Free WorkBoat Webinar This Week!
International Air Pollution Prevention (IAPP) Certificate:
USCG Perspective
Wednesday, March 2, 2011
10:45 am - 12 pm EST, 9:45 am - 11 am CST
10:45 am - 12 pm EST, 9:45 am - 11 am CST
The International Air Pollution Prevention (IAPP) Certificate must be obtained, and maintained, by all U.S. and foreign flag vessels over 400 Gross Tons operating in U.S. Waters. The rules significantly impact vessel design and operations and govern emissions of ozone depleting substances, engine emissions of nitrogen oxides, sulphur oxides and particulate matter, volatile organic compounds, incinerators, Emission Control Areas (ECA) and requirements for Signatory Parties to maintain reception facilities for ozone depleting substances and exhaust gas cleaning residues and promote the availability of compliant fuel oils.
This Workboat Webinar is part of a larger face-to-face conference presented by the Southeast Section of the Society of Naval Architects & Marine Engineers and hosted by ABB Turbocharging Miami Station. The purpose of the conference is to offer an update on the current status of the IAPP implementation in the U.S. The WorkBoat Webinar will focus on the USCG perspective of this regulation and will be joining the face to face event for a recap of IAPP by Det Norske Veritas, followed by a presentation by Mr. Paul Bates, Chief of Inspections, USCG Sector Miami on the USCG perspective.
This is a very timely issue as the U. S. Congress only ratified the MARPOL Annex VI on October 8, 2008 and it went into effect for US vessels and foreign flag vessels operating in US waters on January 8, 2009. Field implementation is happening now and the USCG and the EPA are striving to bring these new requirements to the attention of the marine industry.
Presenters:
Representative from Det Norske Veritas
Mr. Paul Bates, Chief of Inspections, USCG Sector Miami
More Information:According to one Coast Guard memo dated 4 Feb 2009…….. "As discussed in reference (a), MARPOL 73/78, Annex VI entered into force for the United States on January 8, 2009. Sector Commanders/Officer in Charge, Marine Inspection's shall direct their staffs to use the guidance in enclosures (1) and (2) during U.S. flag vessel inspections and Port State Controlexaminations respectively, to ensure all U.S. inspected and uninspected vessels and all foreign flag vessels over 400 Gross Tons operating in U.S. waters comply with the provisions of MARPOL 73178, Annex VI. Officer in Charge, Marine Inspections' should bring this policy to the attention of appropriate individuals in the marine industry.
General Principles of marine inspection companies
ReplyDeleteThe time-honoured way to test steel plating is by striking it with a hammer. The advantage of this test is
that it replicates a mild or moderate collision with flotsam, or a harbour wall, and so indicates whether
the stem, or plating or an A-bracket, or any vulnerable part, is strong enough to withstand this level of
impact. It is also an indication of how thick the steel is to an experienced independent marine surveyor. Hammer testing is
quick, reliable, inexpensive, repeatable, largely unaffected by survey conditions such as wet or windy
weather, and is good at establishing whether there is severe corrosion. Limitations include a lack of what
might be called “fine tuning” in that even a skilled surveyor can seldom detect such differences as 20%
or 40% rusting where the remaining plating still retains a good amount of sound steel. Hammer testing
is particularly useful down in the bilge where corrosion is common and often serious. Here it can be
difficult to get the steel surface clean enough to use an ultrasonic tester with confidence. Also there are
places so far down below the cargo surveyor Dubaithat he cannot hold a sonic transducer against the steel, whereas
he can strike effectively with a long-handled hammer. This technique is also good in other locations such
as in a chain locker where access is poor but the plating or framing is within reach of a hammer with a
long handle. Another feature of hammer testing is its simplicity. With ultrasonics an unfailing source of
electricity is essential, not to mention calibrating, recording, adjusting, and so on. There is nothing so
“bomb-proof” as a hammer, in contrast to an electronic instrument. A limitation to hammer testing is that
it can seldom be used on well-painted steel without written permission from the owner or his
representative. Hard epoxy paint is likely to be damaged by serious hammering. Even moderately
unenergetic hammering will destroy the paint on steel as it chips away the covering right down to the base
metal and, as a result, building up a new paint coat has to start with flatting off the old paint and
beginning with new primer, right through coating by coating, to the final high quality continuous finish.
For more: http://www.marinesurveyordubai.com/marine-surveyor-dubai-why-us/
If a marine surveyor showed up to survey my steel boat without an electronic instrument (hammer alone) I'd stop him and tell him that I require a higher quality of information than he came prepared to provide. Or in other words - you are fired!
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