General Handover

A.P.Moller Group ID:323 - 16/07/04 - 02 - 3 months

Chief Officer

17-Jul-2010
To my reliever,
l have completed on 28-Nov-2010 Handover details as described on the attached pages.
To my knowledge all systems and equipment having outstandings, non-conformances, problems or temporary solutions are
detailed on the attached page(s)

Pankaj agarwal

Ankur Khatri

Relieved officers name

Relieving officers name

Signature relieved officer

Signature and date relieving officer

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General Handover
A.P.Moller Group ID:323 - 16/07/04 - 02 - 3 months

Category

Remarks

Audits & Surveys

Vessel has completed SIRE / MIRE / PSC inspections / Navigation Audit.

Initial ISM/ISPS audits were carried out at Ulsan.
4 more additioanal load lines were punch marked on the ship sides at Ulsan.
Annual surveys and CDI are planned in HOUSTON and most probably will be
completed before your joining.Annual SSP review was done by me on 15th
Nov 2010.suggested changes have been sent to CSO.
In brief---regarding audits/surveys---vessel has completed all with mnor
observations.please go through the CIS in i-forms.

Cargo & Bunker

Vessel is 20600 cum semi ref LPG carrier with about 10 cargoes listed in the
COF. Filling limits are 98% excluding tank dome capacity as displayed in the
CCR. MARVS setting is changeable between 3.5 & 5.3 barg. Presently it has
been set to 5.3 barg as per IMO requirements. Deck tank is set to 18.2 barg.
There are 4 type-C independent cylindrical bi-lobe tanks with P & S lobes.
There is a gastight bulkhead in between but gas space is made common by
pipelines given in the vapour space. Each tank is provided with its own deep
well pump. Level gauges are Whessoe type.
Condensate line is only top spray, for putting the condensate at the bottom use
stripping line.
The stripping line leads directly to the sump and is not a spray line.
Since the connections are on the port side tank domes there is a tendency for
the condensate to go more in the port side tank.
Stability conditions are no longer to be forwarded to sers.conditions@lr.org
are after each departure from port(Please refer to the msg. in IMP mails
folder-also the mail effecting above is filed in STABILITY Conditions file)
We have L-V-V-L combination at the manifold with 14 and 10 presentation
flanges. Max loading rate is calculated to be 2000 m3 and 1200 m3
respectively.
Vessel has 3 reliquifaction units, 2 stage with intercooler units.
All cargo hydraulic valves can be operated from the HMI in the CCR.HMI
repeatoris also there on the bridge but you cant operate any valve from there.
ACONIS here has only ballast page,there is no cargo page on ACONIS unlike
V class,however you gat all cargo alarms on ACONIS as well as cargo system
abnormal.Hydraulic power pack is located in the engine room and the solenoid
valve box for cargo valves is in the motor room. Ballast tank solenoid valves
are in the engine room next to hydraulic power pack.
Default settings of HMI are in cargo control panel manual kept in the CCR
along with files. There is no override key function for high level alarms instead
you have LAH ON or LAH OFF mode. Detail of which is explained in the
alarm matrix. DOW mode is provided only for the vent mast level system
which can be turned on or off from HMI. For access to settings in HMI the
password is 1234.
Loadicator computer is very accurate. A guarantee claim had been raised for
the communication error between the loadicator & aconis, due to which it
gives a LOADCOM NO REPLY alarm. Loadicator is approved for damage
stability because of which you dont have to send departure condition to SERS.
Before my tenure, in Korea in May the technician had attended to this
problem. The sensor pick up time delay was incresed and a new version of the
software was installed. The new version installation discs are lying with me in
the CCR. Earlier the alarm used to come about once a day now the frequency
is about once in 3 weeks. Chief Engineer is aware of this and following it up in
the gurantee.
There are few jobs related to cargo system other than routine maintenance.
Here is a quick overview of the current status;
CIP unit clng done using chemicals.
During routine inspection of tank domes, blisters were observed. Repair
material
was recieved under GC and repair carried out.
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General Handover
A.P.Moller Group ID:323 - 16/07/04 - 02 - 3 months

All compressors are working fine, Economiser level controller probe was
found
broken, same has been replaced in GC.
Both booster pump seals were observed to be leaking during discharge in
Mumbai,
New seals were recieved. The makers technican came and replaced
the starbord
booster pump seal only coz he managed to damage tow extra seals
one which was
recieved in GC and one spare. Two more have been recieved by
GC. The port booster
pump seal was supposed to be replace by ship staff. But has been
put on hold coz
when we discharged in Ulsan using booster no leak was observed.
The sampling type gas detector also has been pointed out in GC. It gets
overheated
and shuts down. The sensor has been replaced twice and the PCB
once.For this
problem----we have swapped the connections of analyzer and
dilution pump.The
unit has beeen working satisfactory since then.
The HMI panel has been giving a lot of false alarms due to vibrations. During
the last
ballast voyage vessel had expirienced very bad weather with
20~30 rolls. During
this time the problem had started. So now when ever there is
slight rolling or
vibration like when the ship starts a lot of alarms get triggered in
a asequence
starting from the Cargo Hold Bilge alarm then the 99% High
Level alarms in tanks
followed by condensate line high pressure alarm & then glycol
flow failure. These
alarms trip the compressor and activate the ESD & controller
fault. A GC has been
raised. The technician had atteneded the vessel in Fujairah. he
could not identify the
problem. Again the technician attended the vessel in Kandla and
changed the PLC's
and during my tenure the above problem did not occour again.
All files and folders are saved in L:\Chief Officer
All files pertaining to cargo calculations etc are saved in L:\Chief
Officer\Cargo
There is an excel sheet for cargo calculations (Loading plan and Discharge
plan), this is the latest one which I am using since it is more user friendly than
the previous one. Do not use the old one as it has some hiccups in formulas, so
at times you may land up with an absolutely absurd figure.
There is another file used by duty officer for hourly calculations during their
watch (Loading plan and discharge plan)
There Is no Password for all these files, u just have to unprotect it.
Deck tank has 66MT of propane. For operating hydraulic valves for the deck
tank there is an interlock, Ensure HLA setting is on LAH ON for deck tank.
Please refer to GC list separately for cargo defects.
Checks

Following checks as per RDRM .For cargo system there is a test and check file,
same being maintained by chief officer and G/E both. All records pertaining to
cargo equipments are recorded there.Annual checking of cargo instruements
has been started and is around 60% completed.The remaining
instruementation check you will have to take care with G/E.
RDRM user name: CHOFF
Password: C3C4PPL
TANK CLEANING EQUIPMENT AND ACCESSORIES:
We have usual stock of Ethanol onboard incase you require it.
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General Handover
A.P.Moller Group ID:323 - 16/07/04 - 02 - 3 months

We also have 400 Liters of Methanol for Tank Cleaning during grade.
INERT GAS SYSTEM:
Working satisfactorily so far on dry air mode and IG mode with low dew point
of about -60 deg. The modification on the IGG system has been completed in
the yard itself. The hold spaces are filled with DRY AIR.
STATUS OF PORTABLE / FIXED EQUIPMENT:
Fixed gas detector Gas detector cabinet is in CCR for hold space gas
measurement. Each hold space is provided with 4 sampling points. Gas
detection system for other cargo areas as motor room, compressor room, air
lock, ac intake, engine room blowers is of independent detector type.
Measurement of these detectors is readable on HMI in ccr. All of them are
being calibrated on regular basis. Two propane bottles have been secured next
to the the gas cabinet. For entering to various access levels you will require
passwords set by the maker. They are easy to remember such as for level one it
is 1111, for going to level two it is 2222, for level three it is 3333. we dont have
access to level four. You will require a multimeter for calibration of individual
detectors in case of any malfunctioning. Detector provided on top of
compressor house for glycol breather tank gives false alarms during rain.
The Sensor of the fixed type gas detector in the compressor room sometimes
Malfunctions due to condensation. Same has been raised in GC. A
enclosure was
fitted on the sensor. This has helped to reduce the problem but
not eliminate it. Sma
is being followed up in GC.
Portable gas detection equipment all ok. Martin Bruusgaard box is fixed in
the CCR. Span gas and dragger tubes are kept in the cupboard just below the
box. All equipments are being calibrated on regular basis. Extension hose for
GASTEC pump has been received.
Portable hydraulic pack (ambulance) in compressor room and ok.
Green air machine in steering gear room.
Vessel has 2 butadiene portable meters with Cal gas.
We have also received Gas masks & canisters for use with Butadiene.
SHIPBOARD FILING SYSTEM:
All set up and please maintain the filing system. All files are updated.
Ssounding log, garbage log and official log books are to be updated regularly.
PAINTS / INVENTORY:
Paint and other store inventories were updated in recently; pls refer to
inventory folder in L:\Chief officer\Inventory
MOORING EQUIPMENTS
Vessel is provided with 6 mooring ropes fwd and aft. All are in good condition
and regular maintenance schedule is recorded in the mooring log. 5 spare loose
mooring ropes each have been stored in forepeak store & steering gear room.
Winch brake test kit is provided by yard and is kept in forepeak store on
bottom shelve port side. annual winch brake testing carried out and certificate
filed in mooring log. You will have to keep fire pump running for cooling of
winches. The winches do pose a challenge during mooring ops, since the length
of the ropes do not fit in the drums. A cap has been raised for the same .
Condition & Maintenance Reports

Repair log is being filled up in I-forms only.

I-forms is being used for CC inspection reports. Report is attached to RDRM
CC inspection checks. Same being filed in tank condition file kept in CCR.
There are a few weekly / monthly checks in RDRM which require inputs from
3rd officer.

Drydock

Coordinate with chief engineer for any drydock repairs/jobs

Drills & Muster lists

Primary Muster station - STBD side main deck outside accommodation.

Secondary Muster Station - Ships office
Chief Officer's duties are mentioned on the muster list posted on each deck.
Presently we have one 2nd officer on board and one 3rd Officer.
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General Handover
A.P.Moller Group ID:323 - 16/07/04 - 02 - 3 months

Environment

BALLAST
Not experienced any problems here, equipment wise. All gauges seem to be
accurate enough and are blown through regularly.
Forepeak tank has got manual valve in the forepeak store which is always kept
closed except while ballasting or deballasting. APT also has two manual valves
in the engine room. One near the ballast pumps and the other valve is located
next to generators -both are kept closed at all times. APT sounding pipe is in
the steering flat.
Worst condition is when vessel is 98% loaded and there is ballast remaining in
the DB tanks especially No. 4 DB. Be very carefull not to deballast NO 4 DB
during loaded voyage, incase if it has to be done then it should be undertaken
when the vessel is still alongside or at anchorage. Since this involves in
reduction in GM drastically.
2. Ballast vents floats have been inspected, a few were found to be blocked with
blasting grit. All vent pipes were opened and cleaned. Float is moving freely
now. DURING ANY BALLAST/DEBALLAST OPERATION KEEP A
PERSON STANDY TO CHECK FOR VENTILATION AND AS A
STANDARD PRACTICE KEEP ALL SOUNDING PIPES OPEN IN PORT.
3. General loading time here on this ship is around 12-14 hours. At times the
deballasting rate is found to be too slow and lagging behind the plan. So as a
practice I used to deballast all TSTs weather permitting (keeping in mind list /
stresses) before arrival so as to ease of the deballasting ops. A minimal trim of
atleast 1m is required to deballast DB tanks effectively. Also you may not have
to deballast No.4 Db most of the times, unless you have a draft or a DWT
restriction.
4. Inspection of all Ballast tanks till date has been completed.
5. All gauges are accurate more or less, except tank 2 pressure indicator. It
shows 20 mbar higher pressure locally. Chief engineer has been informed and
he shall be raising a guarantee claim for the same.
6. Ballast log being maintained.
7. At times it has been observed that the level gauge readings are frozen on the
HMI even when the gauges are lowered, Ch eng has raised a guarantee claim
for the same.
Other information
Ballast tank valves are of hydraulic type and are located in the aft tank of each
tank. That means valve for no.2 tank is located in no.3 tank. TST and DB
tanks are independent tanks.
Forepeak tank has got manual valve in the forepeak store which is always kept
closed except while ballasting or deballasting. APT also have two manual
valves in the engine room. One near the ballast pumps is always kept open and
the other valve which is located next to generators is used for operations. APT
sounding pipe is in the steering flat.
TST crossover valve on deck has broken twice before my tenure,we have recd
the spare one.I will change it before your joining.
GARBAGE:
Garbage management plan in place, and log being maintained. File and log
kept in CCR.
Waste declaration has to be sent before arrival.
Garbage disposal (shore disposal) is being updated in WINADMI also.

Incident reporting

Near miss reports being generated regulary.

CAPS raised as required.
Please go through the CAPS, Near misses raised and Safety meeting minutes in
the I-forms.

Other

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General Handover
A.P.Moller Group ID:323 - 16/07/04 - 02 - 3 months

Meetings

Weekly management meetings: Minutes of the meetings are filled on E drive/I

forms..
Monthly Safety meeting: Previous meeting minutes and agendas can be
refered to in the I-forms. There are no outstanding points that have to be dealt
with.

Security

Security
Chief Officer is the Ships Security officer.
SSP and all relevant documentation pertaining to the ISPS are kept in chief
officer's cabin.
SSP review was sent to ,awaiting their comments.
ISPS external was done in Ulsan, Korea.

Personnel

Crew Overtime: Min 70 hours per month and 20hrs additional. Crew are
filling their overtime in the following sheet. (Password: 8301) E:\Deck Crew
Overtime

Port & Voyage

Current voyage number: 1008

Vessel is going to discaharge CC4 at Houston,already discharged Propylene at
Antwerp and then load LPG at ambient condition all tanks 98% in Houston.
Before this Vessel has been on Propane, Butadiene/CC4, propane, butane &
lpg mix run. For LPG cargoes we have been loading on top of the vapour of
the previous cargoes. When loading propane on top of butane, start with top
spray line in all tanks and when tanks are cooled then increase the rate.

Repair & Return

Guarantee claims have been raised, liase with ch.eng. Recently we have recd a
few spares for Guarantee claims, which will be closed by Ch eng.
Guarantee folder is in E drive, you can always access that and see the status of
all guarantee claims.
Last date for guarantee period is 30/11/2010 23:59 Hrs.

Other

All files for chief officer are saved in L:\Chief Officer

Also refer to important messages saved in L:\Chief Officer\Important
messages & Outlook.
Various passwords and user names
Excel sheets (cargo and overtime) : 8301
HMI : 1234
RDRM: username CHOFF, Password: C3C4PPL
ACONIS(administrator login): Username - ACONIS2000E,
0815(please consult Ch eng before doing the same)
Gas detector: Access level 1 - 1111
Access level 2 - 2222
Access level 3 - 3333

Password:

Also the latest version of I-forms are opened using Win Admin username and
password.

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