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IMCO's Work for Safety at Sea: E.P. Srivastava, secretary general, Inter-governmental Mar- itime Consultative Organization (IMCO). This talk will have a special bearing on IMCO's work on international requirements re- garding standards of manning, certification, and watch keeping. U.S. Coast Guard and Interna- tional Work on Safety at Sea: Rear Adm. Henry H. Bell, U.S. Coast Guard, Chief, Office of Mer- chant Marine Safety. This paper will explain the difference be- tween international regulations adopted or to be adopted by IMCO and those applied by the U.S. Coast Guard considering the impact of such differences on for- eign vessels calling at U.S. ports. IMIF's Contribution To Better Operating Standards: Dr. Helmut Sohmen, chairman, International Maritime Industries Forum (IM- IF), and chairman of Marine Navigation Company Ltd. This presentation will deal with safety in human terms, elaborating on manning policies, morale and staff welfare, and safety consciousness. Human Factors and Safety: William O. Gray, senior advisor, Petroleum Products Department, Exxon Corporation. This speech will deal with human errors de- fined as "competent" and "in- competent" errors, stressing the question as to where the respon- sibility primarily rests and how a major company like Exxon at- tacks these problems. Accident/Incident Statistics for Safety: K. Harold Drager, princi- pal research engineer, Det norske Veritas. The ultimate objective of statistics on marine casualties is to create a base for deciding pri- ority as to where remedial actions should be put in. Safety at sea being an international matter, worldwide marine casualty sta- tistics defining the causes of the accidents in a manner suited to an overall and systematic analy- sis is of paramount importance, this paper states. Vessel Traffic Systems for Safe Navigation—Limited Guidance or Extensive Control?: Frode Ring- dal, attorney at law. This speaker will question whether participa- tion in shore-based monitoring systems should be voluntary or made mandatory. He will also dis- cuss whether such systems should be of a passive, advisory type or be given the power to take direct action in the movements of the vessel. In the latter case the legal aspects, such as liability in case of wrong information or orders being given, have to be clarified. Manning of the Bridge: Capt. Erik Salvesen, Norwegian Mari- itime Directorate. This paper will deal with the general basis for the existing manning rules appli- cable to Norwegian ships, partic- ularly emphasizing rules and reg- ulations related to navigational watchkeeping. ililiixl - - " • - JBBfi - » Liquefied Gas Minicarrier Delivered By Moss Verft Moss Verft, a member of the Norwegian Kvaerner Group, re- cently completed the liquefied gas/ammonia carrier Hebe (shown above) for K/S A/S Helengas of Stavanger, Norway. The vessel will be operated by Rederiet Helge R. Myhre A/S, also of Stavanger. She is built to Det norske Veritas Classification + 1A1, Tanker for Liquefied Gas, Ice C, EO, as well as the U.S. Coast Guard's Rules and Regulations for Foreign Flag Vessels, and IMCO's Code for Gas Carriers, Resolution A 328. With a cargo capacity of 2,600 cubic meters, Hebe has an over- all length of 246 feet, beam of 46 feet, depth of 26 feet, and maxi- mum draft of 22.3 feet. Her main engine is a 12-cylinder, turbo- charged diesel, Nohab Polar type F212V825, which has a maximum continuous rating of 2,638 bhp at 825 rpm. It drives a controllable- pitch propeller via a flexible cou- pling and a reduction gear. Aux- iliary engines are four Volvo Penta diesels, each coupled to a Stamford generator with a rating of 215 kw. Hebe is built with a single deck, transom stern, and bulbous bow. Accommodations and the engine room are located aft, while the reliquefaction plant is installed in the deckhouse amidship. Manu- factured by Kvaerner Kulde A/S, the reliquefaction plant consists of twin unit, each comprising three compressors able to carry two cooled cargoes simultane- ously. A combined inert gas/inciner- ator plant is installed in the en- gine room. The inert gas gener- ator has a capacity of 500 cubic meters of nitrogen per hour. Both liquid and solid wastes can be burned in the incinerator. This combined plant was developed and built by Moss Verft. In func- tion, the plant can supply inert gas to the cargo tanks, the hold spaces surrounding them, and all cargo-handling piping. The ship has three cargo tanks in separate holds — one conical twin tank, one cylindrical twin tank, and one transverse cylin- drical tank. Constructed of low- temperature steel with an exter- nal insulation layer of polyure- thane, the tanks are designed to carry cargoes with temperatures down to minus 48 C. Cargo may be arranged in two separate systems, with three dif- ferent tank combinations. The tanks are fitted with vertical, centrifugal deepwell pumps sup- plied by Thune-Eureka A/S. Two different cargoes can be carried simultaneously. Calculated load- ing/discharging time is approxi- mately 8 hours. Cargoes that can be carried include LPG as pro- pane or butane, or mixtures of these; butadiene, vinyl chloride, propylene, propylene oxide, an- hydrous ammonia, butylene, and isoprene. Among the electronic gear are two Decca radars, Decca Navi- gator, echosounder, gyrocompass system, and a complete radio sta- tion supplied by STK. The ship will operate with a crew of 19. \ To non-slip your Rigs ask our Riggs. / ^ He can tell you why Epoxo® has been used on every aircraft carrier built since 1962. Asa,, Navy pilot, he staked his life landing on it! Epoxo® is America's safest, longest lastfng non-skid coating. It gives you twice the traction. 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