Barge for Hire

(picture just visual only)

Available for charterer Barge 300 ft built in 2008 with sideboard call me 08127015790 or email me at ruly.abdillah@gmail.com

Need LCT with DWT 2000 Tons

My relationship friend have project at Thailand, he need LCT for transportation in shallow water and transport fuel under deck, if you have a LCT ship with DWT around 2,000 tons to 3,000 tons, they are open for charterer 1 or 2 years, otherwise your LCT can operation at Singapore or Papua New Guinea, please email me your spec with GA, DCR and date available to ruly.abdillah@gmail.com or call 08127015790

Look for Accommodation work vessel

Requirement for charter:

Type is Accommodation work vessel with 80 pax, have class and good deck area suitable operation at Thailand, time charter duration 2 months, please email me your spec with GA, DCR and date available to ruly.abdillah@gmail.com or call 08127015790

Oil & Gas Salary Guide

Maybe you need this information for bring to your boss and re-negotiation your future salary
Oil & Gas Salary Guide

THE OIL & GAS

GLOBAL SALARY

GUIDE 2010

Global salaries and recruiting trends. indeepht go to this link

BASIC SHIP’S PIPES INFORMATION

Basic ship's pipes information for new comer on marine world
 
• The majority of ships' pipes are made of mild steel.

• Flow rate, viscosity and pressure of fluid being carrieddetermine a pipe's diameter.

• Pipes in areas of a ship where there is a risk of gas explosion

are earthed because fluid flow can build up a static electricity

charge. Bonding strips are used across flanged joints to

maintain conductivity.

• Pipes that pass through other compartments pose potentialsubdivision issues, especially open-ended pipes.

• Pipes, especially open-ended ones, compromise the integrity

of the compartments they pass through.

• The water circulating in cooling pipes will corrode them over

time.

• Pipes passing through tanks containing liquid are exposed tocorrosive attack on both surfaces.

• Pipes carrying liquefied gas seldom suffer internal corrosion.

• Visual checks of the external surfaces of a pipe will not indicate

its condition because it could be internally corroded and have

a reduced wall thickness.

• Most abrasive corrosion and consequent internal thinning

happens where the pipe bends and at elbows.

• Liquid flowing quickly will be turbulent as a result of fluid

separation and cavitation. Flow turbulence in a pipe willcause pitting. A pipe with the correct diameter for the job

will eliminate turbulence.

• Pipes can be joined by butt-welding, with flange connections or

mechanical joints. However, the number of flange connections

allowed in the cargo pipes of a chemical tanker is strictly

controlled by classification society rules.

• Good pipe alignment during assembly of a run prevents

'locked-in' stress.

• The use of expansion (mechanical) joints, such as dresser-typejoints, is restricted to locations where pipes move because of

thermal expansion or contraction, or ship bending. Classificationsociety rules prohibit their use for the connection of cargo piping

in chemical tankers. The most common expansion joints are

compression couplings or slip-on joints.

• A pressure test of 1.5 times design pressure is a strength test;

a test at the design pressure is a tightness test. Pressure testing

can show the small cracks and holes that will not be found by avisual examination.

• Pipes are held in place by supports or clips that prevent

movement from shock loads and vibration. Pipe failure is

common when pipes are allowed to vibrate.

• Pipes carrying flammable liquids have as few joints as possible

and these are shielded to prevent leaks from coming into

contact with hot surfaces.

• Mechanical joints are not normally fitted on pipes carrying

flammable liquids.

PIPES AND P&I CLAIMS

Pipes and P&I Club Claims
 
Everyone knows about the effect of corrosion on a ship's hull, but

few people consider the effect of corrosion on piping. Pipes pose

a hidden danger, a danger that is often forgotten about.

Pipes are silent workers, conveying fluid or allowing air to enter

or to leave a space, and are the means by which many control

systems operate. They are unnoticed until pipe failure occurs and

a machine stops operating, a space floods or oil is spilled. Pipes

penetrate almost every enclosed space, as well as the shell both

above and below the waterline, and the weather deck. There is no

system on a ship that has such enormous potential to cause fire,

pollution, flooding or even total loss.he majority of ships' pipes are constructed of ferrous material,

a material that is attacked by all forms of corrosion. As a ship

ages, so does the piping system. Maintenance is not always easy,

because pipes, unlike the hull, are difficult to examine because

of their numbers and inaccessibility. It is practically impossible

to maintain them internally, where most corrosion takes place,

and at times just as difficult to maintain a pipe's external surface.

As a result, pipes can receive minimum maintenance, and pipe

failure is often the result. As an operator once remarked when

asked, "When is it necessary to replace a pipe?", "When it bursts."

The purpose of this guide is to alert ships' crews to the danger of

catastrophic loss that can result from pipe failure. Our intention is

to raise awareness of the limit of redundancy in pipe design and

the difficulties involved in the surveying of ships' piping. Pipe

failure will only be prevented by a proactive approach to

inspection, maintenance and repair.


Failed pipes cause, or contribute to, many serious claims.

• Bagged grain on a small bulk carrier was damaged after water

escaped from an air pipe running between a ballast tank and

connected to the tank top and water escaped through the crack

when the ballast tank was overfilled. The ship was 18 years

old, but nothing had ever been done to protect the pipe from

corrosion; not even a lick of paint. Cost – $120,000. Repairs to

the pipe would have cost less than $50.

• Bulk fertiliser was damaged when water escaped from aopside ballast tank via a sounding pipe that passed through

the tank into the hold below. The pipe was cracked and holed

inside the ballast tank which contained saltwater ballast and

water drained from the tank into the hold. Cost – $380,000.

Damaged sounding pipes are easily identified during

inspections and repairs are inexpensive.

• A cargo ship foundered and four crewmen lost their lives,when a seawater-cooling pipe in the engine room burst and the

engine had to be stopped. The ship was blown onto a lee shore

where it broke up on the rocks. Cost – four lives and $1m.

Corroded seawater pipes connecting directly to the shell are

often wrongly repaired with a doubler. Doublers should not

normally be used to repair shell plating.

• A product tanker was gravity ballasting into a segregated tank.The ballast line passed through a cargo tank. When ballast

stopped flowing, a corrosion hole in the line allowed oil to

escape into the sea through an open valve. Cost – $975,000.

• The main engine of a bulk carrier was seriously damaged when

alumina in the cargo hold got into its fuel tank. There was a

hole in the air pipe that passed through the cargo hold into the

tank. Cost – $850,000. The pipe had never been properly

examined during surveys.

• A diesel alternator caught fire after a low-pressure fuel oil pipe

burst and sprayed oil onto the exhaust manifold. The pipe had

been vibrating, and this movement had caused the pipe's wallto chafe and become thin. The claim cost a new alternator and

$100,000, but the fitting of a pipe support would have cost a

mere $2!

LB. “KUBER M7715" & MV. “STANFORD MERMAID"

On January 29, 2010 up to February 16, 2010 we did attend on board the vessels Mv. Stanford Mermaid and LB. KUBER M7715 whilst they were lying afloat and berthed alongside at the Jetty of PT. Profab, Batu Merah, Batam – Indonesia. The survey was conducted in order to check the cargo condition, vessel tug and barge condition which generally was found in satisfactory condition. The cargo stowage, lashing and towing arrangements are sufficient and the vessels are fit to proceed with their voyage from Batu Merah, Batam - Indonesia to Mumbai - India.

Tug's Particulars

• Name of Vessel : " MV. STANFORD MERMAID"
  
• Class : BUREAU VERITAS (BV)
  
• Call sign : J8B4259
  
• Flag : St. VINCENT AND THE GRENADINES
  
• Port of Registry : KINGSTOWN
  
• IMO No : 9425033
  
• Gross \ Net : 1106 / 332
  
• Dimension : LOA x B x D = 49.00 m x 13.20 m x 5.30 m
  
• Built : SHANGHAI HUALI SHIPPING ENGINEERING CO LTD

• Owner : STANFORD MARINE LLC
• Name of Master : Capt. Gudenko Igor
• Main engine : 2 units of Caterpillar Diesel Engine, 5150 HP

Barge's Particulars

• Name of Barge : LB. KUBER – M7715
  
• Class : ABS
  
• Call Sign : HP-7367
  
• Classification No. : 03167065
  
• Flag : PANAMA
  
• Port of Registry : PANAMA
  
• Gross \ Net : 16,780 / 5,030
  
• Dimension : L x B x D = 187 m x 31.7 m x 9.0 m
  
• Built : JINJIANG NANYANG SHIPBUILDING CO LTD, China/2009
  
• Owner : PUNJ LLOYD LTD
  

The "Stanford Mermaid" is a anchor handling tug and supply vessel which was fitted double drum waterfall type for towing wire and work wire, single tugger winch on port and starboard and shark jaw of Hydraulic Karm Fox, The tug has a moderate displacement, rake bow, straight side and angular stern. The bridge house is fitted with a twin set of maneuvering controls facing forward and aft, while the vessel is powered by twin diesel engine of Caterpillar 5150 HP and 3 unit generator of Caterpillar.

LB. KUBER is a lay barge of all steel welded construction with pipe fabrication, storage and handling, pipe laying down equipment, stinger system, pipe recovery equipment, mooring equipment, crane, Accommodations, Helipad and power generator supply 6 (six) units 680KW Volvo and 1 ( one ) units generator 420KW Volvo.

LNG Characteristic & Measurement

• LNG is Liquefied Natural Gas, LNG adalah Gas Alam yang didinginkan hingga mencapai suhu – 162 degC, pada tekanan mendekati normal.
  
• Wujud Gas Alam berubah menjadi cair dgn volume 1/600 volume dalam bentuk gas.
  
• Gas Alam dalam bentuk cair ini dinamakan sebagai Liquefied Natural Gas / LNG
  
• Kandungan utama LNG yang paling dominan adalah Methane (CH4) dan sedikit Hydrocarbon seperti Butane, Propane dan Ethane serta Nitrogen.
  

LNG CHARACTERISTIC

• Density about half that of water
  
• Colorless and Odorless
  
• Non-Corrosive
  
• Non-toxicity
  
• High Percentage flammability level in air
  
• High Auto-Ignition Point
  
• Hard to dissolve in water
  

LNG MEASUREMENT

LNG CARGO LEVEL DETERMINED BY USING CLOSED DEVICE GAUGES PROVIDED INSIDE EACH TANKS AND CONNECTED TO THE MEASURING DEVICE AS CTM (CUSTODY TRANSFER MEASUREMENT) IN CCR

PURPOSE OF CTM TO OBTAIN DATAS FROM EACH CARGO TANK AND TRANSFERRED AS CUSTODY TRANSFER MONITORING DATA

Mv. Ellensborg voyage for Batam.

Last month any instruction from TBS Logistics Incorporated, to attend on board the vessel MV."ELLENSBORG", from November 23, 2009 up to November 24, 2009 whilst she was lying afloat and berthed at Batu Ampar Port, Batam, Indonesia.
The MV. ELLENSBORG come from United States with her cargo of 750 HP Drilling Rig complete with frame and main power.

The cargo were discharged from the cargo holds onto the truck trailers and piled at ship site by using 2 units ship's derrick of 150 tons SWL. Subsequently the cargoes were conveyed from ship side and onto truck trailers, Batu Ampar Port, to the consignee's premises at Batu Ampar, Batam, Indonesia.

VESSEL'S PARTICULARS

• Name of the vessel : MV.ELLENSBORG
  
• Call Sign : Z D I X 2
  
• IMO No : 9431460
  
• Classification : G L
  
• Port of Registry : Gibraltar
  
• Type of Vessel : General Cargo
  
• Gross / Net Tonnage : 9627 / 4261
  
• Build / Builder : 2009 / Sanfu Shipyard
  
• LOA : 138.50 M.
  
• Breadth Moulded : 21.00 M.
  
• Depth Moulded : 11.00 M.
  
• Hatches/Holds : 3 / 3
  
• Capacity of cargo hold : Container : 665 TEUS
  

  Bale : 15,953.100 CBM
  

• SWL of Derricks : 2 each 150 MT
  

• Main Engine : 1 unit of Diesel Engine Caterpillar MAK 6M43
  

5400KW/7344HP

He is My Son Sholeh Binaga

Sholeh Binaga Naufalazani, using word " binaga" on his name, binaga from etnis karo language at north sumatera, binaga mean is enterepreneur. I hope my son growing become a smart boy, friendly, success like true entrepreneur. Born at Batam same with his sister on June 17, 2008.

My Zalfarani Abdillah

Zalfarani Abdillah was born at Batam on December 19, 2002 now she studying at SDIT Fajar Ilahi class 1. I hope my daughter growing become a smart girl with moslem style. Having face twin with my wife, she is a smart, funny and friendly.

My " litle girl" Khaldari

My First Daughter namely is Khaldari Arrana Abdillah
Born at Batam, Kepri province, Indonesia on November 26, 1999
Now her studying in SDIT Nurul Haq class V

PIPES AND P&I CLAIMS

Everyone knows about the effect of corrosion on a ship's hull, but

few people consider the effect of corrosion on piping. Pipes pose

a hidden danger, a danger that is often forgotten about.

Pipes are silent workers, conveying fluid or allowing air to enter

or to leave a space, and are the means by which many control

systems operate. They are unnoticed until pipe failure occurs and

a machine stops operating, a space floods or oil is spilled. Pipes

penetrate almost every enclosed space, as well as the shell both

above and below the waterline, and the weather deck. There is no

system on a ship that has such enormous potential to cause fire,

pollution, flooding or even total loss.

The majority of ships' pipes are constructed of ferrous material,

a material that is attacked by all forms of corrosion. As a ship

ages, so does the piping system. Maintenance is not always easy,

because pipes, unlike the hull, are difficult to examine because

of their numbers and inaccessibility. It is practically impossible

to maintain them internally, where most corrosion takes place,

and at times just as difficult to maintain a pipe's external surface.

As a result, pipes can receive minimum maintenance, and pipe

failure is often the result. As an operator once remarked when

asked, "When is it necessary to replace a pipe?", "When it bursts."

The purpose of this guide is to alert ships' crews to the danger of

catastrophic loss that can result from pipe failure. Our intention is

to raise awareness of the limit of redundancy in pipe design and

the difficulties involved in the surveying of ships' piping. Pipe

failure will only be prevented by a proactive approach to

inspection, maintenance and repair.

Failed pipes cause, or contribute to, many serious claims.

• Bagged grain on a small bulk carrier was damaged after water

escaped from an air pipe running between a ballast tank and

the cargo hold. The pipe had a corrosion crack where it

connected to the tank top and water escaped through the crack

when the ballast tank was overfilled. The ship was 18 years

old, but nothing had ever been done to protect the pipe from

corrosion; not even a lick of paint. Cost – $120,000. Repairs to

the pipe would have cost less than $50.

• Bulk fertiliser was damaged when water escaped from a

topside ballast tank via a sounding pipe that passed through

the tank into the hold below. The pipe was cracked and holed

inside the ballast tank which contained saltwater ballast and

water drained from the tank into the hold. Cost – $380,000.

Damaged sounding pipes are easily identified during

inspections and repairs are inexpensive.

• A cargo ship foundered and four crewmen lost their lives,

when a seawater-cooling pipe in the engine room burst and the

engine had to be stopped. The ship was blown onto a lee shore

where it broke up on the rocks. Cost – four lives and $1m.

Corroded seawater pipes connecting directly to the shell are

often wrongly repaired with a doubler. Doublers should not

normally be used to repair shell plating.

• A product tanker was gravity ballasting into a segregated tank.

The ballast line passed through a cargo tank. When ballast

stopped flowing, a corrosion hole in the line allowed oil to

escape into the sea through an open valve. Cost – $975,000.

• The main engine of a bulk carrier was seriously damaged when

alumina in the cargo hold got into its fuel tank. There was a

hole in the air pipe that passed through the cargo hold into the

tank. Cost – $850,000. The pipe had never been properly

examined during surveys.

• A diesel alternator caught fire after a low-pressure fuel oil pipe

burst and sprayed oil onto the exhaust manifold. The pipe had

been vibrating, and this movement had caused the pipe's wall

to chafe and become thin. The claim cost a new alternator and

$100,000, but the fitting of a pipe support would have cost a

mere $2!

BASIC INFORMATION about piping

• The majority of ships' pipes are made of mild steel.

• Flow rate, viscosity and pressure of fluid being carried

determine a pipe's diameter.

• Pipes in areas of a ship where there is a risk of gas explosion

are earthed because fluid flow can build up a static electricity

charge. Bonding strips are used across flanged joints to

maintain conductivity.

• Pipes that pass through other compartments pose potential

subdivision issues, especially open-ended pipes.

• Pipes, especially open-ended ones, compromise the integrity

of the compartments they pass through.

• The water circulating in cooling pipes will corrode them over

time.

• Pipes passing through tanks containing liquid are exposed to

corrosive attack on both surfaces.

• Pipes carrying liquefied gas seldom suffer internal corrosion.

• Visual checks of the external surfaces of a pipe will not indicate

its condition because it could be internally corroded and have

a reduced wall thickness.

• Most abrasive corrosion and consequent internal thinning

happens where the pipe bends and at elbows.

• Liquid flowing quickly will be turbulent as a result of fluid

separation and cavitation. Flow turbulence in a pipe will

cause pitting. A pipe with the correct diameter for the job

will eliminate turbulence.

• Pipes can be joined by butt-welding, with flange connections or

mechanical joints. However, the number of flange connections

allowed in the cargo pipes of a chemical tanker is strictly

controlled by classification society rules.

• Good pipe alignment during assembly of a run prevents

'locked-in' stress.

• The use of expansion (mechanical) joints, such as dresser-type

joints, is restricted to locations where pipes move because of

thermal expansion or contraction, or ship bending. Classification

society rules prohibit their use for the connection of cargo piping

in chemical tankers. The most common expansion joints are

compression couplings or slip-on joints.

• A pressure test of 1.5 times design pressure is a strength test;

a test at the design pressure is a tightness test. Pressure testing

can show the small cracks and holes that will not be found by a

visual examination.

• Pipes are held in place by supports or clips that prevent

movement from shock loads and vibration. Pipe failure is

common when pipes are allowed to vibrate.

• Pipes carrying flammable liquids have as few joints as possible

and these are shielded to prevent leaks from coming into

contact with hot surfaces.

• Mechanical joints are not normally fitted on pipes carrying

flammable liquids.

On Hire Tug Terus Daya 27

Marine survey for On Hire was carefully conducted the inspection on the condition of the Tug Boat. Based on our inspection that the TB. TERUS DAYA 27 is new steel tug of all steel welded construction with 2 (two) units propulsion Main Engine Mitsubishi Type S6R2-MTK3L 759 kW each @ 1406 rpm.

The ship's owned by PT.Pelayaran Sinar Gratia Nusantara under classification of Biro Klasifikasi Indonesia ( BKI ).

Condition port and starboard shell plating were found in good condition. The navigation and communication equipment such as GPS, SSB, Marine VHF and radar were found in good order.

The safety equipment available on board such as the life buoy, life raft, life jackets and fire fighting appliances apparently in good order.

The main engine, auxiliary engine and other machinery in working order, except the auxiliary engine at port side, based on Chief Engineer statement is under construction.

Towing equipment such as towing hook and fittings, polypropylene rope, bridles, shackles were in satisfactory condition.

SHIP'S PARTICULARS

Name of Tug : TERUS DAYA 27

Type : Steel Tug Boat

Classification : B.K.I

Register No. : 80110179

IMO No. : 9574949

Port of Registry : Batam

Flag : Indonesia

Gross Tonnage : 254

Net Tonnage : 77

Dimensions : 26.04 M ( Length )

8.60 M ( Breadth )

4.30 M ( Depth )

Built/Builder : 2009/PT. Bandar Abadi Shipyard , Batam

Owner : PT. Pelayaran Sinar Gratia Nusantara

LB. Kalinda

LB. KALINDA is a lay barge of all steel welded construction with pipe lay station, pipe laying facilities, facilities container, handling equipment, mooring equipment and power supply
The Barge's owned by PT. Geocean under classification of Biro Klasifikasi Indonesia ( BKI ) for BKI Pile Lay Barge and Bureau Veritas for BV Pontoon, was to be chartered by Cathem Consortium.

Ship's particular of LB. Kalinda

Name of Barges : KALINDA

Type : Lay Barge

Classification : B.K.I / BV

Register No. : 11401

Official No. : 389803

Port of Registry : Tanjung Pinang

Flag : Indonesia

Gross Tonnage : 3803

Net Tonnage : 1141

Dimensions : 82.56 M ( Length )

27.50 M ( Breadth )

5.50 M ( Depth )

Built/Builder : 2002 / Taizhou Sanfu Ship Engineering Co Ltd, China

Owner : PT. Geocean Indonesia.