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Offshore marine  services uae

Constellation Offshore Marine Surveyor’S Inspection Of  A Towing  Vessel

Offshore marine services uae-Our Purpose of Inspection
The offshore marine inspection of a vessel being considered for or hired to carry out a towage operation is made to determine:

(a) The suitability of the tug for the intended towage operation.

(b) The general condition of the tug and its equipment.

(c) The compliance with any fixed parameters set by the tow’s underwriters or owners.

Offshore marine services about Who May Carry Out the Inspection
The inspection may be carried out by:
(a) constellation offshore warranty surveyor attending the tow for the purposes of issuing a towage approval
(b) constellation TOWMASTER who will be in charge of the operation.
(c) In the case of rig moves of both semi-submersibles and jack-ups, the master of the rig in
(d) The representative of a potential charterer of the tug when selecting vessels for a
particular towage operation.Your content.
Offshore marine services uae-Carrying Out the Inspection
The checklist and report form provide the basic documentation of the inspection, but a careful surveyor will also carry out the following tasks

– after a thorough examination of the certificates and paperwork presented to him..

Interview with the Master

The discussion with the tug’s master should cover:

(a) His formal qualifications and experience, including the types of towing operation he has performed and his length of service on the vessel. The inspector should ascertain the qualifications and experience of the vessel’s officers and crew.

(b) constellation offshore marine services  inspector should discuss the proposed towing operation with the master giving him details of what is to be towed and where, with appropriate sketches and details of the towing gear, both main and emergency, fitted to the vessel.

(c) constellation offshore marine services inspector should inform the master of any preset limits or special requirements of the tow.

(d) The inspector should ascertain if any part of the vessel or her equipment is defective, damaged or particularly idiosyncratic in operation.

Examples of such problems experienced by offshore marine services uae are:
1. Bow thruster – motor works fine, but propellers dropped off.

2. Joystick control – particular types of fault make both main engines go full astern.

3. Bow thruster motors overheats after about 30 minutes of continuous operation at ¾ Power and has to be shut down.

4. Dog clutches and pawls on the main towing winch have no manual back-up control. If service power is lost and the clutches or pawls are engaged, the winch cannot be put into free running pay out position.

5. The spare tow wire is “pretty old”, in fact it has had “quite a bit” cut off when a short work wire was needed.

6. The towing spring has had a sample cut out and tested. It broke at half the original (new) breaking strain, but was shortened, respliced and is presented as “the towing spring”.

7. The vessel has a mixed nationality crew. There is a serious language problem between the deck crew and the master and mate.

8. The deck crew were recruited on the basis of cost alone. Their knowledge of tow gear and rigging is limited in the extreme.

9. The main engines share aa common lubricating oil sump. Diesel oil contamination due to bad piston rings and injector problems results in the entire main engine lubricating oil system being affected, with the possibility of major engine damage or engine performance being lowered.

10. One of the two main generators, generator end is stripped down and being dried out.A deck hatch directly above the main line leaked badly in a storm.

offshore marine services uae-Inspection of the Vessel

The following is by no means a comprehensive list of items that the inspector should visually check:

(a) The Towing Gear

Visually inspect the sections of tow wire visible on the towing winch and spare wire reel. Inspectthe end thimbles, shackles, pennants, gog wires and gog system components, towing springs and other working wires, including tuggers and small gear. Carefully inspect gear lockers and tow gear stores.

(b) Ancillary Gear

Visually inspect such items as pelican hooks, grapples, chasing hooks, stoppers, hand tools, cutting gear (oxyacetylene) and look for spare bottles and length of torch hoses.Inspect welding plant, portable pumps and generators.

(c)Towing Machinery

Inspect the machinery for obvious damage, signs of adequate greasing and maintenance.If the machinery is hydraulic, how much spare oil is available. If driven by auxiliary machinery (diesel engine) are there sufficient spares for repair or interchangeability of spares between engine doing other duty.
Inspect band brake linings for wear down, feel for excessive ridging on bull gear teeth.Inspect emergency/manual controls for signs of regular use.Ask for towing pins, shark’s jaw etc to be operated, also capstans, lead dollies etc.Note the methods, rigging needed to disconnect, reconnect tow wire bitter end and the rigging required to spool on spare tow wire – how long would it take?

(d)Working Deck Area

Carefully examine the roller at the stern for obvious damage by anchors etc which might cut tow wire chafing on it. Similarly, examine stem gates, chafing bars and crash bars in way of the tow wire to find any points where the tow wire might be damaged if it chafed on them.
Note the securing arrangements of hatches on the main deck level and the condition of watertight doors and closing devices into the quarters block and engine room at main deck level. The access hatches to rig chain lockers should be properly secured as must be the chain pipe closures.Examine wooden/steel areas for general condition and security.Overside, note if tyre fenders are properly secured.
At the vessel’s quarters, if fitted with portable dolly pins do the pins exist and will they fit the holes provided?

(e) At the Bow

Examine the windlass and judge its condition.

(f) Mooring Ropes

Are the mooring ropes cared for and in reasonable condition?

(g) Machinery Spares

Note the hours run on both main and auxiliary machinery and question the engineer on when overhauls were done.
Ask to be shown the main and auxiliary engine spares and ascertain if sufficient are on hand – at least to class requirements.
Look for obvious signs of machinery which is damaged or inoperative and find out why and what is being done about it. In the workshop, look for adequate tools and equipment. If the vessel has to use disposable filter cartridges for fuel filtration, how many are available? Do fuel and lub oil purifiers exist?
If the main engines run on fresh water jacket cooling systems, are there adequate stocks of water and chemical treatment?                                                                                         If necessary, or thought desirable, ask to have .the main and auxiliary machinery powered up. Listen to it and ask for it to be operated.
Examine bilges, tunnels, wells, steering flats etc for cleanliness and signs of adequate maintenance.

(h) Bridge Area
Here, the condition of the main controls may be best judged by seeing the boat operated.
Obvious signs of machinery/equipment removed in bits, inoperative or missing should prompt questions concerning the reasons why.
Note the readings and gauges on winch controls, for example, tension meters on the towing winch control station, which show say 50 tonnes when nothing is connected and the machinery is not in use.                                                                                                                                                                                                                                                       This should prompt a query.
Note any obvious control layout faults which may hinder or affect the boat’s performance.
An example would be the fact that the manual engine and thruster controls are offset to one side of the aft control station, the boat normally being controlled by a PosCon Box mounted in the centre line next to the winch controls.                                                                                                                                                                                                             If the PosCon becomes inoperative,then two men will be needed to operate the boat.
On modem boats, remote control TV cameras provide the master with pictures of the towing winch drums. If these fail, the winch may have to be worked blind.
(i) Other Topics
Question the master concerning the method of towline control. For example, if the anchor handling drum is used as the aft gogwire control, can the towing drum and anchor handling drum be operated simultaneously. If not, what method is used?
If towing wire protection sleeves or shoes are not fitted, what is the master’s policy regarding dealing with chafe?
Referring to the example given in Appendix 2, try to find out how much work the tow wire has done, miles towed, time installed, examination, end for ending etc. Also try to ascertain the master’s own preparations for normal emergencies such as towline breakage. For example, does he have spare sockets, bulldog grips, socketing materials for reterminating the main tow gear?
Question the master about his food and water endurance and the date of the next scheduled crew change. These factors may seriously affect performance of the boat and
its crew.
(j) Other Equipment
Look at the lifeboats, liferafts, work boat and rescue boat if carried, for obvious damage.
Assess the suitability of any boats the tug carries for use at sea in rescue, transfer of personnel or equipment etc. In this respect, launching and recovery arrangements are as important as the sea-keeping ability of the craft. Look also at the fire fighting/emergency equipment, including rocket lines.

offshore marine services about Rejection or Acceptance of the boat for service:

The following faults are grounds for outright rejection of the boat for service:

1. Insufficient fuel, food, water, lubricating oil.
2. Main engine broken down, steering gear broken down, tow winch broken down.
3. Main tow wire unserviceable due to being outside standard criteria for use either due to
damage or under size or length.
4. Spare tow wire – same as above (see note on no spare wire).
5. Any main certificates out of date (including survey range dates).
6. Damaged/insufficient life saving firefighting equipment.
7. Boat under-powered for service required. Does not meet bollard pull criteria.
8. Damaged and inoperative power generation machinery leaving only one generator
available for use.
9. Hull damage to boat such that stability criteria is impaired.
10. Contaminated fuel such that engine reliability is doubtful.
11. Tow Pennants ,Towing Shackles,Towing Springs insufficient in number ,insufficient in
strength terms or damaged so as to be unserviceable.
12. Navigational equipment outfit including radar, gyro compass etc, inoperative or damaged
or insufficient such that accurate position fixing and navigation is unreasonably difficult.
13. Incompetence of the master and officers such that lack of knowledge of towing and ship
handling would imperil the operation.

The following areas are those where experience and judgement count more than rigid guidelines or
meeting precise criteria:

1. The true condition of tow wires, pennants, stretchers and all other towing running gear.
2. The true condition of main engines and towing winches and steering gear.
3. The amounts of spare parts and tools/equipment for the repair of main engines and
auxiliary machinery. Class society spares are the minimum required.
4. The knowledge and skill of the master, officers and crew.
5. Defects which are borderline cases can be judged on deciding how they affect the
operation of the boat for the particular operation concerned and whether they can be
rectified or mitigated.