect the piston crown reconditioning:
(a) physical properties of coolant
(b) crown cooling passage design
(c) properties of crown material
(d) capacity of coolant pump
Q3.Justify following statements:
(a) proper piston diametrical clearance is essential in diesel engines.
(b) pistons are usually tapered on top of top piston ring groove.
Q4. Explain the followings:
(a) factors govern the position of top piston ring.
(b) functional purpose of wear ring on large piston.
Q5 (a) State the main indications of piston running hot.
(b) Explain the likely causes of piston running hot.
(c) State with reasons, the immediate steps to be taken if pistons run hot.
Q6 (a) Identify with reasons, the areas requiring special attention during inspection of piston.
(b) State the main factors leading to piston crown burning and cracking.
(c) Explain the repair procedure of cracked piston crown.
AIR COMPRESSORS
With reference to reciprocating air compressors, explain why:
1.(a) suction filter should be kept clean.
(b) correct top end, bottom end and main bearing clearances should be maintained.
(c) suction & discharge valves need regular attention.
(d) intercoolers should be kept clean.
2.(a) air compression is preferred in stages.
(b) intercoolers are fitted in multi stage compressors.
(c) clearance volume should be as small as possible.
(d) multitubular air coolers are preferable to cooling coils.
(e) synthetic oil is preferred.
3. Explain why the following practices with air compressors are to be discouraged:
(a) muffling air intake filter to reduce flow rate.
(b) replacing copper bursting discs with those of greater thickness of steel.
(c) increasing the supply of cylinder oil to seal worn rings.
(d) use of straight mineral oil.
4.(a) State what routine attention is required whilst the compressor is running.
(b) Identify the common faults to which compressor is susceptible.
(c) Describe how these faults are prevented and rectified.
5. With reference to main air receiver:
(a)sketch in detail the manner in which mountings are attached to the shell.
(b) explain with reasons the areas require special attention.
(c) differentiate between the specific functions of relief valves and fusible plugs.
(b) explain with reasons the areas require special attention.
(c) differentiate between the specific functions of relief valves and fusible plugs.
CONNECTING ROD & BOLTS
1.Explain the difference between the connecting rods of large slow speed and medium speed trunk type engines.
2.(a)Explain why bottom end bolts particularly in medium speed engines are prone to failure under normal conditions.
(b)Describe with the aid of simple diagram, the bolt design features in modern engines which inhibit failure.
(c)Explain how this tendency can be minimised by proper maintenance.
(c)Explain how this tendency can be minimised by proper maintenance.
3.(a)Identify with reasons the main areas which require special attention during bolt inspection.
(b)Explain why con-rod bolts require special attention and renewal if particularly a 4-stroke engine inadvertently over speeds.
(c)Explain why modern engines use high UTS bolts.
PISTON RINGS
1.(a) Explain the functional purpose of compression rings and scraper rings.
(b) State with reasons the clearances to be maintained in piston rings.
(b) State with reasons the clearances to be maintained in piston rings.
2.(a) Explain the meaning of "scuffing" as applied to piston rings.
(b)State how the tendency of piston rings to scuff is reduced in practice.
3.Explain how the following process affect the piston ring life:
(a) nitriding
(b) plasma coating
(c) contouring of ring profile
(d) chrome plating
CHAIN DRIVES
1.(a)Explain how the variation of torque takes place in a diesel engine camshaft and explain how it effects the camshaft drive.
(b)Describe the constructional features of camshaft and explain how cams are accurately mounted on the camshaft.
(c)Explain the effect of worn camshaft bearing or loose camsaft bearing bolts in large engine.
2.(a)Explain with reasons why chain adjustment becomes necessary after prolonged service.
(b)Describe with suitable sketch how chain tightening is carried out.
(c) Explain with suitable diagrams the effect of chain adjustment on engine operation and how is it corrected?
3.(a)Explain the causes of chain vibration.
(b)Describe the routine inspection to be carried out for various components of chain drive.
(c) With a detailed sketch of a chain link, indicate the points of failure generally occur.
CRANKSHAFT
1.(a) Explain the principle forces acting on the crankshaft of large diesel engines.
(b)State how resulting stresses are kept within reasonable limit.
2.(a)Explain why solid forged crankshafts are sensitive to misalignment and require special attention.
(b)What are the merit and demerits of semi-built crankshaft in comparison to solid forged crankshaft.
(b)What are the merit and demerits of semi-built crankshaft in comparison to solid forged crankshaft.
3.(a)State the limitations of taking bridge gauge reading for main bearing wear measurement.
(b)State the checks to be made prior taking crankshaft deflection of main engine.
(c)Describe the correct procedure of taking crankshaft deflection reading and how do you interpret it.
(d)Identify with reasons the areas of crankshaft require special attention during inspection.
(e)State with reason the causes of crankshaft failure
CYLINDER LINER
1.Describe with the aid of simple diagrams the design features of modern large engine cylinder liners that are reinforced to take up high thermal and mechanical loading.
2.What are the factors that limit the metal temperature of cylinder liner?
3.Why the cooling water holes in bore cooled cylinder liners are drilled in a slight diagonal instead of vertical.
4.With reference to Liner of a large diesel engine discuss the:
a) procedure for inspecting liner
b) likely faults that can occur
c) preventive measures to be taken in service
5.Explain how cylinder liner wear is measured and recorded for reference in future.
6.Discuss method of determining if cylinder liner has reached the end of useful life.
7.State the factors with reasons that can result in
a. Normal wear in cylinder liner
b. Abnormal cylinder liner wear.
8.Describe the effects of varying fuel quality on cylinder liner wear and explain how cylinder lubrication can influence liner wear in terms of:
i)quantity;
ii)quality;
9.Discuss the position of lube oil quills and features that assist in spread of oil with respect to timing of oil injection.
10.Discuss why correct timing of cylinder oil injection is critical with respect to piston position, speed and direction to reduce adhesive and corrosive wear.
11.With the aid of simple diagram, describe the main design features of modern cylinder lubricator system.
ENGINE STRUCTURE
1.With the aid of simple diagrams, describe the main features of holding down arrangements of a modern large main propulsion engine.
2.Identify with reasons the two most heavily loaded part of large engine structure. Describe how such parts have been strengthened for satisfactory operation.
3.Explain the main functional purpose of (i) Longitudinal Girder (ii) Cross Girder and (iii) Bearing saddle. Describe the constructional features and materials used in these essential bedplate components.
4.”Bedplate cross girder along with the bearing saddle of large main propulsion engines is of steel casting in all most all engines”. Justify with reasons.
5.Why bedplates are secured on chocks instead of direct installation on tank top?
6.With reference to modern holding down arrangements of large main propulsion engines, explain why holding down bolts are free through the tank top, padding, chocks and bedplate.
7.With reference to modern holding down arrangements of large main propulsion engines, explain why holding down bolts are long and made of high UTS steel.
8.Explain why many modern engines adopt epoxy resin chocking arrangement.
9.With the aid of suitable sketches, describe a non-metallic chocking technique for main engine, explaining how such a system is installed.
10.Explain the functional purpose of tie bolts.
11.Describe how tie bolts are pre-tensioned in modern engines.
12.Describe how it can be identified whether or not tie bolts are slack in a running engine.
13Compare and contrast cast and fabricated construction of frames with particular attention to merits and demerits.
14.Explain how frames are more heavily loaded in large crosshead type engines in comparison to trunk type engines.
15.With the aid of simple diagrams, explain the direction of forces in the guide / guide shoe of a large engine during compression & expansion strokes.
16.State why top bracing is sometimes provided for large diesel engines.
17. Describe with the aid of simple diagrams, the various types of top bracing arrangement to secure the top part of a modern large engine.
18.State briefly the regular maintenance that needs to be carried out for proper functioning.
WHY SIZE MATTERS: CONTAINER SHIP ECONOMIES OF SCALE
The economies of scale offered by Maersk Line’s 18,000 teu vessels are so great that few can ignore them. Assuming the Triple E’s consume 164 tonnes of fuel a day (excluding diesel), the estimated IFO bunker cost of the Maersk Mc-Kinney Moller (18,270 teu) would already be 35% lower than a typical 13,100 teu vessel on a per teu carried basis – $218/teu versus $333/teu. Apart from the fact that the ships are bigger, their hulls are reported to be designed around an average ship speed of only 23 knots, compared to over 24 knots for the first 13,000 teu vessels, enabling them to glide through the water more efficiently.
The unit cost comparison is based on an average westbound ship speed of 20 knots for both sizes of vessel, and an eastbound ship speed of 14.6 knots which is the average of Maersk’s services between Asia and Europe according to Drewry’s 'Carrier Performance Insight' . The ships are also assumed to be 85% full westbound, and 55% full eastbound, which may only be achieved in steady state conditions, when all of the vessels deployed in the AE10 service are Triple Es.
As bunker consumption tables for 18,000 teu vessels are not readily available, and Maersk does not disclose such information, the daily consumption has had to be extrapolated from those of vessels ranging between 10,000 teu and 16,000 teu, but they do more-or-less tie in with public announcements from Maersk and national press reports. Maersk claims the vessels to be 35% more fuel efficient per container carried than the first 13,100 teu ships, and the Daily Telegraph has reported that their westbound fuel consumption is approximately 150 tons/day, compared to normal consumption of over 214 tons/day.
Ship operating costs, including manning, insurance, stores/lubes, R&M and Admin, are also an impressive 11% cheaper – $76/teu carried versus $85/teu carried, although here again, the result has had to be extrapolated from Drewry’s analysis of vessel sizes ranging between 3,000 teu and 12,000 teu in its report entitled ‘Ship Operating Costs 2012-2013 ’. It is based on 2011 costs, which are currently being updated for this year’s edition.
The Maersk McKinney Moller is manned with a crew of just 21, which is not unusual these days, but it is possible to run her with just 13 crew.
Putting both IFO bunker and ship operating cost savings together reveals that Maerk’s 18,000 teu ships are a massive 30% cheaper than 13,100 teu ships on a round voyage basis – $294/teu carried versus $418/teu carried. This does not include Suez Canal and port costs, however, so is not a total slot cost, but the differential in ship operating cost is clear.
Drilling down into this result in more detail, the westbound saving amounted to $121/teu, which is equivalent to approximately 9% of last week’s average spot freight rate from Shanghai to Rotterdam, according to the World Container Index. The eastbound saving was an even higher $128/teu, which is equivalent to 30% of last week’s spot rate from Rotterdam to Shanghai.
Other savings include faster cargo handling. According to APM Terminals, berth and crane productivity of the Maersk Mc-Kinney Moller (18,270 teu) last week already reached a record 215 and 37.1 gross moves per hour respectively in Rotterdam. This compares with a ‘normal’ berth productivity average of between 140 and 150 moves per hour and a crane productivity average of between 32 and 33 moves per hour for a well stowed 14,000 teu vessel. Because of its greater size, an average of seven cranes could be worked on the Maersk Mc-Kinney Moller, with the maximum going up to eight, whereas only six can usually be worked on a 14,000 teu size vessel.
Drewry's conclusion is that the rush to order vessels over 16,000 teu for deployment between Asia and Northern Europe will gain momentum, despite the fact that they will be too big for the new Panama Canal locks that are due to open in mid-2015.
Source: Drewry Maritime Research
As bunker consumption tables for 18,000 teu vessels are not readily available, and Maersk does not disclose such information, the daily consumption has had to be extrapolated from those of vessels ranging between 10,000 teu and 16,000 teu, but they do more-or-less tie in with public announcements from Maersk and national press reports. Maersk claims the vessels to be 35% more fuel efficient per container carried than the first 13,100 teu ships, and the Daily Telegraph has reported that their westbound fuel consumption is approximately 150 tons/day, compared to normal consumption of over 214 tons/day.
Ship operating costs, including manning, insurance, stores/lubes, R&M and Admin, are also an impressive 11% cheaper – $76/teu carried versus $85/teu carried, although here again, the result has had to be extrapolated from Drewry’s analysis of vessel sizes ranging between 3,000 teu and 12,000 teu in its report entitled ‘Ship Operating Costs 2012-2013 ’. It is based on 2011 costs, which are currently being updated for this year’s edition.
The Maersk McKinney Moller is manned with a crew of just 21, which is not unusual these days, but it is possible to run her with just 13 crew.
Putting both IFO bunker and ship operating cost savings together reveals that Maerk’s 18,000 teu ships are a massive 30% cheaper than 13,100 teu ships on a round voyage basis – $294/teu carried versus $418/teu carried. This does not include Suez Canal and port costs, however, so is not a total slot cost, but the differential in ship operating cost is clear.
Drilling down into this result in more detail, the westbound saving amounted to $121/teu, which is equivalent to approximately 9% of last week’s average spot freight rate from Shanghai to Rotterdam, according to the World Container Index. The eastbound saving was an even higher $128/teu, which is equivalent to 30% of last week’s spot rate from Rotterdam to Shanghai.
Other savings include faster cargo handling. According to APM Terminals, berth and crane productivity of the Maersk Mc-Kinney Moller (18,270 teu) last week already reached a record 215 and 37.1 gross moves per hour respectively in Rotterdam. This compares with a ‘normal’ berth productivity average of between 140 and 150 moves per hour and a crane productivity average of between 32 and 33 moves per hour for a well stowed 14,000 teu vessel. Because of its greater size, an average of seven cranes could be worked on the Maersk Mc-Kinney Moller, with the maximum going up to eight, whereas only six can usually be worked on a 14,000 teu size vessel.
Drewry's conclusion is that the rush to order vessels over 16,000 teu for deployment between Asia and Northern Europe will gain momentum, despite the fact that they will be too big for the new Panama Canal locks that are due to open in mid-2015.
Source: Drewry Maritime Research
Tag :
CONTAINER SHIP
SHIP ATTACK FOILED IN SUEZ CANAL
Suez Canal authorities have said that a "terrorist" staged an unsuccessful attack on a container ship passing through the canal in an attempt to disrupt the flow of ships through the waterway.
The Suez Canal is a key global shipping line which is secured by the armed forces.
「「The attempt failed completely and there was no damage to the ship or the containers it carried 」」
"Mohab Memish, Head of Suez Canal Authority"
"One of the terrorist elements has carried out a failed attempt to affect the movement of ships in the Suez Canal by targeting one of the passing ships, Cosco Asia," the head of the Suez Canal Authority Mohab Memish said in a statement on Saturday, referring to the Panama-flagged ship.
"The attempt failed completely and there was no damage to the ship or the containers it carried. The situation was dealt with strictly by the armed forces," he said, adding that the traffic of ships is moving normally.
The statement did not specify what kind of attack it was but shipping sources told the Reuters news agency they heard the sound of two explosions as the ship passed through the waterway.
Blocking the canal would have an immediate effect, especially on exports from Asian factories to markets in Europe and the United States.
Egypt has faced a string of attacks in the North Sinai region after the army, prompted by mass protests, overthrew President Mohamed Morsi on July 3.
More than 1,000 people, including 100 security officers, have died in protests demanding the reinstatement of Morsi.
It was not immediately clear whether the attempted attack was related to the ousting of Morsi.
US warship the San Antonio passed through the waterway on Thursday to join other ships in the Mediterranean that could be used in any strike against Syria after a suspected chemical weapons attack.
The armed forces have issued an order to strengthen their security measures along the Suez waterway, Memish said.
Tag :
SUEZ CANAL