Fog Horn Edition 16 PDF
Fog Horn Edition 16 PDF
Fog Horn Edition 16 PDF
AT THE HELM OF
EXCELLENCE THE 2020
CONUNDRUM
NAVE QUASAR
CREATES HISTORY
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SYNERGY FAMILY
CONTENTS
Message from CEO......................................................................... 4 16CHENNAI
26HOME AWAY
Safety First.................................................................................... 6 SEMINAR FROM HOME
List of promo�ons......................................................................... 18
10 28
19
Nave Quasar creates history........................................................ 19
TEAMWORK
Meet the team............................................................................... 20 MAKES THE
DREAM WORK SEAFARERS
MENTAL
HEALTH
Proud to be Synergian.................................................................. 22 SYNERGY AWARDED
‘BEST SHIP
MANAGEMENT
Advoca�ng the pursuit of knowledge........................................... 24 COMPANY’
I
which compliance with procedures and discipline to
t has been 20 years since ISM code ushered in checklist. Philosophers point out that there are two �me, but was not equipped with a radar, there was
use a checklist is second nature to us.
formal Safety Management into Shipping. The sources of failure in anything that we set out to do no organized Ice Patrol and the ship did not have
checklist has since become part of our life on board. - Ignorance and Inep�tude. Ignorance is when enough lifeboats.
Stay Safe, Stay Blessed.
knowledge does not exist, or science has not filled
Old �me experts who believed that they were all the gaps. Capt. Edward Smith’s epitaph reads – “A brave life
Capt. Rajesh Unni
trained hard so that they do not need a checklist and a heroic death, "Be Bri�sh". History is kind when
and that checklists would take away the joy at work, The Titanic sank on 15 April 1912, killing over 1500 it judges failures that happen in ignorance, but the
have slowly but surely embraced the idea of the people. The Titanic was considered a marvel of its sen�ments are infuria�ng when inep�tude causes
SAFETY FIRST
Introduc�on
today. While most shipowners are choosing to wait
for the availability of the low-Sulphur fuel, few
have opted for EGCS installa�ons. There are 1000+
may include seawater, chemically
treated fresh water or dry
substances, with the goal of
(B) Hybrid Type
Suitable for both long and short voyages
Adop�ng greener prac�ces in the mari�me industry Uses open loop mode at sea and closed loop
globally trading ships, where scrubbers have removing most of the SOx from the mode in ECA Zones and in ports
as IMO confirms 0.5% limit for Sulphur by 2020. More �me in ECA Zones
already been fi�ed or ordered , as a step towards exhaust and reducing PM. A�er
More structural modifica�ons needed Higher (A) Open Loop
future. passing through the scrubber installa�on �me and cost Suitable for long voyages
Anyone even remotely involved with the mari�me Requires proper containment for strong Comparison between Short stay at ports
system, the compliant exhaust is chemicals the two popular
industry by now grasps the importance of January 1, Less �me in ECA Zones
In the diversified Marine industry, right to breathe released into the atmosphere. While Can use HSFO all the �meLower power types of exhaust gas Restricted installa�on space
2020 — the date environmental restric�ons on consump�on in closed loop mode scrubbers Lower installa�on �me and cost
clean air and have a be�er climate to live in, has scrubbers offer the poten�al for Lower power consump�on in closed loop mode Normally no chemicals are required
sulfur content in bunker fuel comes into effect.
unified Governments and the Private sector lower opera�ng costs by permi�ng Will need to use LSMGO in ECA Zones or
in ports where water alkalinity is low
beyond boundaries. A study on the human health the use of less expensive high-sulfur High power consump�on
In recent months, IMO 2020 rule has increasingly
impacts of SOx emissions from ships, submi�ed to fuels, capital costs, installa�on cost
become a talking point among those so far
IMO’s Marine Environment Protec�on Commi�ee and opera�onal costs associated
unconcerned with the bunker and shipping industry,
(MEPC) in 2016 by Finland, es�mated that by not with scrubbers must be considered
and with that, there is a panic over what this rule Challenging �mes ahead
reducing the SOx limit for ships from 2020, the air on a vessel-specific basis.
would mean. This might trigger the global review of More than half of the world’s popula�on lives
pollu�on from ships would contribute to more
new regula�on, but in my view, there is no turning within 60 km of the shoreline, with many of the
than 570,000 addi�onal premature deaths These costs should be assessed against the
back. world’s economically weaker sec�ons crowded
worldwide between 2020-2025. alterna�ves of opera�ng a ship on low-sulfur fuel
or an alterna�ve low-sulfur fuel. Fuel switching, an into coastal areas and dependent on the marine
In response to the predicted impact the opera�onal prac�ce in which higher sulfur fuel is resources.
Interna�onal Mari�me Organiza�on (IMO), used where permi�ed and lower sulfur fuel is used
through its Marine Environment Protec�on where mandated, has its own complica�ons and The pressure is moun�ng for every industry, every
Commi�ee (MEPC), introduced a new global cap. risks, but should also be considered during poten�al polluter, every user of energy and every
From 2020, Ships are mandated to use marine fuels evalua�on of fuel compliance op�ons. contributor towards environmental degrada�on,
with a Sulphur content of no more than 0.5% S climate change or biodiversity loss, to both clean-
against the current limit of 3.5%S to reduce There are various op�ons like Open-loop wet up their act and adopt greener prac�ces. Shipping
greenhouse gas emissions. The Emission Control scrubbers, Closed-loop wet scrubbers and Hybrid is no different and, therefore, it is �me for the
Areas (ECAs) remains at the 2015 standard of scrubbers to choose from. In recent past, open industry to eliminate, or reduce to the barest
0.1%S. In parallel with Annex VI, several regional, loop and hybrid ready are the systems which are minimum, all adverse environmental impacts from
na�onal , and local regulators have also most popular amongst shipowners. A detailed ships.
introduced their regulatory controls for emission engineering evalua�on and feasibility study is
controls. required before choosing any of the scrubber It is �me to make concerted efforts to develop and
Even while the new rule looms ever so closer, the adopt measures to protect the environment from
technologies since retrofi�ng of these
implementa�on of this regula�on is s�ll the subject pollu�on by ships. There remains, however, work
Challenges and uncertain�es over Low Sulphur installa�ons on exis�ng ships come with high
of much debate and analysis. Some believe its to be done to ensure full implementa�on and
Fuel op�on capital expenditure and with a down�me of 1 to 3
implementa�on may be postponed by one to two enforcement of standards. Ul�mately, all the stake
Ul�mately, compliance with the global Sulphur cap weeks.
years, while others think it maybe re-evaluated to holders in the shipping industry must work
under MARPOL Annex VI through use of low
become more ac�ve and finally, there are others together towards the Organiza�on’s vision to
who firmly believe that this solu�on is not feasible.
Sulphur fuels may seem like the simplest solu�on It is �me to make concerted efforts ensure that shipping fulfils its role as the facilitator
however, it is not without its difficul�es – both
However, IMO has repeatedly indicated its
steadfast determina�on to enforce these new
commercially and technically. to develop and adopt measures to of global trade, to eliminate all adverse
environmental impacts from ships and,
regula�ons.
With so much uncertainty s�ll surrounding the
protect the environment from accordingly, promote sustainable development.
While vessels have several choices for compliance
availability and quality of low Sulphur fuels pollu�on by ships.
globally, not to men�on the vola�le price
including Mr. Mathavan S, Head - Technical Team
differen�al between these fuels and HFO, The deployment of SOx scrubbers to treat
alterna�ve technologies such as scrubbers may emissions from the diesel engines on large
• Use of low-sulfur marine fuels such as LSMGO in Mr. Mathavan S, heads the Technical Dept. of
offer compara�vely stable compliance solu�ons. ocean-going vessels is currently limited to a
exis�ng machinery Synergy Group. As a maritime professional with an
Indeed, it is certainly worth inves�ga�ng the costs handful of ships. However, some successful trials
• Very Low Sulphur Fuel Oil (VLSFO) blends engineering background, he has
and payback periods of various op�ons available and recent advancement in use of this technology
• Installa�on of new machinery (or conversion of a lifelong passion for both
for compliance. on board ships have promised a viable solu�on to
exis�ng machinery where possible) designed to troubleshooting as well as
shipowners. The use of SOx scrubbers in
operate on a low- sulfur alterna�ve fuel, such as applied creativity. He is
Exhaust Gas Cleaning System (EGCS) or Scrubber a combina�on with high sulfur residual oil and diesel
Liquefied Natural Gas (LNG) or Biofuels. passionate about advancements
viable solu�on. fuels may become economically beneficial in SECAs
• Installa�on of an Exhaust Gas Cleaning System in technology, and its impact on
A scrubber is a device installed in the exhaust and worldwide; therefore, large number of vessels
(EGCS) like scrubbers as an a�er-treatment device the maritime industry in myriad
system a�er the engine or boiler that treats may begin using scrubbers.
and con�nuing to burn the same HSFO they do ways.
exhaust gas with a variety of substances, which
W
MEPC.184(59); EGC units and their monitoring on stability and tonnage? can prove that the effect on the damage stability can only be used with approved exhaust gas
systems may also be subject to inspec�on. Sec�on The tonnage cer�ficate needs revision. The effect can be easily confirmed by comparison with the cleaning system. Availability and price, a�er 2020
7.5 requires a copy of the recorded data and on the lightship characteris�cs should be original damage stability, it may not be necessary remains the subject of much debate, depends on
reports, made available as requested. determined a�er scrubber installa�on. If a change to run the damage stability analysis again. supply.
of about 2 percent or more in the ship’s
lightweight, or a change in the longitudinal center
3. Are SOx scrubbers compa�ble with selec�ve of gravity of 1 percent or more of the ship’s length; 7. Do scrubber systems require modifica�ons to 11. Any requirements on par�culate ma�er (PM)
cataly�c reduc�on (SCR) systems for NOx removal, then a full inclining experiment should again be exis�ng exhaust gas piping? monitoring by the IMO ?
considering post-2016 Tier III requirements? carried out. Modifica�ons will be required to the exis�ng IMO does not specifically limit PM
Vessels built a�er 1 January 2016 will need exhaust piping. A demister unit might be required
arrangements meet both NOx and SOx If the change is expected to be less than these a�er the scrubber. Usually velocity of the exhaust
requirements. SCR systems need high exhaust inlet limits, then a lightweight survey should be carried plume is slowed in the scrubber, then exhaust 12. Can scrubbers be posi�oned as a subs�tute for
temperatures to work and SCR must be deployed out on comple�on of the work, to confirm the velocity may need to be accelerated by specific exhaust silencers?
upstream of the scrubber. The use of an SCR in effect of the changes. design of exhaust pipe outlet, to je�son the Scrubbers do have a sound damping effect and
addi�on to a scrubber, will increase back pressure. exhaust plume away from the ship. Some scrubber they can eliminate the silencer’s need.
Further, based on this weight increase, a system designs may also accelerate the flow, by
deadweight survey may be required to confirm the installa�on of auxiliary fans to reduce the
4. Can scrubber be combined with NOx reduc�on revised lightship weight & ver�cal center of gravity. backpressure. Dr. Sairam Krishnamurthy,
technique, Exhaust Gas Recircula�on system [EGR]? As applicable a revised data is to be reflected on Technical Superintendent, MOL-Synergy, Sairam
The use of EGR, a primary NOx emission reduc�on the exis�ng trim-stability booklet, loading manual was a sailing Chief Engineer and has completed his
technique, along with a scrubber is possible and and loading computer program. 8. How can the system ensure that sulfuric acid PhD in Fuels.
would not be in conflict. For marine applica�ons, mist and condensa�on genera�ng an undesired
the use of EGR will necessitate the integra�on of plume will not cause corrosion in the exhaust
some form of scrubber, within the EGR system. 6. Is a new damage stability calcula�on needed? pipes?
For cri�cal hydraulic fluids, using a portable transfer cart fi�ed with a high
efficiency filter should be considered.
W
18/16/14* but new oils are o�en 22/20/18 or materials in “socks” (rather than in loose form) not quickly captured, the elevated contamina�on ly important. Common reasons for inadequate
dir�er. Fluids should be filtered into the system should be used for component wiping and area levels will cause the number of addi�onal contamina�on control is lack of apprecia�on of the
before the contamina�on enters and damages the clean up. Tank cover sealing should be restored on generated par�cles to increase at an accelerated tremendous impact of contaminants on safe &
components in the system. For cri�cal hydraulic comple�on of work. rate! The best way to prevent contamina�on economic opera�ons, & lack of understanding of
fluids, using a portable transfer cart fi�ed with a genera�on within a system is to start with a clean contamina�on control technology (filters,
(c) Cylinder seals: Rod seals are rarely 100%
high efficiency filter should be considered. (fully flushed) system and keep the system fluid breathers, seals).
effec�ve in removing the thin oil film and the fine
clean.
2. Built-in Contamina�on contamina�on from the cylinder rod. Environmen-
tal dirt that s�cks to an extended rod is drawn back Conclusion Mr. Sanjiv Wazir,
New machinery always contains a certain amount of into the cylinder and gets washed into the system
built-in contamina�on. Care in system assembly and The level of fluid contamina�on in the system is the Mr. Sanjiv graduated in Mechanical Engineering
fluid. Every effort should be made during machine
in new component flushing reduces this but never result of mul�ple factors that interact, such as: the from the Indian Institute of Technology, Bombay
design to avoid dirt or other contaminants from
eliminates it. Typical built-in contaminants are landing directly on extended cylinder rods. When rate of contaminant entry, rate of wear debris (IIT-Bombay) in 1981. After sailing as a marine
burrs, chips, dirt, dust, flash, fiber, flushing solu�on, this is unavoidable, the filters should be posi�oned produc�on, filtra�on characteris�cs, system duty engineer for over 10 years, he became involved in
moisture, pipe sealant, pipe coa�ng, paint, sand, and sized to capture the dirt. cycle, design of reservoir, rate of fluid loss & ship-repairing. His vast experience in operation,
and weld spla�er. The amount of contamina�on replacement, contamina�on tolerance of system maintenance, and repair of diesel engines,
removed during the system flush depends not only 4. Generated Contamina�on components, etc. hydraulic systems, turbines, compressors,
on the effec�veness of the filters used, but also the gearboxes, refrigeration plants & other industrial
The most dangerous contamina�on to a system is Control of contamina�on is especially important in
temperature, viscosity, velocity and “turbulence” of equipment is complemented with over 15 years’ of
the contamina�on generated by the system itself. hydraulic & control systems. It is es�mated that
the flushing fluid. experience in the field of lubrication, representing
These par�cles are “work hardened” to a greater more than 70% of hydraulic system down�mes are
Unless high veloci�es and turbulence are a�ained, hardness than the surface from which they came, a�ributable to damage or opera�onal malfunc�on Chevron, and thereafter BP Marine Lubricants in
much of the contamina�on will not be dislodged and are very aggressive in causing further wear in caused by the presence of contamina�on. The India. Mr. Wazir is now Technical Advisor to LUKOIL
un�l the system is in opera�on, with catastrophic the system. In a system running on properly crankcase system oils used in many of the latest marine lubricants. He has been a guest faculty (on
component failure a possible result. Irrespec�ve of cleaned fluid very few par�cles are generated, 2-Stroke Slow Speed Main Engines on vessels, are Tribology & Lubrication) at several institutes since
the standard of flushing executed by the machine although all components (especially pumps) create also used as servo oils/hydraulic oils and for 1999.
14 SYNERGY GROUP Fog Horn SEP 2018 www.synergymarinegroup.com 15
EVENTS
H ere is a pictorial glimpse of the senior officers’ seminar, held in Chennai on 25 and 26 July. A series
of such seminars will be held every year across India and the Philippines to promote QHSE excellence
amongst senior staff, who are on leave. Synergy thrives on a ‘no blame’
The seminar was centered around ‘iSteer Synergy’ — which encompasses the seven core values of the group. culture where the staff are
encouraged to speak-up about
mistakes and errors and also discuss
the problems faced. The highlight of
the seminar was undoubtedly the
transparency, with which the
incidents onboard group vessels were
dissected with clinical precision and
the cause analysis discussed
MEET
LIST OFOUR TEAM
PROMOTIONS NAVE QUASAR CREATES HISTORY
Congratula�ons and best wishes to the following sailing staff who have recently promoted.
I t was a ma�er of pride for the crew onboard and
the larger Synergy family that the Nave Quasar
became the largest tanker ever to enter the busy
NAME RANK Houston Ship Channel recently.
Hundreds of people, including mari�me, industrial
and casual observers gathered to observe the Nave
Capt. Amrit Prakash Purty Master Quasar, a 2 million barrel-carrying supertanker,
Capt. Ananth Fernando Reni Fernando Master arrive at the Port of Texas City.
The 330 meter long and 60 meter wide crude carrier
Capt. Rahulkumar Panchal Master
was on a test run to see whether a Port of Texas City
Capt. Sundeep Dhanker Master Terminal could accommodate VLCC's.
Capt. Zahir Husain Ameer Husain Basha Master The arrival of our vessel also saw extensive
mainstream and mari�me media coverage.
Mr. Annamalai Parthiban Chief Engineer
Nave Quasar was brought into Enterprise Products
Mr. Jeyakumar Kalichamy Chief Engineer Partners LP’s Texas City Terminal to determine
measurements for future VLCC loadings, of par�al
Mr. Manoj Prabhakar Surulivel Jeyapragasam Chief Engineer cargoes at least. The site’s water depth, also known
as the dra�, needs to be increased to about 76 feet
Mr. Mario Nilton Gracias Chief Engineer from 45 feet to enable supertankers to load fully.
Mr. Sivakumar Bakthan Chief Engineer In a statement to Reuters, an Enterprise spokesper-
son confirmed that "the arrival of the Nave Quasar Hundreds of people, including
Mr. Suresh Vinayagamoorthy Chief Engineer at our Texas City dock is part of a test run to confirm
that the facility can accommodate a VLCC." He
mari�me, industrial and casual
Mr. Venkateswaran Kara�upalayam Palanisamy Chief Engineer
added that the results would lead to "possible VLCC observers gathered to observe the
loadings in the future."
Mr. Aswath Bharadwaj Ashok Chief Officer Nave Quasar
Mr. Gaurav Seth Chief Officer Hear�est congratula�ons to the en�re crew of the
Nave Quasar for the comple�on of such a
Mr. Gowrishankar Swaminathan Chief Officer challenging exercise, with utmost safety and
precision!
Mr. Jagan Muthumani Chief Officer
Mr. Sagar Dimri Chief Officer
Mr. Amarneet Singh Second Engineer
SYNERGY AWARDED ‘BEST SHIP
Mr. Hamanul Huq Allah Pitchai Jafar Second Engineer
MANAGEMENT COMPANY’
Mr. Karimulla Ameer Basha Second Engineer
MILDRED P. DE PADUA
Vessel Accounts Assistant
PROUD TO BE SYNERGIAN
Transi�ng the Gulf of Mexico, gazing through clear forget the star-studded full moon nights,
star-studded nights during evening walks, we picturesque sunrise/sunsets including migratory
finally arrived Cristobal for the much awaited and birds & dolphins around the ship which made it an
talked about Panama Canal transit. This was one experience people on land crave for but in most
experience I waited for with bated breath. In the cases, even money can't buy.
wee hours of the morning, I was on the bridge to
witness the experience of a life�me. We started by The adage "the family that eats together stays
entering the Atlan�c locks of Agua Clara, passing together" holds good for the family onboard too.
the beau�ful Gatun Lake with amazing lush green The dining �me talks to catch up with each other
tropical rainforests on either side. I s�ll recall the was one thing I always looked forward to. It
beau�ful patch of lilac flowers which le� me undoubtedly refreshed and rejuvenated all to
spellbound before arriving Cocolli locks. Panama con�nue with this challenging life. If I men�on
Canal is one of the most adventurous man-made names, I would be par�al as everybody onboard
crea�on connec�ng 2 gigan�c oceans. The 12-hour was proac�ve in making the atmosphere cordial
transit is exhaus�ve but an adventurous and congenial.
experience for everyone, including me. The chief cook gets a special men�on as he cooked
Kudos to the 2nd officer for his passage planning, mouthwatering delicacies. He was innova�ve
which ensured fair weather and favoring winds enough not to repeat any dish during the en�re
during en�re Trans-Pacific Ocean passage for week and always had a smile on his face.
which I thank him endlessly. Few moments worth re-living included Captain
The long voyage to Japan was nice and smooth, making efforts to go to the gym to bond with his
and myself along with everyone else had ample officers and Chief Engineer si�ng with his
�me on hand. My husband kept me busy by giving engineers in the evening for movie screenings.
me small tasks for helping him and others. Not to Open sea par�es had Dumb charades, dance
compe��ons, guitar and song sessions, on some
weekends, we also had Casino sessions organized
by Captain for officers and Crew.
All these efforts by ship's management-team
created a very open and warm atmosphere
onboard which resulted in an excellent working
environment.
On one of the shore-leaves, we teamed up for a
Part-3 (Last part of the trilogy) They were certainly not a deprived lot earlier, overriding measures of the worthiness of one’s life, A FATHERS PRIDE - MIDSHIPMAN
when too they had much more than others to then one must have more of them than others to
You need to cross a river, from the north shore to One programmer draws on a sheet of paper
the south shore, via a series of 13 bridges and six several circles in a line, represen�ng coins, and
islands, which you can see in the diagram below. puts his thumb on the first circle, covering the rest
However, as you approach the water, a hurricane with his hand. Then he asks another programmer
passes and destroys some (possibly none/all) of the to guess how many different head-tail combina-
bridges. If the probability that each bridge gets �ons are possible if someone flips all the (imagi-
destroyed is 50%, independently of the others, what
is the chance that you will be able to cross the river nary) coins on the paper. The second programmer,
a�er all? without knowing the number of circles, takes the
pen and writes down a number. Then the first
programmer li�s his hand and sees that the correct
answer is wri�en on the paper. How did the
second programmer manage to do this?
Answer:
�ons in binary system.
is exactly the number of possible head-tail combina-
li�ed his hand, he saw the number "10...00", which
of the first circle. When the second programmer
The second programmer wrote down "1" in front