Effect of Corona Virus in the Shipping Industry

Effect of Corona Virus in the Shipping Industry

                  Coronavirus disease is a serious worldwide issue causing a major impact on the worldwide economy. This widespread epidemic is not only limited to China but it has outgrown into the global sphere affecting international tourism, trade & shipping. International shipping is one of the majorly affected industries amidst this outbreak.

                  The major global epidemic- Coronavirus has already taken a big toll on the industrial sectors as it is really affecting the international trade and shipping channels in various ways. In terms of accessing the effects, the shipping industry has seen a widespread impact on the operations causing the decline in international trade activities across the globe.

                As most of the activities are also operated from Chinese ports, the direct effects of roadblocks due to virus severity can be traced in the logistics and shipping industry. It has resulted in a serious economic scenario declining the major trade exports and imports worldwide. 

                The container shipping industry is also operating at a low level as most of the logistics service providers have scaled down their operations amidst the decline in the ratio of demand and supply. In response to it, The Chinese ports have majorly observed the decrease in port calls leaving the international shipping industry in a plagued situation. 

           As per the statistics released by Alphaliner, 30% to 60% outbound  shipping capacity withdrawn in Asia-Europe marine routines have severely disrupted trade activities.

Stringent Measures Impacting Trade Traffic

          China is the major player in international trade as it is home to the buosiest and important shipping container ports in the world. The Shanghai and Yangtze ports have seen the serious impact of the Corona virus disrupting the massive trade activities on a large scale due to the stringent measures taken by the government.

           The entry and exit of the ships have also been restricted in various important ports as a quarantine measure to limit the outbreak impact. Some of the largest trade and logistics shipping operators have already stopped their freight services in Chinese regions.

           The U.S has also put a strict limitation on the entry of vessels operating from the Chinese waterway as they have also announced the active surveillance of such crews and ships for a specific time period.

          The crew members will only be allowed if they are not found sick after the 14 day period subject to certain guidelines by marine coastguards. This strict quarantine is also causing a major setback for trade activities keeping operations in a temporary halt.

Cargo Backlogs- A Major Issue for Shipping Industry in China

           Since most of the international cargo ships halted in quarantine, there are possibilities that cargo backlogs will cause problems to freight operators.  In some of the cases, the containers are being sent back to origin due to the port congestion while some countries are avoiding Chinese shipments.

           It is also been seen that logistics have become a major issue in order to tackle the scenario. It is expected to return back to normalcy once the guidelines shall be revised by the authorities.

Decreased Demand & Supply for Freight Operators

          The demand and supply from industries is currently at stake as most of the production is halted in the Chinese ecosystem. As the Chinese manufacturing industry accounts for the majority in worldwide exports, the drastic drop in demand & supply is observed in the shipping industry. This has also hampered freight operations resulting in the withdrawal of services in some of the regions. 

IMO 2020: Maritime Regulations amidst the Major Outbreak

         The Shipping industry has faced the worst scenario due to the major outbreak as it is also going through a transition to opt for low sulfur fuels which are costlier than the fuel which is previously being used.

         While a large number of ships are already going through retrofitting of Scrubbers, this process might get hampered due to the workforce slowdown. The cost of regulatory compliance can be seen as a burden to most of the freight operators as the revenue has declined as a result of hampered operations.

Predictions: Future of the Shipping Industry

          The current scenario revolving around the coronavirus has resulted in a setback for the maritime and shipping industry. In terms of tracking progress ahead, it is quite dicey to predict the future of the shipping industry in the meantime.

       As per the experts, the industry might soon return to normalcy as the virus severity gets decreased due to the change in weather in March-April fostering industries to operate back in full swing. However, it might take some time more to resume the freight operation in its original state.

        The quarantine levels are expected to be revised once the situations recover in a consistent state. While the decrease in expected volumes of containers to be shipped will remain a major problem for the global supply chain. 

VARIABLE INJECTION TIMING

VARIABLE INJECTION TIMING IS A METHOD IN WHICH THE TIMING OF FUEL INJECTION IS ALTERED FOR BETTER THERMAL AND POWER EFFICIENCY AND LOWER THE SPECIFIC FUEL CONSUMPTION.

NOW THE QUESTION ARISES IS WHY DO WE NEED VIT. 

THE ANSWER IS SIMPLE, TO GIVE A LEAD TO THE FUEL W.R.T BURNING OF FUEL SO THAT FUEL MAY MIX PROPERLY AND REACHES ITS IGNITION TEMPERATURE WITH BETTER ATOMIZATION AND MIXING. IF A FUEL HAVE A HIGHER IGNITION LAG THEN VIT INJECTS THE FUEL BEFORE SO AS TO GIVE IT MORE TIME TO MIX AND HENCE GIVE GOOD COMBUSTION AND HENCE MORE POWER.

MANY A TIMES A QUESTION IS ASKED :

WHAT IS THE DIFFERENCE BETWEEN A VIT AND A SUPER VIT?

*A CONVENTIONAL VIT VS SUPER VIT :-

1. ONLY A FUEL RACK IS PRESENT NO VIT RACK.
2. BREAKPOINT IS FIXED W.R.T PUMP INDEX.
3.  NO FUEL QUALITY SETTING PRESENT IN CONVENTIONAL VIT.

CONVENTIONAL VIT:-

as the pump plinger moves to pumping on load the top helix of plunger controls the effective stroke of the pump and this is lenthened at both ends of injection “a to b” and “f to e”.

from “b to c” the pump runs from 60-80% load. if the load is further increased by turning the plunger beyond c the peak pressure rises. the portion of the top edge from “c to d” is again profiled so that VIT index is lowered i.e pump lead is reduced and maximum pressure in cylinder doesnot exceed. the plunger is pre-profiled with helical cut at both ends for control of fuel injection.

the profiled plunger principle of both end control of fuel injection (VIT control) is not fixed w.r.t pump index.

SUPER VIT:-

SUPER VIT HAS A MOVABLE BARREL CONNECTED TO VIT RACK VIA A RACK AND PINION ARRANGEMENT. THE VIT RACK CAN BE ADJUSTED INDEPENDENTLY FOR DIFFERENT FUEL PUMP.

VIT RACK IS ACTUATED BY THE HELP OF A SERVO CYLINDER AS SHOWN IN PIC ABOVE. THE SERVO CYLINDER HAS CONTROL AIR CONNECTION WHICH RECIEVE 0.5 TO 5.5 BAR PRESSURE FROM POSITION SENSOR WHICH IN TURN IS ACTUATED BY A CONTROL LEVER . THIS VIT RACK GETS ACTUATED AFTER 40% LOAD AND AS ITS ACTUATED IT PRESSES THE POSITION SENSOR TO SEND MORE AIR PRESSURE TO SERVO CYLINDER LEADING TO MOVEMENT OF VIT RACK INSIDE AND IN TURN MOVING BARREL DOWN. HENCE FUEL GETS INJECTED BEFORE. THIS HAPPENS TILL 85%MCR AFTER WHICH CONTROL LEVER MOVES AWAY AND CONTROL AIR PRESSURE DECREASES AND VIT RACK MOVES AWAY LEADING TO MOVEMENT OF BARREL OF FUEL PUMP UP ,HENCE LEADING TO DECREASE IN POWER.

VIT OPERATES BETWEEN 40-85% MCR. AT LOWER LOADS VIT IS NOT MADE FUNCTIONAL COZ AT THAT SPEED THE LUBRICATION OF BEARINGS IS NOT ENOUGH AND IF MORE LOAD IS PUT IN BEARINGS THAT CAN LEAD TO FAILURE OF BEARING.

SOME FREQ. ASKING QNS WITH ANSWERS COMPONENT WISE

WHAT DO YOU MEAN BY PRIMING OF PUMPS?

Ø  THE PUMP SHOULD BE FULL OF LIQUID BETWEEN SUCTION VALVE AND DESACHRGE VALVE AND ANY AIR IN THE PUMP SHOULD BE PURGED THROUGH VENTING PUMP

WHAT IS AN EDUCTOR? WHAT IS IT’S USE ONBOARD?

Ø  AN EDUCTOR IS A NON MECHANICAL PUMP WHICH CONSISTS OF WATER JETS SUPPLIED FROM SOME HIGH PRESSURED PUMP DISCHARGING INTO SUCTION CHAMBER WHICHN IS CONNECTED TO A SUCTION LINE.THE HIGH PRESSURE JET DISCHARGED FROM THE NOZZLE ENTRANCE

WHAT ARE THE CLASSES OF FIRE?

Ø  CLASS A-CARBONACEOUS MATERIALS(WOOD,PAPER,ETC)

            CLASS B -LIQUID FIRE,OIL FIRE

            CLASS C-GASEOUS FIRE,ELECTRICAL FIRE

            CLASS D-METALLIC FIRE(MAGNESIUM, POTASSIUM)

WHAT ARE THE CAUSES OF FIRE IN E/R?

Ø  FREE AIR FLAMMABLE MATERIALS ARE REDILY AVAILABLE IN THE E/R ONLY HEAT IS REQURED WHICH CAN BE GENERATED BY

        i.            ELECTRIC SPARK

      ii.            LEAKAGE OF EXHAUST GASES

    iii.            SPONTANEOUS COMBUSTION

    iv.            FRICTION(OVERHEATING OF MOVING PARTS)

      v.            RADIATIONS(VALVE,HOT PIPE)

    vi.            PORTABLE LIGHTS

  vii.            HOT WORKS SUCH AS WELDING,GRINDING,DRILLING,CUTTING,ETC(FLAMMABLE SIBSTANCES SUCH AS L.O.F.O,E/R WASTE,OIL FUMES,PAINTS ETC)

WHAT CLASSES OF FIRE MAY OCCUR IN E/R?

Ø  CLASS B AND CLASS C FIRES.

WHAT ACTION WILL YOU TAKE INCASE OF FIRE IN THE E/R?

Ø  DUTY ENGINEER,NFORM BRIDGE AND RUN TO THE FIRE STATION IF FIRE IS UNCONTROLABLE

            IF SMALL FIRE EXTINGUISH FORE WITH APPROPRIATE FIRE EXTINGUISHER

WHERE AREFIRE HOSES LOCATED IN THE E/R?

Ø  ON THE BOTTOM PLATFORM 2 NOS(ONE PORT SIDE-ONE STBD SIDE),INFIRE HOSE BOXES NEAR THE FIRE HYDRANT AND ONE ON TOP PLATFORM AS FITTED AS PER SHIP’S FIRE PLAN

WHAT IS INTERNATIONAL SHORE COUPLING?

Ø  IT IS A COUPLING THAT MATCH WITH ANY SHORE CONNECTION WHEN THE SHIP IS IN ANY PORT/DRY DOCK TO LAKE SHOR WATER SUPPLY AND CONNECT IT TO SHIOP’S FIRE LINE

WHEN EILL YOU USE CO ₂ EXTINGUISHER IN E/R?

Ø  WHEN THERE IS AN ELECTRICAL FIRE IN THE E/R

WHEN DO WE USE FIXED FIRE FIGHTING APPLIANCE?

Ø  WHEN FIRE CANNOT BE PUT OFF WITH PORTABLE EXTINGUISHERS WHEN CO ₂ FLOODING IS OPERATED .

WHO OPERATES FIXED FIRE FIGHTING APPLIANCE?

Ø  CHIEF ENGINEER IS SOLELY RESPONSIBLE AND IT IS HE WHO DECIDES TO USE THE CO₂ FLODING SYSTEM.

WHAT DO YOU MEAN BY CO2 SYSTEM/

Ø  CO2 SYSTEM IS AFIXED FIRE FIGHTING SYSTEM USED IN CASE OF MAJOR FIRE AND IT IS MEANT TO FLOOD THE ENGINE ROOM IN ONE SHORT AFTER THE ENGINE ROOM PERSONNEL ARE OUTAND ALLTHE VENTALLATION AND OPENINGS ARE SEALED.

HOW WILL YOU FIGHT THE ELECTRICAL FIRE IN THE ENGINE ROOM?

Ø  SHUT OFF SUPPLY TO THE CIRCUIT AND FIGHT FIRE WITH PORTABLE D.C.P CO2 CYLINDER.

WHEN WILL YOU USE WATER TYPE EXTINGUISHER?

Ø  ON ‘A’ CLASS FIRE.

WHAT IS A SMOKE HELMET ? WHEN WILL YOU USE IT?

Ø  IT IS A FIRE PROOF HELMET WITH LIGHTING ARRANGEMENT AND IT IS USED TO FIGHT FIRE IN A SMOKY ATMOSPHERE.

WHEN WILL YOU USE A D.C.P EXTINGUISHER?

Ø  TO BE USED ON CLASS A, CLASS C AND ELECTRICAL FIRE.

WHAT ARE THE SOURCES OF ELECTRICITY ON BOARD?

Ø  MAIN GENERATOR, EMERGENCY GENERATOR AND BATTERY PACK.

  DEFINE CONDUCTOR?

Ø  SUBSTANCES WHICH ALLOW THE FLOW OF CURRENT THROUGH IT.

DEFINE INSULATORS?

Ø  SUBSTANCES WHICH DOES NOT ALLOW THE FLOW OF ELECTRICITY THROUGH IT. Eg- RUBBER , MICA, PAPER, WOOD ETC.

WHAT IS IMPORTANCE OF EMERGENCY GENERATOR ON BOARD AND WHERE IT IS FITTED?

Ø  IN THE EVENT OF MAIN GENERATOR FAILURE/ BLACK OUT, EMERGENCY GENERATOR CAUSES LOAD AUTOMATICALLY AND GIVES ESSENTIAL SUPPLY FOR NAVIGATIONAL EQUIPMENTS, LIGHTING. IT IS SITUATED OUTSIDE THE E/R.

STATE VARIOUS DANGERS ASSOCIATION WITH ELECTRICAL INSTALLATIONS?

Ø  SHORT CIRCUIT – DUE TO LOOSE CONNECTIONS AND OVER HEATING.               SINGLE PHASING- DUE TO OVER LOADING,IMPROPER USING, IMPROPER EARTHING,IMPROPER MCB, LOOSE CONNECTIONS.

INS Sindhurakshak: Navy divers enter vessel

           Indian navy divers have entered a stricken submarine which exploded and sank on Wednesday in Mumbai but have detected no signs of life from the 18 crewmen on board, the navy said. 

               Asked if there had been any communication with survivors, chief of naval staff DK Joshi told a press conference, "Of course not. I would have said so if we had." 
After inspecting the Western Naval Dockyard, Defense Minister AK Antony said that the accident was a 'shocking tragedy'. 
Antony also stated that the board of inquiry has been ordered. 


              Antony on Wednesday condoled the death of naval personnel on the submarine that exploded and sank in the naval dockyard in Mumbai.

          He briefed Prime Minister Manmohan Singh on the mishap before leaving for Mumbai where the incident took place.

                 "I have briefed the Prime Minister on the fire...I am just now going to Mumbai to see and get the details there," Antony told reporters outside Parliament House.

            He said he was saddened at the tragedy of this magnitude which has happened in recent times.

18 trapped after Indian submarine explodes and sinks in Mumbai

A Russian-built submarine of the Indian navy has exploded in Mumbai harbour, with 18 sailors believed to be trapped inside.

Several other crew members were reported to have escaped by jumping off the submarine when it blew up on Tuesday night, sparking a huge fire. Several injured navy personnel were being treated in a naval hospital.

DNV Helps Industry in Germany to Introduce LNG as Ship Fuel

DNV Helps Industry in Germany to Introduce LNG as Ship Fuel

DNV plays an active role in introducing LNG as ship fuel in Germany by supporting the dedication to reduce harmful emissions from ship operations. Making technology-based decisions is complex for each individual company, as is finding the right way into the future. We fully support the overall political will and dedication to reduce harmful emissions from ship operations,said Jrg Langkabel, DNV Country Manager, on the occasion of the visit of the German Minister of Transport, Peter  Ramsauer, to Caterpillars factory in Rostock. DNV is helping the industry in Germany to introduce LNG as an economic and safe alternative fuel for ships. The new environmentally friendly dual-fuel Caterpillar M 46 engine is fully capable of running on LNG and meets all the Tier III requirements in gas mode.

Manning the world’s largest ship

Manning the world’s largest ship - with 2 captains and 2 Chief Engineers

               The first Triple-E has commenced its maiden voyage in Busan, South Korea. At the helm, the crew of the Mærsk Mc-Kinney Møller whose members have been selected among Maersk Line’s finest.

                  A selection of highly qualified crew members, specifically chosen because of their background and experience, will man the largest ship in the world. The ship can accommodate 34, and in principle run with as few as 13, but in regular service approximately 22 persons will make out the crew.

                

                         

                      Understanding of roles and responsibilities on the vessel is of utmost importance to ensure smooth sailing and safety.

                  On the Mærsk Mc-Kinney Møller, the Captains are Jes Meinertz and Niels Vestergaard Pedersen, and the Chief Engineers are Per Schilling Nielsen and Niels Peter Svarer.

              All of them were present at the naming ceremony in Korea on 14 June. ”You are among the finest in your fields, and you should be honoured by being selected to take this vessel into service,” said Maersk Line CEO in his speech on that occasion. ”May you always have fair winds and following seas.”

Pirates hijack Turkish tanker with 20 Indians on board off coast of Gabon.....

Pirates hijack Turkish tanker with 20 Indians on board off coast of Gabon

 An hijack took place after 7 months.....

 

          Pirates captured a tanker bearing the Maltese flag, but 

owned by a Turkish company off the coast of Port-Gentil, 

Gabon, media reports said on Tuesday.

             The ship - MV Cotton - reportedly had 20 crew 

members, all of them Indian.

           Reports quoted a Turkish foreign ministry official 

confirming that the incident took place on Sunday.

           As per reports, the Turkish ambassador in Gabon has 

contacted the west African country's foreign minister in 

connection with the hijack.

Read more at: http://indiatoday.intoday.in/story/pirates-hijack-turkish-tanker-mv-cotton-with-indians-on-board-off-coast-of-gabon/1/291628.html

The further information will be updated soon in other posts..........

Cargo Ship Capsized Off Thailand. 6 still missing two days after MV Hope capsize -----chief officer and chief enginner died...

Cargo Ship Capsized Off Thailand.  6 still missing two days after MV Hope capsize 

                As many as eleven crew members of a Bangladeshi cargo ship went missing Thursday after their vessel capsized off the coast of Phuket in southern Thailand, Thai officials have confirmed according to local media.

                   The bodies of two crewmen recovered on Friday identified as chief Officer of the ship Mahbub Morshed, 45 and chief engineer Kazi Shifuddin, 52.

                 The ship, the MV Hope, was enroute to the port of Chittagong in Bangladesh when it reportedly capsized early Thursday in adverse weather conditions about 32 kilometers from Phuket’s coast, AFP reports.

                Six crewmembers were rescued by another ship and a navy helicopter, but fears were mounting for 11 still missing after a search Thursday, hampered by poor visibility, failed to locate the remaining crew. The Royal Thai navy said the missing were in a lifeboat which was set adrift by the high seas, the AFP report says.

             Bangladesh’s Dhaka Tribune reported Friday that three more were rescued alive, bringing total number of survivors to nine. The report says that three bodies have been recovered and six remain missing.

There were 17 on board the ship when it capsized.

A search continued Friday lead by the Royal Thai Navy.

The MV Hope is owned by QC Shipping of Bangladesh.

MV MOL Comfort Present scenario and cause analysis report by Naval Architects.......

MV MOL Comfort Present scenario(photos) and cause analysis report by Naval Architects....... 

EARLIER: MOL COMFORT SUFFERS BROKEN BACK, SINKS OFF YEMEN

26 crewmembers of an MOL containership were forced to abandon ship Monday off Yemen after the ship suffered from catastrophic hull failure and reportedly sank.

The MV MOL Comfort, an 8,000 TEU-type containership cracked in half about 200 miles from the Yemeni coast at about 12’30″N 60′E while enroute from Singapore to Jeddah with a load of 7,041 TEUs. All 26 crew – made up 11 Russians, 1 Ukrainian and 14 Filipino

The MRCC in Mumbai has just tweeted saying that the sections of MOL COMFORT are still afloat and are being monitored.

         
            According to a report by IANS News, the Indian Coast Guard in Mumbai diverted three vessels in the area to assist. The MV Yantian Express was first to arrive on scene and rescued the survivors.  The 2008-built MOL Comfort sank a short time later, the report said.

Weather at the time was strong winds and seas up to six meters.

            The ship’s operator, Mitsui O.S.K. Lines, says that an Emergency Control Headquarters has been established for the incident and MOL is taking company-wide measures to settle the matter. The MOL statement said that damage was “extensive” and that details of the incident were still being confirmed.

A Catastrophic Structural Failure

                From a naval architecture standpoint, this is a puzzling situation.  Ships are designed to handle long period and large waves that crest on the bow and stern and have a trough amidships.  This creates a sagging situation that puts extreme tension on the keel and compression at deck level.  The opposite, “hogging” situation occurs when the crest of the wave moves to the center of the ship and the trough of the waves are at bow and stern.

The repeat flexing of the ship in these perfectly timed waves is likely what caused the loss of this vessel.  In the photo above, a perfect example of hogging is shown, where the bow and the stern are both lying in the troughs of two waves.

It should not have happened however.  Ships are built to handle this situation and engineering rules are followed to ensure the transverse “section modulus” of the vessel is sufficient to handle these extreme stresses imposed by nature.  There are other possibilities however…

The loading of the containers on board may have exacerbated the situation.  Although the loading of the containers appears even in the photo, the weight distribution of the containers may not have been even.  Had heavier containers been loaded on the bow and stern and lighter ones in the center of the ship, the vessel may have been placed in a hogging situation before she even set sail.  It’s speculation of course to say one way or another, but assuming that she met class requirements, it’s one possible explanation for what happened.