Mariner's Digest

Power Relays – The Electromagnetic Switches

2018-08-06T00:06:00.001+05:30

The major plight of doubts for Engineer officers onboard a merchant ship is to tackle with electrical problems which, for most, go beyond the understanding. It’s not always practical to look forward to the presence of Electrical Engineer to solve the minutest of these. It’s imperative for an engineer to understand the basic and simple understanding of the most common parts of an electrical circuit to head-start the fault finding in correct direction.

Power Relays – The Electromagnetic Switches

In this discussion, the most common part of an electrical circuit : Power relays. All across the electrical panels onboard a ship, we find a plethora of power relays and analog timers plugged in and silently controlling the operations of a floating giant. An understanding of these parts can help us a lot in simplifying our fault finding skills.

Power Relays

The word Relay as defined: An electrical actuator that allows a relatively small voltage or current to control a larger voltage or current.
In even simple language relays are nothing but an electronic switch. When a small voltage, say 24V DC, is applied to a relay it makes or breaks a 220V AC circuit. So a small 24V DC voltage controls a large 220V AC voltage. This 24V DC may be even smaller and 220V AC can be even larger.

Construction of a Relay

The picture shows a relay inside a plastic casing. The outer casing is just for the protection of delicate parts of this power relay. The outer plastic casing once removed and the internal parts of the relay is much easy to understand.

The following pictures give a view of different parts of a relay. It consists of an electromagnetic coil and an armature. The armature is hinged at a point across which it can move towards or away from the coil. A spring is used on the opposite of armature across the hinge and it keeps the armature pulled away from the coil when the coil is not energized.

When the coil is not energized or in de-energized state, the terminals of armature keep in contact with the NC (Normally Closed) contacts and away from the NO (Normally Open) contacts. When a small excitation voltage is applied to the coil terminals the electromagnetism in the coil pulls the armature towards itself against the spring force. When the armature is pulled down, the terminals of armature move downwards too thus breaking the NC contacts and touching the NO contacts. The coil can be energized with a voltage as low as 6V. The NC and NO terminal can be used to make or break a voltage of as high as 220V.

Terminals of a Power Relay

The following is the schematic diagram of power relays in both the energized and DE-energized state.

Power Relay De-energized

Power Relay energized

Now, if a load is connected across the common and NC contact of the relay, the following happens :

When the coil is de-energized the common terminal and NC terminal are closed and thus the load receives the power supply.

As soon as the coil is energised the armature is pulled down thus breaking the NC contact and the load circuit is broken. The load doesnot receive power and hence switches off.

On the contrary, if a load is connected across the common and NO contact of the relay, the following happens :

When the coil is de-energized, the common terminal and NO terminal are open and thus the load circuit is broken. The load doesn’t receive power and hence remains switched off.

As soon as the coil is energized, the armature is pulled down thus touching the NO contact and the load circuit is energized. The load receives power and hence switches ON.

As already explained, to energize the coil we need a relatively small voltage and current. In lieu of that the relay’s NC and NO contact can handle a relatively larger current and voltage. A number of different types of relay comes with different coil and terminal parameters.

Usually the coil is energized by either a small DC supply or a 220V AC control voltage supply. The NC, NO and Common terminals are made to handle the usual 440V AC power supply for the load which is required to be switched ON or off.

Here a small doubt may arise among readers, how a coil would be energized with an AC supply. The characteristic of AC voltage to continuously change its direction would cause a coil to continuously change it’s polarity and thus there won’t be any change in position of armature.

An important point to understand here is the resilience of the spring. Though the polarity of an AC coil changes at a high frequency of 60 or 50 times per second (60 Hz or 50 Hz supply), the spring has it’s own delay time. So it can’t pull back the armature to NC contact at same rate. Hence the armature remains pulled towards the coil.

Yet, the AC relays suffer from a characteristic noise of chattering, because of continuously loading and unloading of spring. In addition to it the continuously reversing force on the spring may cause it to fail at much lesser time. To tackle these problems of an AC relay has two coils to make a transformer. The wire of the traditional cil is the transformer primary. The secondary of the transformer looks like a D shaped copper washer or ring. Some magnetism from the primary coil produces current inside the copper ring. The current in the ring or the secondary is actually delayed compared to the current in the primary coil to keep the core always partially magnetized. The lever, hence, won’ chatter against the core because, while the AC is flowing, the continuously magnetized core will never release it.

While choosing a relay it is to be well understood that the coil and terminal parameters should be well matched with the intended use of the relay.

A DC relay should only be energized by the specified DC voltage and the voltage against NC, NO and Common terminal should never go beyond the rated terminal voltage. If the terminal voltage goes beyond the rated terminal voltage the NC and NO contacts may get burnt or welded at high temperature thus failing the switching action of the armature when the coil is energized or DE-energized.

The following is a snapshot of different ratings of both AC and DC relays with their coil and contact parameters

Coil and Contact parameters of a power relay

From the above table it can be well inferred that a coil voltage as small as 6V AC can switch 250V AC or 30V DC at the terminal. As discussed earlier many different coil voltage can be chosen upon as given in the table depending upon the usage. The Power relay discussed above is a four pole type relay. Meaning, this relay can be used to switch 4 power circuits at one time from single control voltage. Similarly we have 2 pole and single pole relay also.

Single Pole and 4 Pole power Relay

Usually onboard a ship, relays with 220V AC coil voltage and 440 V AC terminal voltage is used. Following is few example of use of relay:

Control signal of 220V AC signaling a relay to switch on the Boiler FD fan.
Control Signal of 220V AC signaling a relay to start the bilge pump on receiving high level signal from float switch in the ER bilges.

The vast use of relays in almost all machineries onboard can only be explained better by a good understanding of its working. Power relays are small yet effective link in the control systems of machineries.

Ballast Water Management – Guarding the Bio-invasion

2018-07-25T04:30:00.001+05:30

Ballast water is filled into the ballast tanks of the ships to maintain stability and improve the handling and manoeuvrability of the ship. Ballasting maintains a safe operating condition throughout the voyage by reducing hull stress, improving propulsion and, in the meantime, also compensating for any weight change in various scenarios of fuel and water consumption. Pumping in the sea water to be used as ballast is the most economical practice with the above mentioned advantages but it comes at a cost.

Ballast Water Management

The worldwide tonnage of the shipping sector rose sharply with the introduction of steel hulled ship. The ships improved in size and technology and this opened more shipping routes across the globe. Ships were now traversing the length and breadth of the globe. The use of ballast water has been ever so evident since the introduction of steel hulled ships. In 1903, scientists found increased presence of Asian phytoplankton algae Odontella in the North Sea. The vast migration of alien species from Asian waters to North Sea was never clearly understood until late 1970 when improved R&D prompted the scientific community to review the problem in detail. By now major countries, especially, the one with rich aquatic resources viz. Australia and Canada reported invasion of foreign organisms in their aquatic ecosystems. By this time it was well established the fact that ship’s ballast water carrying with it vast multitude of aquatic organisms transfer the foreign species to newer ecosystems where they thrive to pest proportion, causing the so called Bio-Invasion.

When ships navigate diverse areas of the world, the aquatic organisms contained in the ballast water also travel the world along the ship’s navigational path, before being discharged into a completely new Environment in the host environment. While ballast water is essential for safe operation of modern shipping, it also poses serious ecological, economic and health problems. The ballast water taken in a ship is somewhere in the range of 5000 m3 for a small Handymax carrier and may go upto 30000 m3 for a VLCC. With such large quantities in discussion; the bacteria, cyst, larvae, eggs, small invertebrates of various species gets transferred to an entirely new ecosystem by the ship ballast. The transferred species may survive to reproductive population in the host environment becoming invasive with the native population and causing serious ecological imbalance. The concern was brought to the notice of IMO’s Marine Environment and Protection Committee. As the volume of sea trade is still on the rise, the problem may not have reached its peak. Quantitative data suggests that the rate of bio invasion is increasing at an alarming rate.

In 1991, MEPC adopted International guidelines for preventing the introduction of unwanted aquatic organisms and pathogens from ship’s ballast water and sediment discharges. In November 1997, IMO adopted guidelines for control and management of ships’ ballast water to minimize the transfer of harmful aquatic organisms and pathogens. It was only in 13 February 2004, when, International Convention for the Control and Management of Ship’s Ballast Water and Sediments was adopted by consensus in London.

Since its adoption in 2004 the convention was further expanded and guidelines revised. On 8^th September, 2017 the BWM Convention entered into force. Yet, before the effective date of BWM Convention, it was realised that the financial and technical burden on ship owners and charterers for installing Ballast Water treatment systems need more time to meet. As a result, though the convention came into effect on 8^th September 2017, yet, the installation period was rescheduled. As per the new guidelines, for vessels undergoing regular inspections between September 2012 and September 2014, the BWM’s mandatory installation period is to be postponed from 2022 to September 2024 for two years. The time limit for installation on new vessels has been postponed to after 8^th September 2019.

Highlights of Ballast Water Management (BWM) Convention

The BWM Convention targets all vessels those inject and discharge ballast water for international voyages. Non-commercial vessels operated by the state, such as warships, and ships not designed and constructed to carry ballast water are excluded from the scope of the convention.

The new convention required all member states to implement a Ballast Water Management plan.

All ships have to carry a Ballast Water Record Book, Ballast Water Management Plan, International Ballast Water management Certificates depending on the ship size.

Ships require a ballast water management procedure upto a given standard.

The BWM Convention forces all merchant vessels engaged in international trade to release the ballast water only after removing the potentially harmful organisms and which are rendered harmless, upto a given standard, by mechanical, physical, chemical and biological processes.

The following article will focus more on the technical aspects of the BWM Convention and the various requirements to be met for approval of Ballast water Treatment plants.

IMO has drafted GUIDELINES FOR BALLAST WATER MANAGEMENT AND THE DEVELOPMENT OF BALLAST WATER MANAGEMENT PLANS (G4) for easy implementation of BWM Convention. These guidelines are broadly divided into:

Part A : Ballast Water Management Convention and Ballast Water Treatment Solutions

Part B – Type Approval of BWMS

Part A focuses on the general guidelines for the BWM plan and its content. Part B deals with the various steps and standard for approval of a BWM treatment systems. For seafaring community and on-board officers it is vital to understand the part A for a fool proof execution on-board their ships.

The Annex to the BWM Convention consists of 24 regulations as follows:

Fig. 1 Annexes to BWM Convention

From the 8^th September, 2017 those ships to which the BWM Convention applies are required to:

1. Have on board and implement an approved BWM Plan (BWMP) that complies with Regulation B-1. The BWMP is required to be ship specific.

2. Record as per Regulation B-2 all ballast water operations in a BWM Record Book (BWRB).

3. Be subject to BWM surveys in accordance with Regulation E-1 and have on board a valid International Ballast Water Management Certificate (IBWMC) if the ship is equal to or above 400 GT.

4. Comply with the required ballast water management standard in accordance with the implementation schedule defined in Regulation B-3.

Ballast Water Management Plan (BWMP)

Each ship is to have on board and implement a Ballast Water Management Plan (BWMP). Such a plan is to be approved by the Administration taking into account Guidelines developed by IMO. The BWMP is to be specific to each ship and is to at least:

· detail safety procedures for the ship and the crew associated with BWM as required by the Convention;

· provide a detailed description of the actions to be taken to implement the BWM requirements and supplemental BWM practices as set forth in the Convention;

· detail the procedures for the disposal of sediments at sea; and to shore

· include the procedures for coordinating shipboard BWM that involves discharge to the sea with the authorities of the State into whose waters such discharge will take place;

· designate the officer on board in charge of ensuring that the plan is properly implemented and list his duties;

· contain the reporting requirements for ships provided for under the Convention; and

· be written in the working language of the ship. If this language is not English, French or Spanish a translation into one of these languages must be included.

· The BWMP is to include training and education for ship’s crew on BWM practices and the systems and procedures used on board the ship.

· Regular review of the Plan by the owner, operator, or master is to be conducted to ensure that the information contained is accurate and updated. A feedback system is to be employed which will allow quick capture of changing information and incorporation of it into the Plan.

Changes to the provisions of the BWMP will need approval of the Administration.

BWM Convention introduces two standards (reg. D1 and D2) for the handling of discharged ballast water:

D-1 standard covering ballast water exchange requires ships to conduct the exchange at least 95% of their ballast water by volume such that at least 95% of water by volume is exchanged far away from the coast where it will be released. The Ballast Water Exchange can be either of the Sequential, Overflow or dilution method, but for a particular ship, only the method stated in BWM certificate is to be done.

D-2 standard covering ballast water treatment which requires ballast water management to restrict to a specified maximum the amount of viable organisms allowed to be discharged and to limit the discharge of specified indicator microbes harmful to human health. Reg. D2 sets the standard for the Ballast Water Treatment plants that require fitting of an approved ballast water management system.

Effective from 8^th September, 2017 all ships to which BWM convention applies, need to carry out BWE in accordance with reg. D1 and BWM plan of the particular ship. Regulation D2 i.e. the installation of approved ballast water treatment system becomes mandatory at a later date as explained under.

Ship Category - A ship constructed on or after 8th September 2017.
The Ship must follow regulation D-2 (treatment) from the date of delivery of the ship.

Ship Category - A ship constructed prior to 8th September 2017 which has completed IOPP renewal survey on or after 8 September 2014 but prior to 8 September 2017.
1). The Ship must follow regulation D-2from the date of 1st IOPP renewal survey after 8 September 2017.
2). From 8 September 2017 until the date of 1st IOPP renewal survey the ship must either conduct Ballast Water Exchange (BWE) and comply with regulation D-1 or alternatively comply with regulation D-2.

Ship Category - A ship constructed prior to 8th September 2017 which has not completed it's IOPP renewal survey on or after 8 September 2014 but prior to 8 September 2017 and which has it's first IOPP survey due in the period 8 September 2017 to 8 September 2019.
1). The Ship must follow regulation D-2 from the date of 2nd IOPP renewal survey after 8 September 2017.
2). From 8 September 2017 until the date of 2nd IOPP renewal survey the ship must either conduct Ballast Water Exchange (BWE) and comply with regulation D-1 or alternatively comply with regulation D-2.

Ship Category - A ship constructed prior to 8 September 2017 for which an IOPP renewal survey is not required.
1). The ship follow regualtion D-2 from the date decided by the administration but not later than 8 September 2024.
2). From 8 September 2017 until the 8 September 2024 the ship must either conduct Ballast Water Exchange (BWE) and comply with Regulation D-1 or alternatively comply with Regulation D-2.

Fig. 2 Compliance to Reg. D-2 of BWM Convention

Regulation D2 detailed overview

Technologies developed for ballast water treatment are subject to approval through specific IMO processes and testing guidelines. These are designed to ensure that such technologies meet the relevant IMO standards, are sufficiently robust, have minimal adverse environmental impact and are suitable for use in the specific shipboard environment. Ballast water treatment systems are required to be tested against the IMO guidelines. Approval consists of both shore-based testing of a production model, to confirm that the D-2 discharge standards are met; and shipboard testing, to confirm that the system works in service.

Fig. 3 Ballast Water Treatment Standards as per IMO Guidelines (cfu refers to the Colony Forming Unit)

Ballast Water Treatment Systems

The Treatment system for Ballast Water Management can be broadly classified into 2 types: Physical and Disinfection.

· Physical methods include systems like Filtration, Coagulation, Hydrocyclone and alike.

· Disinfection methods include chemical treatment, UV radiation, Electrolysis, Ultrasonic treatment, Deoxygenation or Gas Injection.

Fig. 4 Ballast Water Treatment Methods

All these methods named here have their own set of advantages and disadvantages. A combination of two or more methods, usually one from Physical and one from Disinfection method forms an ideal Ballast treatment system. Many commercially available treatment systems available features the combination of even three methods to achieve the set standards of IMO guidelines and at same time prove their easy reliability and retrofitting onboard ships.

Filtration method as name suggests include filters and strainers to remove the particles or organisms greater than the size of pores of filtering media. The filters are usually self-cleaning type as in the self backflushing filters using either discs or mesh screens. The filter is installed at the uptake of the Ballast Water and the backflushed sediments are discharged back to the sea. Maintaining the flow normally requires that the filter is regularly cleaned, and it is the balance between flow, operating pressure and cleaning frequency that determines the efficacy of the filtration process. In principle, surface filtration can remove sub-micron (i.e. less than 1μm in size) micro-organisms. However, such processes are not viable for ballast water treatment due to the relatively low permeability of the membrane material.. The limitation to this method is obviously the size of filtering media and the backpressure against the filter.

Fig. 5 Filtration Method

Hydrocyclone method utilizes he centrifugal force and difference in the specific gravity of sea water and the particle or organisms to be separated. The Ballast water is passed through a hydrocyclone unit which imparts a circulatory motion to the incoming liquid, the centrifugal force and the difference in the sp. Gravity of the liquid and the particles causes the heavier particles to move outward where they settle down and can be separated. The limitation to this system is that only particles with sp. Gravity greater than that of water can only be removed.

Fig 6. Hydrocyclone Method

Coagulation Method involves adding a suitable coagulant or flocculants that can enhance the flocculation of particles or organisms and hence increases the size and their specific gravity. The flocculated particles are heavier and of larger size and can be easily separated either by sedimentation, magnetic separation, filtration or by a hydrocyclone. However, because flocculation is time dependent, the required residence time for the process to be effective demands a relatively large tank. The processes can be advanced, however, by dosing with an ancillary powder of high density (such magnetite or sand) along with the coagulant to generate flocs which settle more rapidly. This is sometimes referred to as ‘ballasted flocculation’

Chemical Treatment involves using various Active Substances to chemically treat the ballast water and kill the living organisms before being discharged into the sea. Pre prepared or packaged disinfectants are used as chemical poisons or oxidisers. Commonly used biocides include chlorine, chloride ions, chloride di oxide, sodium hypochlorite or peracetic acid. The efficacy of these processes varies according to the conditions of the water such as pH, temperature and, most significantly, the type of organism. Chlorine, whilst relatively inexpensive is virtually ineffective against cysts unless concentrations of at least 2 mg/l are used. Chlorine also leads to undesirable chlorinated byproducts, particularly chlorinated hydrocarbons and trihalomethanes. Chlorine dioxide is normally produced in situ, although this presents a hazard since the reagents used are chemically hazardous. Prior to discharge of the treated ballast water it is mandatory to neutralize the ballast water to safe levels. Usually sodium sulphite is used to reduce the residual chlorine to zero. The limitation to this method is the maximum amount of chemical that can be added as increase in conc. Of chemicals escalates corrosion in the tanks.

UV Radiation involves the use of ultraviolet light to alter the genomes of the oraganisms and render the mincapable to reproduce. The UV light is produced by amalgam lamps surrounded by quartz sleeve which can produce UV lights at different wavelengths and intensities thus catering to vast range of microorganisms. The process is however limited to the transmission of UV light in case the water is turbid or dirty. Usually this method is combined with physical separation such as filtration at the intake to remove any turbidity in water and improve the effectiveness of the UV light.

Fig 7. UV Radiation Method

Ultrasonic Treatment involves high frequency agitation of Ballast water inside the tanks produces high frequency ultrasound waves which is capable to rupture the cell walls of the organisms rendering them harmless. The large scale bubbles produced owing to agitation also improves this method as continuous formation and collapse of bubbles causes hydrodynamic forces and high frequency noise, adding to the effectiveness of this method. However the large scale ultrasound generator onboard ships is a costly affair, which is where this method find its limitation.

Electrolysis Treatment involve passing current through water which generates free chlorine, sodium hypochlorite and hydroxyl ions. Electrochemical oxidation follows due to creation of ozone and hydrogen peroxide. As already discussed, chlorine acts as a disinfectant and the ozone and hydrogen peroxide adds to the effectiveness of chemical disinfection. This method is limited in effectiveness to seawater having a certain level of dissolved salt and could also create unwanted residuals.

Deoxygenation/Gas Injection involves removing dissolved oxygen in the ballast water and replacing it with inactive gases like nitrogen or other inert gas. Deoxygenation method can effectively kill the aerobic organisms and also prevents the corrosion of the tank. The method is limited in effectiveness by the time for which the ballast water remains deoxygenated and inerted. Deoxygenation takes a number of days to come into effect due to the length of time it takes the organisms to be asphyxiated. The tank requires a minimum time for which it has to maintained in inert condition for effectively killing the organisms.

These processes discussed above can be summarized as follows:

For chemical dosing systems, power is very low and chemical costs are the major factor. For these reasons chemical addition may be better suited to small ballast capacities. Although the systems operate at generally low pressure and thus do not require additional ballast water pumping pressure, those employing venturi devices (for exerting shear) incur pressure losses of up to 2 bar.
Most chlorination systems are applying a dose in the region of 2 mg/l residual chlorine which has proven to be effective.

Systems in which chemicals are added normally need to be neutralised prior to discharge to avoid environmental damage in the area of discharge. Most ozone and chlorine systems are neutralised but some are not. Chlorine dioxide has a half-life in the region of 6-12 hours, according to the supplier, but at the concentrations at which it is employed it can be safely discharged after a maximum of 24 hours.

Chemical dosing systems such as Peraclean, SeaKleen and chlorine dioxide have low capital costs because only a dosing pump is required but require chemical storage facilities and availability of chemicals in the ports visited.

Deoxygenation is the only technology specifically developed for ballast water treatment and is effective because the de-aerated water is stored in sealed ballast tanks. However the process takes between one and four days to take effect, and thus represents the only type of technology where voyage length is a factor in process efficacy. This type of technology is also the only one where, technically, a decrease in corrosion propensity would be expected (and, according to one supplier, has been recorded as being suppressed by 50-85%), since oxygen is a key component in the corrosion process. The water is reaerated on discharge.

Essentially most UV systems operate using the same type of medium pressure amalgam lamps. A critical aspect of UV effectiveness is the applied UV dose/power of the lamp. This information has not been given by all suppliers. Another aspect of UV effectiveness is the clarity of the water. In waters with a high turbidity or colloidal content, UV would not be expected to be as effective.

Most ozonation suppliers are using an ozone dose of 1-2 mg/l which has proven to be effective.

UV systems are the least complex treatment plants to operate. Electrolysis and electro chlorination plants are the most complex.

Deoxygenation plants are relatively simple devices if an inert gas generator is already installed on the ship and in the latter case would take up little additional space.

The biggest operating cost for most systems is power and for large power consumers (electrolytic and advanced oxidation processes) availability of shipboard power will be a factor.

For most systems it is recommended that installation takes place in the engine/machine room near the existing ballast water pumps, although installation on deck may also be possible if appropriate precautions are taken. If the location is in an explosion zone, then the installation will need explosion proofing. Some of the technologies can be provided as explosion-proof products, but there is a cost penalty for this. The generation of hydrogen by the electrolytic technologies is not considered an issue, since the gas is vented and diluted with air to safe levels.

Treatment technologies can be combined and differ in rate of application, holding time, power consumption and effects on other ship equipment or structures. A combination of different treatments can reduce the limitations of an individual technology. Therefore, many ballast water management systems (BWMS) use a combination of two or more technologies, e.g. filtration combined with UV, filtration combined with chemical injection/ electro chlorination, etc. With continual advancement and R&D, new methods of ballast Water treatment will enter into market. Such new methods are required to be approved by Administration as per the regulation D-3 (figure 1) of the BWM Convention. With installation of Ballast Water treatment Plants onboard all ships by September 2024, it also becomes important for Officers to thorough themselves with the working principle of the system. The correct functioning of the Ballast treatment is even so evitable with the fact that sampling of a ships ballast water is permitted by authorities (PSC Inspection) as per the article 9 of the BWM Convention adding to the woes of the Seafarers after ODMCS and OWS.

The BWM Convention needs to be followed and improved not only professionally, but also as a moral obligation to us for the want of maintaining a balanced and sustainable environment of the planet earth. The Seafaring Community stands at the forefront of ensuring the effective adherence to the convention. Our duty to our children and their children cannot be overstated. We all would wish them to inherit a world with clean, productive and beautiful seas. This Convention is just a step in realizing this wish.

Trails of a Lone Rider - Rajasthan calling

2018-03-26T10:03:00.004+05:30

We travel not to escape life, but for life not to escape us

Prologue

1st September 2017
My phone has been silent since today morning. No calls, messages or notifications received. That’s quite unusual.
Seems to me the Silence before the Storm

1800 hrs.
Phone sprangs to life: (tring tring), (tring tring)
Notification: 1 Message received
Message: Hi Mr. Prateek. You will be required to join onboard ship MT Kourion, around the second week of the next month(0ctober 2017). Please prepare yourself accordingly. Wish you a Happy Sailing.

The phone has just buzzed to life calling me back to the sea.

It’s almost been 5 months since I have returned from sailing and the wind is quite heading to take me back. Sea has always impressed me by her charms and realms; for it is always escalating to go back to her. But this time something is missing. A road trip to Udaipur, Rajasthan has been on cards for quite some time. Going back to sea without dusting this would leave a sense of incompletion for the next sea voyage of mine. A very short planning time is left for indeed a long trip like this, 2900 kms to be precise. And my travel buddy Tushar could not prepare himself at such a short notice. Adamantly, I pledged to make it solo….!!!
Rajasthan, an ethnic and regal state of India, famed primarily for its rich culture and imposing forts and palaces. Rajasthan has a heritage and legacy to offer to all who divulge in its colourful turbans and ever trending chunris.

Quick bytes from the ride:
Bike: RE Classic Desert Storme 500
Rider: Me (Solo)
Dates: To start on 29 September 2017. Duration: 6 ± 1 days
Route Taken: Gorakhpur > Lucknow > Agra (Lucknow-Agra Expressway) > Jaipur > Ajmer Sharif > Udaipur
Distance covered: A little over 2800 Kms. (Up and Down)

29th Sept, 2017 (Day 0)

Clouds are running high, bag-pack is yet undecided, and it’s really hard to digest that few hours from now, I would be on my way to traverse around 2700 Kms. with no one guarding my back.

My Thumping Queen (RE Dessert Storme 500) is all set and has already been serviced and polished to her toeline. She sounds way too perfect for this trip. It’s even important of her to stay healthy and shining for she is going to be the only companion to me for next ten days. Her energy is going to make me move.

It’s already late night and just now I got my backpacks lashed onboard my ride. All lights and sound checked and I am all set to start by tomorrow early morning.

Ready to Depart

From last two road trips I have personally experienced that its always better to start on long rides as early as possible at break of dawn. Not only the temperature is usually comfy but the roads are deserted too, which would help to traverse much of the distance before the mighty sun downs a rider with its sultry heat of West India.

30th September 2017 (Day 1)

Planned to wake up early by 2 AM but, late night packing and preparation of gears took way long than expected. In any case it was really hard to fall asleep as the slightest thought of me hitting the roads sent wave of rush all through spine. Got ready by 5 AM and was all set to depart on this never undertaken trip.

Negligible traffic during early hours of the day helped to brush past the city roads and hit the highway in no time. The fresh breeze of the cold air and the deserted highway happened to be welcoming. The glimpse of the first ray of the sun were yet nowhere to be find, which was a good sign that I would be at my first halt, Lucknow, by late afternoon.

NH 28 Gorakhpur - Lucknow

Charming Nature

The Endless Trail

Live to Ride - Another Shot

A 2 hours of nonstop further ride and I felt a need to make a pit stop to relieve my back and for breakfast. To my surprise, one would not find much good stopovers on NH 28 except the local dhabas and shacks offering a humble menu of tea and snacks. At 07:00am, halted randomly at one to feast onto a steaming cup of tea. The best part of these local dhabas is the courtesy and welcome they have in store. The all loaded motorbike and I, laced up with all riding gears, happened to be the center of attraction for the local kids.

The ride through NH 28, connecting Gorakhpur and Lucknow, went like a breeze. The four lane highway is a comfort to ride upon. With an exception of few stretch of approach roads to the flyovers which are made of concrete onto which the front wheel of bike tends to swiver off a bit while cruising. One needs to be a bit careful while riding on these stretches.

By 08:30am crossed Barabanki. The traffic from here onwards started to increase a bit and the weather getting hotter. Finally I was in Lucknow by 09:15am. The plan over here is to make an overnight stay at my relatives place before heading further to Agra.
Spent the day well in Lucknow while visiting friends and family, watching movies and, laughing and smiling off at the dinner table. The quality time we spent, though small, refreshed every one of us. Planned to hit the bed by 09:00pm but got late in all the gossips and chitchats. Finally, went to bed by 02:00am only to wake up next day early morning 05:00am.

1st October 2017 (Day 2)

Woke up at 5am and was ready to hit the road by 6am. A warm farewell by the loved ones in an early morning chill overflowed the emotional stance of me. Leaving them did feel a bit odd. Wish could have a bit more time to stay.

VIP ride onto VIP road

The early morning ride in Lucknow and a few kilometers further up onto Shaheed path and VIP road took me to Lucknow Agra expressway, India's longest Expressway. I had already topped up my tanks in addition to a few liters of gas into jerry cans as there won’t be any filling stations or service points for next 350 kms on the expressway.

At around 06:30am, the sun threw the first few streaks of light into the sky. The orange hue onto the blue sky appeared to be a golden archway welcoming me like a dignitary onto this beautiful and vast expressway.

India's Longest Expressway

The lush green paddy fields and the minimalistic human settlements made me feel like the sole living habitat left around after an apocalypse. The arrow like shooting mega expressway lined up with green landscapes on both sides and the tranquil surroundings of the countryside is definitely a view to feast one’s eyes upon. All these itched me to halt over by side and take some shots.

The Catapulting Curve

Arrow Straight

Reflections of the journey

Trying to catch the lane

The Archway

The Queens shadow

The expressway is more or less same all along the 350 km stretch. Riding onto it feels like the time has come to a standstill with me moving onto the same path over and over again.

The well laid tarmac with no bumps and negligible traffic invited a comfortable cruise of 100 – 110 kph, thus reducing the travel time to Agra to a meagre 2.5-3 hrs. Though, with negligible traffic and service points, one has to be prepared for the worst in case of any breakdown when riding solo. Correctly said, when used in it’s full capacity this expressway will surely prove to be a boost in the economics of the state.

With a few halts for trying my photography skills and a blissful riding I was welcomed by the Taj Nagri at around 1030 hrs. Lucky for me to make it on time as the weather had just started getting hotter.

Taj Nagri

The approach road diverting from the expressway into the Agra city was still under construction with stretches of it being lined up with sand and gravels. A snarl of incoming and outgoing traffic merging into a single lane at some points was enough to evaporate all the bliss I had earned on the expressway. Finally, at around 12:30pm reached Agra. Finding the Moustache Hostel was a piece of cake as it is situated right near the Taj Mahal – heart of the city. Finished all the formalities for check-in, unloaded bags and thanked my bike for being a wonderful travel companion through all the times.

The Moustache Hostel – The property is well maintained and the staff is welcoming. There is an ample parking space. The only thing that disappointed me is the food they have on offer. Although they have a lengthy menu with a hefty price, I could only find tea and biryani that they had in stock during wee hours of the day. Nonetheless, took rest for a while and a light meal before heading out for a stroll in the gardens of the Taj Mahal.

The weekend rush could be easily seen by the overcrowded roads and a long queue to get entry pass for the famed monument. Good for me, I had booked the entry pass, online, the last day itself. Due to heavy rush, the entry into the monument was completely chaotic. It took almost 1 to 1.5 hours navigating in multiple lines to make it upto the screening area. The 2 hours spent in the bubble spree took all the energy and excitement of seeing the TajMahal. But, it’s not something that is just named as a World’s Wonder. The very first sight of the monument standing proudly against the backdrop of a beautiful garden is worth all the hustle and bustle I had just went through.

Love in Background

Nothing can be said about this beautiful structure that has not been said already. It’s symmetrically magnificient minarets standing as timeless saga of love. Looking at the crowd it was evident that it would take another couple of hours to get on the top structure. But the beauty of the monument is worth every bit of wait and worries. The closer I was getting to the mausoleum, the more I’m jaw dropping at the intense delicacy with which this vast structure is designed. The elegant carvings of the holy Quran lined all along the doorway arches are just a few to point upon.

Stayed here for almost 4 hours admiring the great building from all angles. Took a few shots trying to capture the eternal beauty in some digital imprints of mine, before heading back to the hotel.

Beauty stands high

Saga of Love

TajMahal is a true gift of India’s rich cultural heritage and is more than just being unique. If you want to witness the beauty at it’s pristine best, then head over to TajMahal. Now!

The hustle bustle of the weekend, all places lit up with lights and array of tourists pumped life onto the heritage walk down the lanes outside of TajMahal. Roamed around the street for a while before having a sumptuous dinner and a mouthful of Panchi Petha. Agreed upon myself to sleep early today unlike the last two nights. 10pm and I had already hit the bed.

2nd October 2017 (Day 3)

Left Agra early morning around 05:00am once again to beat the city traffic before hitting the highway. The approach road from Agra to Agra-Jaipur Highway was in a really bad shape. The worst I encountered in my whole of the journey. They were bumpy giving some awful knocks to the shock absorbers worrying me about my queensly ride. At one point I was on a steep gravel covered road with a bus coming towards me taking the full lane. I had to brake quickly while pulling out of the way. My front wheel lost traction but luckily, I was able to save myself from falling around. The localities were courteous to help me balance the bike and the only thing hurt was my pride. To much of my relief they pointed that it was only a small stretch of this badass road left more ahead before I would be able to hit the highway. On this 5 km of stretch I averaged about 10kmph, and it was really draining, uncomfortable ride.

Shaming the Big Wheelers !!!!

Once out of the city limits, the faint glimpse of Mughal city of FatehpurSikri drew up on the skyline. Caught a few shots of this city with its immense wall of over 70 feet high. Lined with massive circular bastions at regular intervals, the Mughals had depicted their amazing talent for designing formidable complexes with beautiful mathematical precision. This city ,built by, Emperor Akbar served as the capital of his kingdom for a mere 10 years, before being abandoned for lack of water supply.

FatehpurSikri

Continued after taking a few shots to make way for the pink city Jaipur, the capital of the semi desert state of Rajasthan. 2 hours of ride further ahead and I was feeling damn hungry and started to get slight headache. The Agra-Jaipur Highway is dotted with ample choices, to feast upon one’s belly. Starting from the local dhabas offering typical Rajasthani cuisine to the food chains viz. McDonalds and Pizzahut, this highway offers a mouth-watering ride. At around 10am, stopped at a local restaurant and ordered a Rajasthani lunch. This was by far one of the best highway relishes I had in recent times. A simple meal followed by ghee soaked bati-churma and chilled chaas.

Feeling Hungry??

Rajasthani Cuisines

Baati Churma underway

The place was full of devotees to/from Mehndipur Balaji who were stopping-by for a quick lunch. This attracted unnecessary attention towards my ride; people were astonished to see a bike and rider all loaded with bags and gears. Quickly finished lunch and decided to pay a visit to Mehndipur Balaji Temple which was some 20 kms away.

Mehndipur happens to be a small town and visiting this place was surely a new experience to me. The bumper crowd could be easily understood by fact that around 3km long human chain crisscrossed outside the temple complex awaiting their entry. Inspite of this huge footfall the temple happens to be poorly managed by the local authorities. With no basic infrastructure, it seemed, how in the name of faith, vast resources are poorly spent off without proper planning.

Arriving MehndipurBalaji

The famed temple at Mehndipur is resided by the monkey-faced Lord Hanuman. It is strongly believed that this incarnation of Lord Hanuman as Balaji wards of evil forces. The temple complex has a large hallway lined up with men and women believed to be haunted by evil spirits. Some of the women being covered in all red vermilion from head to toe and shivering and shouting, in god-knows what language. Men, claimed to be overtaken by evil forces, chained to the strong points of the hallway and priests hitting them with the rice grains, previously offered to the lord. The sheer view of the happenings all around was scary and is surely not for weak-hearted.
It took me next 3-4 hours inside the main building, to process the happenings around me. Once out, I was shit scared and the only thing I wanted was to rush past this town. I revved my bike and flew from this place faster than you could say “Supranterrificsexperiencecallous”.

A few hours of ride further ahead and the landscape and weather had drastically changed. The sun was shining in it’s full glory. The lush green paddy fields on the sidekerbs had already given way to the golden touch of the sand and the barren lands. As far as the sight goes, the mirage of burning heat seemed to evaporate the coal tar off the well laden tarmac. Spotting the camel drawn carts was now more frequent. The sultry heat, colourful and bright turbans, pitch red chunris and, the ever falling veil hiding the women’s face welcomed me to Radiant Rajasthan.

Agra-Jaipur Expressway

Mesmerizing and Welcoming

Desert Storme and Desert's Ship

The roads overall were very good and I reached the outskirts of the Pink city, Jaipur by 2pm. Arriving midday into crazy traffic and to top it up, the drenching heat, had already exhausted me. Heavy rush on the city roads was maddening and it took me next 2-3 hours mazing my ride through the bumper crowd to reach at my friends place.

Jaipur, a colourful place to loose oneself into, but the traffic might drive you crazy. An overnight stay in the city and reliving the good old days with college friends refreshed every bit of mine. Planned to visit the different tourists attarctions in Jaipur but the amazing hospitality of the Rajasthani family, I was staying with, and the ghee soaked royal homely meals, changed my mind. Spent the time overnight enjoying this best highlight of the trip, before moving out the next day early morning. Witnessed “Atithi Devo Bhava" to it’s truest sense.

3rd October 2017 (Day 4)

Left in the brisk early morning and headed to Udaipur, farthest point west of this trip. Broke this 400 kms long journey, with a short halt at Ajmer Shariff Dargah.

Jaipur to Ajmer is a good highway to ride upon. This being the Jaipur-Mumbai expressway is quite busy with traffic of trucks and trailers. Yet, has beautiful views at horizon for sighting. Overall, a good one to ride smoothly upon.

Catching a Sunrise enroute

Highway Relishes

Reached Ajmer at around 0800 hrs. The city was welcoming with a beautiful view of yellow coloured hills and winding roads. A small ride further ahead into the colourful streets of this town and rows of shops selling skull caps were the right indication that I had reached the famous Ajmer Sharif Dargah.
This pilgrimage center is renowned for it’s belief of offering sheet onto the shrine. One can easily find a family or group of people walking under a vast spread of one to offer to the shrine. The main shrine is centered around a vast complex hidden in a criss-cross array of streets overflowing with the local market. Plenty of touristy shops lie in the surrounding streets and it would be a great place to escape the Indian cities. Finding a good spot for a safe parking of my bike was a bit of tedious task. Finally ended up at one of the local restaurant where the owner was courteous to keep a watch of my bike while I quickly made a visit to the Dargah.

The Perfection and The Story

Blessings of The Highness

Khwaja Ajmer Sharif

Mouth watering Ajmer's Bhel

A different number of entry and exit points serve the main complex to Dargah. Any first timer can be easily confused, thanks to the local streets which all looks the same in every way possible. There was no rush inside the complex owing to the morning time. A few annoying tout tried to encourage me to pay donations to the shrine, but I politely explained that it’s just a personal choice not to. Nonetheless, I bought a humble basket of rose petals to offer to the shrine.
A good 3-4 hrs. of time spent inside the shrine and I was ready to leave Ajmer to reach Udaipur by dusk.

A few kms of further ride onto the Jaipur-Mumbai Expressway and there is a slight diversion for Udaipur. The road from here onwards abruptly changes to a two- lane from the six lanes at expressway. It was noon by then and the weather was the hottest I had encountered in past few days. The roads were quite deserted with only small villages to be spotted here and there. In a nutshell, I was heading into a stark Rajasthani regime.

Deogarh

A few kms down this road just before I had reached Deogarh, the views around this two-lane, humble road started to change. The scenic beauty had just started taking shape, unknown to me that I was about to encounter the best ride of my time. The deserted open road, beautiful mountain ranges seen at a distance, array of camels lining the side-kerb and sparkling reflection of water from the lakes and ponds dotting this road at frequent intervals, forced me to make multiple stops and feast my camera with some breath-taking pictures.

Me and Haldighati

The Queen, me and The Haldighati

Just they Both !!

Traversing Haldighati

Not any other Planet - Somewhere near Udaipur

The Glorious Lake

Yet Another Shot

Finally made it to Deogarh at around 0200pm, where I spotted a badass milestone. I couldn’t stop myself from taking a pose with.

A Milestone achieved

Roads from here onwards were under construction with frequent diversions. The stretch is continually lined with the red sandstone mines and the winding road cutting through the mountains of red hue is worth enjoying. Once I crossed Beawar, the expressway started again and the view was quite beautiful. With the beautiful plains and ranges of yellow laden Haldighati in the sight, any attempt to picturesque this beauty in my words would be unjustified. One has to personally experience the magnificence of this stretch of land.

Exploring beautiful Paths

Royally Elegant

Against Falling Sunlight

White Marble Mines

About 1 hour to Udaipur, the road started winding, with a welcoming tunnel as I reached the foot of some hills. Finally reached Udaipur by 1700 hrs. against the setting sunlight.

Welcoming Udaipur

Had already booked into the Hostel Crawl at Udaipur. Finding the property was not a worry. While heading to the Hostel Crawl I passed through a small over bridge across Lake Pichola and the view was enough to push me to start the exploration of this city by same day itself.

The Bridge to Royalty - Entering Udaipur

Unloaded my bagpacks, got freshened up and started an evening stroll in the rich heritage streets of City of Lakes-Udaipur.

Udaipur is the most elegant city I have visited till date. It stands on a ridge surrounding a beautiful lake, with an eye capturing Palace centered on the hill. In the lake lie two islands, one the Lake Palace and another, an impressive Royal City Palace. The place I chose to stay had a lovely panaromic view of the lake shimmering at night with the reflections of the palaces.

Udaipur - Glistening nightfall

Udaipur - in Essence

The next two days in Udaipur, I spent visiting the various touristy spots. Started off with the Jagdish Temple in the morning that was lying opposite to the place I stayed. It was quite tall and had intricate carvings all around it.

Jagdish Temple

Intricate carvings

Another Shot

Worth Admiring

The Beauty of Blessings

The royal City Palace of Udaipur is a must visit attraction that can’t be a miss. The palace is pretty huge and it would take an entire day to explore each and every aspect of it. Starting from the personal living quarters of Meera Bai to the extensive crystal collection of the Late Maharaja of Udaipur, the list is never ending.

Royally Extravagant

Udaipur from the City Palace

One of the Many work pieces

Crystal Palace of the Maharaja

The Red Love

Just another - Porthole !!

Beautiful Night

The Marvellous Gateway

Udaipur Palace - shining in night

Another View of palace

Even shadows boast Royalty

The hallucinations of lavishness

Spent the day roaming in streets of Udaipur and finally called it a day after feasting my belly in a good party hosted by the owner of Hostel Crawl. Any words of appreciation would be less for the team of Hostel Crawl. Managed by two enthusiastic friends Dev and Sahil, this property takes extreme care of its guests in terms of service. Made new friends over here and spent the whole night sharing each other’s travel story.
Next day planned for other beautiful locations in Udaipur those are worth visiting. The Karni Mata temple. The ropeway cars leading to the temple sitting at the highest hilltop serves a perfect bird-eye view of the Lake and the Palaces. One can see whole of Udaipur through the bastions of this beautifully maintained temple.

From the Ropeway

Karni Mata Temple Hill-top

Queensly ride to Lake FatehSagar

Next headed to the Vintage car museum. Ranging from the horse drawn carriages to huge collection of vintage cars, all beautifully preserved, shouts-out the rich royalty of the Maharajas of Udaipur. 1956 Mercedes Benz, 1930 Ford Standard Phaeton, 1946 Buick Super are just the few to name in the collection. A good photo session inside the museum and I was back to the hostel.

Royal Bugghi - Lucky Horses

In Love - Reddish

Maharaja's Ride

Gaddi - Chevrolet Truck

Vintage Fuel Station

After spending two days visiting the local attractions of the Lake city, I decided to skip the remaining tourist attractions and loose myself into the local cultures and traditions. Chatted with hostel staff, explored the local market, observed the local life, tried my hands in preparation of local dishes at local centers, and enjoyed a cup of tea with fellow travellers at the hostel. To be specific, I learned the art of slow travel in Rajasthan. I didn’t feel the need to do typically touristy things all the time. I skipped a monument or two and happily relaxed.

Defying Laws of Gravity

Ghoomar - Rajasthan shows

Talk to me Puppets..

Brownie Points

Padhaaro Mhaaro Desh

Only by dissolving myself into the local culture I was able to explore this city in it’s truest sense. I remember enjoying my meal at a local cafe when out of no-where I was joined with a fellow solo traveller and the chords struck into friendship. Hamida and I watched the movie Octopussy that day, which they showcase every night in Udaipur. So Much of Roger Moore to watch and So Much of Quakers to receive!!! The people were affectionate and caring. Udaipur welcomed me, a solo traveller, with open arms and I had completely lost myself in this beautiful city.

Me and the Queen Posing

Fourth day in city and I was ready to leave this beautiful place. The return leg of journey, from Udaipur to Gorakhpur, I broke in two parts with an overnight halt at Agra. Left from Udaipur early morning to reach Agra, 700kms away, by 8pm. Stayed at the same Moustache Hostel as I was quite satisfied with their hospitality. The next day took Agra-Lucknow expressway and NH28 to reach my place Gorakhpur at 6pm after clocking around 650 Kms.

During this trip I met many new faces, got in touch with a couple of new friends and experienced a plethora of new sights and lessons. However, the most important travel companion of mine all through this ride remained my Thumping Queen. She rode royally without any flaws and accepted whatever I was throwing at her with ease. She never complained a bit through the entire journey of 2800 kms. Some stretches were like never ending with 350 kms without a stop and didn’t feel that bike was stressed. The extreme conditions of the roads she was put to test, and the way she passed with flying colors, reassured my faith onto her. Cheers to you my DesertStorme.

The Final Shot

End of each trip brings in mixed feelings for me; sad because the ride comes to an end and happiness because I actually live the life when I ride. I would not have liked this trip to end, would love to continue further ahead till the point beyond which no roads are laid, but guess this one has to end to welcome the other. After all, an exploration and a voyage never reveal their mysteries once and for all. Many investigations are reserved for the next transmit to undertake.
Soon I would be on another enthralling road trip with yet another beautiful experience. Till then, Fair winds !!!!

Sharing the videolog for my beloved readers:

Far from the Madding Crowd

2016-12-02T20:43:00.000+05:30

The Way We Spend Our Times Defines Who We Are

Relaxing in the arms of nature, a sense of solitude, yet, completeness has always endured me. In the busy and fast paced life, lucky are those who chance upon solitude. With the tag of being social and being connected pressurising even the remotest of cavemen, at times, the soul needs to be unchained. Away from this chaos, into the thoughts, an unending self-realisation is my dose for revival.

In a bustling city, where it’s hard to find a place alone, away from worldly affairs; I happened to chance upon this location, to find what I had always craved for. An early morning drive to this offbeat location strips down the minutest of worries, refining emotions and ideas to the point where mind reveals as much as it conceals. A lot of emotional and lovely stances I share with this place.

LakeView Road, A place one would usually find flush with those restless personas, who seek rest away from the rests. The perfect symphony between the eternally beautiful Sunrise; the sweet chirps of almost extinct Gauraiyyas, shadowing even the best of Oscar Winning Melodies, and the ever new ripples in the silent carpet of Lake is always mesmerizing. Words are always less, and canvass is always small to picturesque the beauty of this location. The worldly complications flow out so effortlessly and the aura is so irresistibly ebullient that one can always relax in the hands of Mother Nature.

It’s always difficult to stumble upon persons who really admire the importance and rich feel of such places. Almost every time, I visit this place, it’s just me alone. But, lately, I found that visiting the places you love, with people you admire is an even beautiful experience. Sharing, one of the drive experiences, for my beloved readers.

Myself being a reserved person and of course not a cool guy, either people don’t notice me or prefer not to notice me. Well, I prefer the both. With such an attitude of mine, it’s well understood, I have very few friends in my bucket. Though my bucket may be half filled but I prefer to keep it very near to my heart and soul. Quantity is not what I look for; Quality is what I crave upon. With the place in topic being much attached to me, I have shared it only with the persons I love the most. Dii, Mummy, Papa, Tushar, Deshdeepak, Dhairya, Eva, Daadiji; this article would have never seen the light, without you accompanying me. The drive with you all to this place has left a memory with me. I bow to all of you for enduring my useless talks while we drove aimlessly. The presence of all of you has always brightened up my way.

To The Queensland

It’s time for me to return back to sea, and for the hundredth time it reflected on the irony that I am upset to leave my loved ones yet a part of me is joyous to find myself at sea. I wondered again, which part of me is right. Before I leave, A drive to LakeView Road is inevitable even so because The Queen would be accompanying me this time. Life is all about moving ahead, when my last drive happened to be with the Princess, this one is going to be with the Queen.

It’s still dark and the first ray of sun is yet to touch the blushing cheeks of Mother Earth. Through the windshield of the car I watch the buildings running in a slow dance of disintegration. It is an early morning illusion that never ceases to bore me. The streets are deserted; the few pedestrians, up from their dreams are too lethargic to give more than a passing glance. To those sleeping bugs, who miss the beauty of this restless city; “poor them”. A few hours from now this silence would be broken by blazing horns and speeding motors. When half of the world is still gliding in dreams, here I am, living in one. To be specific, I have already embarked upon an early morning wisdom date, to be cherished for my lifetime.

There happens to be two types of people: The one you admire and the one you don’t. The former are your loved ones, latter might just fall in as acquaintances. Beautiful is the time and space when you share a moment with the person who is admired by the one whom you admire. In an abstract sense it’s a maze of admiration, in which only a blessed is lost.

The famous Geeta Vatika temple, which is in no way an ordinary temple, is our first stop. We are just on time when the first holy chants of the day “Harekrishna Harekrishna Krishna Krishna Hare Hare” have begun. The early morning numbness is still in the air. At first it seemed; the cold granite floors, freezing even the deepest of veins, might force us to reconsider our visit to the temple. But I am startled with the determination of hers, to continue onto the path of godliness. Holding the Queen’s hand and walking into this sacred aura brings me face to face with the situation when I am walking beside a lovable and cherished person I have till now only heard of. Nothing seems better when you wish a dream to come true and it’s actually coming true. Next 1 hour spent in the temple, and I realise that the best gift to an elderly person is helping her recall her beautiful, old, energetic days. It is as though the mere memories of the past can dissipate the years that separates this day from those days. While she was a young, sharp, vigorous and entertaining lady in her twenties; she is still young at soul, tender in heart and, determined in her actions, in her seventies.

Though I have visited this temple quite few times earlier but today it seems different. In this early hour of day when purity of thought is still lingering in air, I am awestruck by the craftsmanship around us. The pillars are strikingly similar in shape and structure, the patterns on roof exactly similar to each other; not a slightest difference on any of them. Every etching, every figure is perfect to the corner. Each petal and leaf is exactly identical, as if multiple copies of the same design were produced at a factory. It is beyond my imagination how every single of these were carved. As if, the concept of error never existed.

On our way out from temple, we stumbled upon this flight of stairs leading to the GarbhaGriha of temple. When I held her hands like a kid not wanting his caretaker to leave, she asked me to go ahead and pay visit to the GarbhaGriha while she, aka, The Queen, waited down. That was exactly when I pinned her in my list of first type of people. Daadiji is a Queen adorned by her soul. Caring is not always holding the fingers, but sacrificing ones luxury and needs, to see the other person rising.

Sharing an early morning snacks of roasted groundnuts, tea and some not so lavish cookies, in my darling Ford Figo, withers away even the best of royalty served at any five star restaurant. The tea I had picked from a local morning tea stall, might not taste as any of the finest Assam teas, but the bond and love it helped to create with the Lady sitting beside me, took me to an altogether different space. The transience of the tea does strike a contrast with its physical imprint as one of my best memories.

A quick drive further ahead and we are standing at the farthest tip of the city, stranded at LakeView Road. Merely a few steps away from the gigantic RamgarhTal Lake, as it is called. The lake is right in front of us and quiet, speaking well of peace, harmony and inexpressible joy. We are at right time to catch the beauty of the rising sun against the reflection in the glittering water of lake. Though, the fog hovering over the city skyline might ruin our view of sunrise, yet I’m not cursing. Visiting the ground zero, with Daadiji, is enough to flush down the curses and worries. There are few shrubs and even fewer souls around us. It is not the usual beach holiday but more of a satisfying moment which takes a while to get absorbed into the soul. The mysterious healing power of the lake, the fresh air and the unpolluted aura lends a sense of strange accomplishment. Away from the hustles and bustles, this place, till now, has brought me near and face to face with myself. But, today it’s different. The mirage is soon to transform into a crystal clear reflection.

While driving along the lakeside road, we talked upon and continued. In this corporate world, when sharing is more or less limited to sharing through posts and pictures; it’s always amazing to find a person to whom you can open up with your ideas and emotions unconditionally. The stories I learnt, wisdom I gained and purity of ideas and thoughts I explored on date with the queen, evoked a strange and desperate longing to which I could not put a name. The crude idea of taking a leisurely walk along the stretch was dropped; the weather was a challenge. A stopover at the perfect point where I had always witnessed the sunrise did serve the purpose a bit. With windows rolled down, the first touch of the cold air, drawing me to state of numbness, stood null and void in front of warmth and care, Daadiji is endowed with.

Although it’s now time to return, yet I wish the clock stops ticking. Wish there would be enough time in hand when we could have spent hours sitting on the bench at the ridge. Driving back home, while I silently thanked my best friend for sharing the most lavish gift of her with me, a beautiful instance of her childhood days, when she stood with her fists clenched and shouted at the peak of her voice “Hum gande hain kya, Hum aapka kahna nahi mante hain kya” (Am I mischievous, don’t I follow your advices), brought miles of smile with the break of dawn. After Daadiji hugs me a goodbye, I spend the entire drive back apprehending the commission and price to pay for arranging this meet. Adding to my debts, I realize, many a gifts can never be paid for and one has to remain indebted for rest of his life.

Today, I stand at the shipside watching the harbour moving away. Enjoying the sea voyages because it is one of the opportunities to escape from the Madding Crowd, yet missing my loved ones because it’s always hurting to Let them go. It is around five in the evening and the sunset at sea is about to bestow its enigmatic charisma. The beauty of the serene skyline and an unending horizon all around me helps me recall the days and moments I cherished while being with the persons I admire. I plug in my earphones, scroll down the playlist to listen to my favourite Passenger track ‘Let Her Go’ before I retire to bed.

You only need the light when it’s burning low,

Only miss the sun, when it starts to snow,

Only know you love her when you let her go.

Only know you’ve been how, when you’re feeling low,

Only hit the road when missing home,

Only know you love her when you let her go,

And you Let Her Go.

*****

Photologue - 600 Kms of SoloRide to Nilgiris on RE Thunderbird.

2016-10-11T19:16:00.000+05:30

Journeys are measured not in Distance but in Memories.

Coming home after a sail of 7 months is hell of a relief. And none understands the feeling of homecoming better than us.

After a month long stay at home, when it started feeling a bit monotonous.I planned for something adventurous.
A bike trip to pump up some adrenaline, was what, I was looking for.....

At Lovedale Toy Train Station

A few Teaser Pics to start with:

Princess in the Nilgiris

Entering Nilgiris

Enroute Mysore

Entering Bandipur Tiger Reserve

A Wildlife Gift Shop : Madumalai Tiger Reserve

I never knew I had that travel keeda inside me until I came back from last sailing in sea and found myself lost in the chaos of landlubbers.

Well, the keeda who was till now cocooned; just breathed its first solo travel. Bangalore to Ooty via Mysore. 600 Kms of solo riding on my only companion, RE Thunderbird 350.

The hardest part of this trip was to convince my parents to allow me to go solo on this ride. For them its sheer foolishness to Ride a bike, just for sake of Riding. Since my father owned a Splendour, that too a couple of years back, I never had an experience of handling an above 125cc beauty. I was a bit nervous that would it be possible to handle 350 cc giant that too on hilly terrain.

Challenge makes us strong and I embraced one with open arms.

On 2nd September, the journey began. Took this train from my hometown Gorakhpur for Bangalore. A 47 hrs of train travel would have juiced any normal person. But for me with every passing moment, the thrill and excitement were on high.

Fortune favors the Bold. Getting upgraded to 1AC from 3AC class for such a long train travel was a cherry on the cake.

The Curving Track

On 4th Sept, reached Bangalore, the city I desperately awaited, since I was about to get a glimpse of my Princess. (P.S. - During this trip, I literally fell in Love with my Bike.. For me she is more than a set of machine and metal.. For, She is my Princess...)

Train arrived a bit late at Yeshvantapur Jn. It was not practical to get the bike, since I was to move to the hotel for check in. So decided to wait for next sunrise.

5th September (Day 1)

Got up early. Had already packed my bags for the trip. This was my first bike trip, that too solo, So I packed myself with even the minutest of details. (I had even spent few days in the workshop of RE, in my hometown, to get to know the basic troubleshooting )

At around 11 AM picked the bike at Indranagar. Believe me, this was one of the best day of my life to see her waiting for me.

When I first met Her

12 noon, I was ready to depart on the life changing journey.

Planned to halt at Mysore en route and start for Ooty only the next day early morning. It's around 150 kms to Mysore from Bangalore and so I was having much time in hand to reach Mysore by 2000 hrs.

Frequent Halts enroute Mysore

The ride from Bangalore to Mysore went like a breeze. Mysore road was good to ride on. Since time was not a constraint at all; made many pitstops to keep refuelling myself with southern delicacies.

Relishing Southern Delicacies

A smooth ride of 150+ kilometres, took me to Mysore at 1700 hrs. The next important task was to locate a hotel or guest house or anything where I could take the day off. After 2 hours. of soul searching sorted out a guest house. Tried my bargaining skill and got a room at just Rs. 500. “VOILA”. Checked in the room but was in no mood to hit the bed, the travel keeda was pushing to explore Mysore. At around 2000 hrs. exploration in this vintage yet, unknown to me, city began. Luckily, Mysore Palace was only 10 mins. away on bike from the Guest House. Without any second thought headed straight to the palace. But luck won’t always play good. Found Mysore Palace closed for the day.

Myself at the Royal Mysore Palace

Unlike, the bustling cities of north India, Mysore is a comparatively calm city. At 2100 hrs. found almost all shops had downed there shutters and it was a bit difficult to locate a vegetarian restaurant. Haha, Found one just beside the guest house, I stayed.

Day 2 :

Planned to leave hotel by 0600 hrs. but missed the alarm. Left Guest House at 1000 hrs. Before leaving Mysore city, topped up the tank, and bought a basic first aid kit as the road ahead was hilly, where I was riding for the first time.

Nilgiris Guest House- A budget place to stay and eat in Mysore

Chikka Gadiyara: Mysore City

The excitement to enter Bandipur Reserve Forest area were on its peak. The thrill of traversing the reserve forest area alone evaporated on spotting a herd of elepants. Believe me, no one was behind me nor ahead of me, in this vast expanse of jungle as far as I could see. It was only me and these elephants. Life doesn’t come in chance, and I took a chance. Instead of quickly passing by those bigheads, Pulled over the bike to roadside. And took a snap of the Gajrajs. I had no idea what I would have done, If they would have charged on me. Next time if any such idea comes to my mind, someone pls punch me on my face.

Spotted a herd of Elephants

The ride through Bandipur and Madumalai Forest Reserve area went very well. The frequent speed-breakers all across the forest area did gave a pain in ass.

On finishing the reserve area, and getting the first glimpse of mighty Nilgiris, I felt completely lost and mesmerized by the beauty of it. It’s very rightly named, The Queen of Hills.

Welcoming Nilgiris - The Queen Of Hills

In the Hills

A few hours of further ride ahead and the trail through the hair pin bends which I, till then, dreamed of were traversed.

Riding through the hilly terrains and making frequent stops to admire the beauty of the nature, was the best part of this trip.

A Curve worth Capturing

On reaching Ooty, the first thing to look for was a warm and cosy place, preferably a cottage, to make an overnight stay. Quickly, found one with help of a local guide. The view from cottage was extremely beautiful. I chose the cottage away from the main Ooty market, at quite a peaceful location. It was in a residential area, and the building was literally built on a steep cliff, overlooking, the city.

View from Cottage

Another View from Cottage

Day 3 :

After a good night sleep at cottage, early morning at 0500 hrs. started the Ooty exploration. The first place was Lovedale Railway Station. The road leading to the spot was just lovely, those beautiful views, again pushes me to visit the spot.

Falling in Love, Over again

Embracing the Clouds

At Lovedale Station

St. Stephens church, was the next point of interest. After spending about half an hour in church and admiring the minutest of the details of the architecture, started for the Dodabetta peak. I found the peak itself a bit crowded with tourists. But the way leading to it, specially through the Reserve forest area and the road overlooking the Tea Museum, are the places I wish to visit again.

Dodabetta Peak: Highest Peak in South India

Telescope House : Dodabetta Peak

Tea Garden

Being a mariner, where I get a chance to visit different parts of globe, I have made a habit of buying a memoir from every place I visit. These memoirs help me to reconnect to the places I had already visited, whenever I chance to look upon them in my closet.

For every journey has a story and I was a part of the story. So, a bit of shopping and bagging a hell lot of memories, I was ready to depart on return leg of the journey.

This time chose the route through Pykara dam as it was in my bucketlist. The roads were in good condition, only I didn’t get those hair pin bends, except a few sharp turns. Made a stop at one of the Pine tree estate.

Pine Tree Estate: Location in outskirts of Ooty

The watch had already stuck 1500 hrs. and it was still an hour to enter Reserve Forest area. I was in no mood to make any halt before Mysore, lest I clear the reserve area before 1730 hrs.. Well, I needed to speed up. Crossed the reserve area just in time at around 1700 Hrs.

Lucky to spot them once again

While en route to Bangalore, made a halt in Mysore as I was yet to visit Mysore Palace, which was missed earlier. Reached Mysore in evening, and without any second thoughts, went straight to the guest house, I had stayed while the first leg of the trip. A warm dinner, followed with a hot, steaming tomato soup, helped me to quickly loose myself in dreams.

Day 4

Woke up a bit late at 0900 hrs. as I was in no mood to roam in Mysore city and ruin the peace and serene images of Ooty which I was carrying in my mind. But, The Mysore Palace, was still to be ticked off in my bucket list. Visited The Palace, took some pics and admired the royalty and lavishness, that were offered to the Royal Family.

The Mysore Palace

At around 1400 hrs left from Mysore to start for Bangalore. Reached Bangalore at night around 2000 hrs. A good sleep was the only thing I wished upon on reaching.

It was not the destination I was looking for in this entire journey. It was the distance, I crave to cover again.With lifetime memories to cherish upon, I had just finished my first solo ride. Looking upon yet another trip soon.

Sharing some more pics for the readers.

Risking my Phone to a Stranger. Nice Shot he took ,though

A trip is incomplete without a Pose.

The Princess- At her Best.

The Posing Princess

Worth Capturing

Panaromic View : Kaveri River

One of the Pit-Stop

A Pic while she moved like a Breeze

This 600 Kms of SoloRiding, did feel scary but was humbling too. And like every experience, taught me a lot.

Overall, this was by far the best trip I ever had and even better so since it was solo.

Looking forward to yet another riding experience soon.

Demystifying The Isolated and Earthed Neutral System

2015-08-07T02:51:00.000+05:30

The function of an electrical system is to safely convey the power from the source to the various consumer equipment connected to it. A ship's electrical system can take any of the two forms:

Neutral Insulated system, or

Neutral Earthed system.

Ship Electrical System

The electrical system consists of a source and different consumer equipment. The source may either be a single phase or three phase. In a single phase system, there happens to be two leads emanating from source(Generator/Alternator), The line and The neutral. In a three phase system, 3 or 4 leads may emanate from the source depending upon the type of system used.

For single phase system :

In neutral insulated system, the neutral of the source is insulated. In other words, the neutral is not connected to the earth.
In neutral earthed system, the neutral of the source is connected to the earth.

Insulated and Earthed Systems

For three phase system :

In neutral insulated system, the star point of the source is not connected to earth. Hence there happens to be only 3 leads (3 phase wires R,Y,B) emanating from the source.
In neutral earthed system, the star point is earthed to ground. So 4 wires emanating from source (3 phase and 1 neutral).

In an electrical system, 3 different types of fault may occur:

Open circuit fault (A) : due to break in the conductor so that current cannot flow.
Short circuit fault (C) : due to break in insulation so that two conductor touches each other giving a short path to current and allowing a very large current to bypass the load.
Earth Fault (B) : This is also due to break in insulation, but the conductor touches the metal enclosure or the hull indirectly.

Faults in Electric Circuit

The discussion of the two types of electrical system(Insulated or earthed neutral) depends on a large extent to the earth fault occurring in the circuit.

If a single earth fault occurs in the line of an earthed neutral system, then it would be equivalent to a short circuit fault. The reason being, the earthed neutral creates a closed path for the earth current to flow through the hull of the vessel.Since this path has a minimal resistance, the earth current can increase to a very large extent.

Earth Fault in Neutral Earthed System

Onboard ship, if the earth current increases beyond the current rating of the generator, the entire system may collapse causing irreparable damage. To limit this earth current, a Neutral Earthing Resistor is connected to the earthed neutral of the source. This resistor is of sufficient ohmic value to limit the earth current within rating of the generator. However, the magnitude of earth current is sufficiently large to operate the tripping mechanism of the faulted equipment immediately isolating it from supply and rendering it safe.

Neutral Earthing Resistor (NER)

In a neutral insulated system, a single earth fault occurring in a system would not cause any earth current to flow in the ship's hull.This is because a single earth fault current does not provide a complete circuit for earth current to flow. So no protective trip will operate and system will continue to function normally.

Single Earth Fault in Neutral Insulated System

However, if a second earth fault occurs on another line in the insulated system, the two earth faults together will be equivalent to a short circuit and the resulting earth fault current will operate protection devices and cause disconnection of services.

Two Earth Faults in Neutral Insulated System

Onboard a ship, the priority requirement is to maintain continuity of the electrical supply to essential equipment in event of a single earth fault occurring. The priority requirement ashore is the immediate isolation of earth-faulted equipment which is automatically achieved by an earthed system.

To understand this better, a case study is used; If the earth fault occurs in an essential system like that of steering gear, then in case of:
Insulated neutral system, no earth fault current will flow and the steering gear will continue to operate until there is a second earth fault in any equipment present onboard. Hence, even with a single earth fault, the essential service will continue to operate.
If the system would have been an earthed neutral, then a single earth fault would have caused heavy earth current to flow and operate the tripping mechanism causing shutting down of steering gear. This will seriously compromise with the safety of navigation.

Keeping this in mind, it is well understood that onboard a ship, a neutral insulated system is to be used. And, in shore installations neutral earthed system is used.

Shipboard main LV systems at 440 V are normally provided with neutral insulated system. On the other hand HV system (1000 V to 3.3 KV) are usually provided with neutral earthed system via a neutral earthing resistor.
In a HV system, certain essential loads can be supplied by a transformer with it's secondary insulated to ensure no earth fault current flows in the equipment. This maintains the continuity of service.

SOLAS regulations require that the hazardous areas of tanker viz. cargo area, pump room should have a neutral insulated system to prevent any stray earth current from flowing in the hull and causing explosion hazard.
However an exception is included in case if tanker has a 3.3 KV system, the earthed system is permitted provided that the earthed system does not extend forward of engine room bulkhead and into the hazardous area.

Both the Insulated neutral and Earthed neutral system have got their own advantages and disadvantages. Where it is easier in the earthed neutral system to detect any earth faults in system, it is easier in isolated neutral system to maintain the continuity of service.

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Cold Ironing - Plugging the Gap in Greener Shipping Industry

2015-08-01T01:48:00.001+05:30

Cold Ironing - The practise of providing power to a ship from shore, when she is in port, to enable the ship to shut down the diesel grunting auxiliary generators.

Cold Ironing - Alternative Shore Power

The benefits are reduced PM and CO2 emissions in port area, thus ensuring a cleaner and greener environment around the harbor.

The technique of providing shore power to ship when in port is rather quite old, of the time of coal fired ships. The coal fired ships when entered port, would let their coal fire die out and provide power to ship from shore connection. In this way, the Iron engines were available in cold state, before next sailing. From here, came the term cold ironing. Formally speaking, the technique is also named as Alternative Marine Power (AMP) in many European ports.

Potential emission taxes and fuel saving measures are prompting the port authorities and the ship owners to adopt Cold Ironing method.

Particulate emissions from ship remains a major concern for ports located in heart of population and commerce. Excessive PM emissions from burning low cost marine fuel degrades the air quality of the nearby areas. Also is the factor of the stringent requirement by port authorities to switch over to ultra clean fuels of high cost while in port areas.Though studies suggest that even the use of low sulphur fuel doesn't match the cleanliness of shore power technology.

Cold Ironing

Cruise ship operators don't want their passenger to breathe the fumes of HFO while in port. Given is the added advantage of reduced noise and vibration giving an added serenity to the high end passengers.

The effectiveness of the system in curbing pollution is much answered if the power supply is from a hydroelectric utility rather than from a thermal power plant. It is well understood that by using a thermal power plant the emission is merely transferred from a port terminal to the thermal station.

The retrofit onboard a ship to recieve the shore terminal for it's entire port power requirement includes a transformer that steps down 6,600-volt shoreside power to the ship specific volt power; room-size enclosures that house the receptacles where shore-power cables are connected to the vessels; and cabling that run from the receptacles through the transformer and into the vessel’s electrical control panel.

Recreational vessel have been using this technology for quite a some time in past but the use of shore power for merchant vessel is a new entrant in shipping industry.

The question is: If recreational vessel have been using this, then why it is new for merchant vessels?

The answer would be quite a complex one. But broadly speaking it is the economic constraints to set up a system of huge power demand at a promising and viable cost.However, technological advancements and environmental pressure has called upon to review the method.

Cold Ironing Technique

An important point to be considered is the varying demand and supply ratio of power in port depending on the number of ship in the port at any time. Let's say, The amount of power necessary to meet the demands of a single ship is fifteen megawatts (MW). If the port can accommodate four ships the capacity needs to be at least sixty MW. But because the port will not have four ships in port at some times only a portion of the needed capacity is used. Regardless of use the port still must incur the expense of a sixty megawatt transformer substation on site and the feeder line from the utility.

Another difficulty encountered is that there are different voltage and frequency specifications for vessels built and operated in different parts of the world. Most ships operate on low voltage of 440V power, while large container and cruise ships operate on higher voltages of 6.6 to 11KV, and frequency requirements can vary from 50 or 60Hz. One approach to solve this has been to use portable current convertor devices at dockside, called Dual Frequency Multi Voltage, which can overcome the compatibility problem. Perhaps, as the technology matures and becomes more prevalent, standardization of power specifications will occur.

Ships could expect a payback time of three years and ports four years if they invested in the technology.

In spite of many technological as well as economic constraint shore power has been taken up by many North American ports including Seattle, Vancouver, Los Angeles, San Diego, San Francisco, Oakland, and Halifax.

However, U.S. is not the only nation to voice dissent over the value of shore power.European countries too have commissioned the project for cold ironing technique for some of their ports. The British Society of Maritime Industries hosted a seminar that discussed the viability of shore power.

A note for use of renewable energy for shore power can not be left with.Though, the economic constraints of cold ironing puts a question mark on use of it, we are actually left with fewer options to adopt. The use of solar photovoltaic cell or windmills demands a huge installaton area, which is hardly available near to ports. Also the use of battery banks of such a capacity, requires a bank of a size of building.

Watch this video for a better insight on Cold Ironing:

Though offshore wind farm installation, would prove to be a major advantage for ports setting up plans of using costly utility power for cold ironing. Offshore windfarm installation would grant freedom to ports in terms of power tariff, and would also prove as an even greener initiative. To read more about Offshore Windfarm, read this earlier post : Offshore Windfarms

Left with any queries, drop in your questions in comment section.

Flammability Diagram - Importance in Cargo Operations

2015-07-30T02:07:00.001+05:30

Fire hazard during a tank operation in vessels poses a major risk to the seafaring community. In this discussion: Flammability Diagram and it's understanding.

Tanker Fire Hazard

Cargo Operations in Tankers involve a lot of pre-planning and discussion to prevent any mishap. Proper procedures are to be followed during loading, unloading, tank cleaning or man-entry.

It is known that for any fire to start, it requires a minimum presence of 3 components: Air, Fuel, and Source of heat.

In the cargo tanks of vessel:

Cargo can play the role of fuel and completes one side of triangle.
Any spark or heat from adjacent compartment(from hot work) or even atmospheric heat can act as source of heat in the tanks.
The atmospheric air containing 21% oxygen serves to provide sufficient oxygen for the fire triangle to complete and a fire hazard to take place.

Removing any one side of the triangle will be an effective step to prevent fire hazard onboard.

Inert gas, which inerts the atmosphere of tank by keeping the oxygen content to a minimum breaks the fire triangle.The oxygen content in inert gas is around 5% and minimum oxygen concentration required for combustion is 8%. Onboard ship, the inert gas concentration is usually kept at 2% - 3%.

To study any tank atmosphere in ship, flammability diagram serves as an important tool.
Before learning how to draw this diagram, lets first have a look at it.

Flammability Diagram

The line AB represents the concentration of a mixture that includes air and hydrocarbon gases only. All the points to the left of the line AB includes the inert gas in the mixture. Those to right of the line AB and on the line AB doesn't include inert gas.

When inert gas is added to the tank atmosphere, the concentration inside the tank changes drastically. So does the upper and lower flammable limit of the mixture. It can be seen from the diagram that the UFL and LFL narrows down to converge at point E when inert gas is added.
It can be inferred that the flammability range of a mixture decreases with addition of inert gas.

Now let's assume a mixture of HC gas, air, inert gas such that it is at point a F in the graph.

If this mixture is diluted with air (Oxygen concentration 21%), then the new concentration of the mixture will follow a straight line drawn from F to the 21% mark on oxygen percentage (X- axis). i.e. Line FA.

It can be seen from the diagram that on diluting F with air, it passes through the flammable range and hence it poses a fire hazard.

To tackle this, we need to first Purge the tank with inert gas. Since inert gas has O2 concentration of around 2%, the concentration of mixture during purging process moves along the line FJ. J is the point of 2% oxygen concentration in inert gas.

The purging is continued till the mixture reaches point H. From H if the mixture is diluted with air of 21% oxygen, it will follow the line HA, which doesn't fall in flammable range. Hence safe condition is maintained throughout the process.

While looking at diagram we come across the term critical dilution limit (Line GA). Let's try to understand this term. The line GA passes by just touching the flammable range portion of diagram. If the mixture F would have been purged any less than point K (lying between F and L), then while diluting the mixture it would pass through the flammable range.

Thus critical dilution limit is the minimum amount of purging required to ensure that the mixture doesn't fall in flammable range while diluting wit hair.

From above, It is well understood that the use of inert gas itself doesn't guarantee the safe environment of tank during tank operations, until inert gas present is above the critical limit of the environment.

To be on the safer side, it is a common practise to continue purging the mixture F even beyond the critical dilution limit, to prevent any fire hazard due to tthe purged mixture passing trough flammable range during dilution with air.

The flammability diagram is an important point to be considered while chalking out strategies of tank operations. An understanding of flammability diagram is hence necessary to prevent any fire risk not only to oneself but also to fellow seafarers onboard.

left with any queries ? Do leave your comment.
Hope the article helped you with the topic. Don't forget to share, if found this article useful.

A sad day in Indian History - Dr. APJ Abdul Kalam Passes Away

2015-07-27T23:27:00.000+05:30

27 July, 2015

This has to mark the end of an era. His presence, His thoughts and His sayings, can never be revived. The Great great Bharat Ratna Dr. Kalam left us, leaving his footsteps for us to follow.

A void that can hardly be filled.

A scientist, A Poet,A Writer,A Singer and above all An Ignitor of millions of souls, will be missed by all.

His actions and words will stay in our heart and mind for years to follow.

We pledge on this day to define our actions for the cause of seeing The Vision of , The most Cherished and Lovable Person.

Bharat Ratna Dr. APJ Abdul Kalam bids his Farewell

Offshore Wind Farms

2015-07-26T13:56:00.002+05:30

The growth of wind power in Europe is running out of space. Logically, the next step is to develop offshore wind farms at sea.

Offshore Wind Farms

The increased research activity and media glare, of the ill effects of conventional energy sources, has called upon the scientists and researchers to look for an increased use of non-conventional energy source.

With ever increasing requirement of land needed for installing wind mills, it is now imperative to tap our hammer on those watery part of earth. Of course, 33% of earth surface is sea.Europe has taken a good tread in this regard by utilizing its seabed as a platform for Wind Farms.

These structures are installed deep in the seabed, several kilometers off the coast. Unlikely to their counterparts installed on land, those at sea can utilize more of the wind power as they stand in an unhindered free-standing area.

But the real challenge faced in the installation of such wind farms is the requirement of a stable ship that can efficiently handle the construction of the wind turbines themselves, with their tower, power house and rotor blades, requiring elaborate assembly. Least to be said, the construction of stable foundation in the seabed, at a depth of around 60 meters.

Aeolus at Sea

In a bid to answer these questions, the German shipyard, Sietas in Hamburg, has recently handed over the ship named AEOLUS. The Aeolus is an innovative and advanced transport and installation vessel for the placement of wind turbines at sea. It was christened in June 2014 and is owned by Van Oord .

The 139 meters long dedicated ship poses a set of four columns(or legs) that can be lowered onto the seabed giving the vessel a stable platform support to take up the daunting task of the installation.With a draft of 5.7 meters and cruising speed of 12 knots the ship is equipped with a large crane which can lift more than 900 tons of cargo and two smaller cranes of 20 tons.The vessel offers accommodation for up to 75 people.

Aeolus in Action

The ship has four legs ( jack-up ), 81 meters long and a diameter of 4.5 meters. The ship can operate in water depth of up to 55 m. The four legs, two at the tap and two feet behind the bridge, stand up as the ship sails. Once arrived at the location the legs are lowered to the sea bottom. When the ship is on legs, waves has no effect on the ship and it can easily install the wind mills.

Measuring 139 m in length, 38 m in the beam, and with a design draught of 5.7 m, the Aeolus is fitted with a crane capable of lifting 990 tonnes. Aeolus, since the time of it's commissioning has successfully undertaken a project requiring the installation of windmills at the Eneco Luchterduinen wind farm. 23 kilometers off the coast of Dutch Province of South Holland.

Animation of offshore wind turbine installation vessel Aeolus

Similar projects reflecting technological improvements with a sustainable future will be an investment for our future generation. The lead is now, for others to follow.

Automatic Backflushing Filters

2015-07-25T02:12:00.000+05:30

AUTOMATIC BACKFLUSH FILTER

Presenting a latest Innovation in filtration method used onboard for both fuel and lube oil.Used in conjunction with a centrifugal separator as part of a complete lubricating oil system or fuel oil treatment system, the Automatic Backflush filters effectively separate impurities, according to size.Continuous backflushing helps prevent adhesion of retained solids to filter surfaces. This ensures long service intervals and drastically reduces the costs for manual cleaning, filter replacement and filter disposal.

I experienced working with these trouble free automatic backflushing filter on my last tanker vessel.

Before starting lets get familiar with some basic filtering terminology and methods.

Filtration theory

Filtration can be defined as the process of collecting solid particles from a fluid by passing the fluid through a filter medium (which could be a filter screen or a paper element) where the particles are retained.

Filtration Theory

Two basic methods of filtration are used:

1. Surface filtration, used in strainers and cake filters.

2. Deep-bed filtration, used in depth filters.

Methods of Filtration

In surface filtration the particles are collected on the surface of the filter medium, whereby a filter cake of retained particles is created. This cake can be removed by back flushing the filter.

In deep-bed filtration the particles pass through a filter and are collected inside the filter.

As the solid particles accumulate in a deep bed filter or surface filter, the pressure drop increases during filtration. When the pressure drop reaches a certain level, the filter elements must be replaced or cleaned.

Many a times, onboard ship, we come across dirty Fuel or Lube with excess of sludge which causes frequent increase in pressure drop and hence requires frequent cleaning.

In this context, we then came with duplex filter where the standby filter can be manually cleaned while the other is in operation, without shutting down the system.

Duplex Strainer

What if I say that there is also a filter which continuously backflushes itself, so that there is a constant pressure drop across the filter.Which means trouble free operation with increased duration of manual filter cleaning.

AUTOMATIC BACKFLUSHING FILTER

A quick overview:

It is always used in conjunction with a centrifugal separator.
Can be used both for Lube oil and Fuel oil
Continuous backflushing- no adhesion of filtrate to filter surface.

Lets have a deeper insight into this.

Many students interpret that an automatic backflushing filter can replace the centrifugal seperator. This is a completely wrong notion. The centrifugal separator cleans the oil and removes the water.The main difference between a filter and a centrifugal separator is that a filter separates the impurities according to size, while a separator works with the density difference between the impurities and the oil.

Working overview

In Automatic Backflushing Filter (ABF), the dirty oil is passed through a set of filter elements, divided into chambers. A part of clean oil coming out of the filter element is used to backflush a part of the filter element. A distributor continuously changes the chamber which is backflushed. In this way at any time, one chamber of filter element is backflushed with the clean oil.

The backflushed oil of filtering chamber is filtered in the diversion part of the ABF. Here also the filter elements are backflushed, leaving behind a minimal amount of dirty backflushed oil.

Construction details

The filter consists of the following parts

Filter housing
Filtering unit and Distributor
Motor to rotate the distributor.

Filter housing has two chambers : Full flow chamber, and Diversion chamber.

Cut Section Of Automatic Backflush Filter

Full Flow Chamber

Contains disc type filter elements,stacked on top of each other.
Dirty oil enters in the disc stack from center and leaves from periphery.
Each disc type filter is divided into chambers.
At any time any one chamber is continuously backflushed with a part of clean oil from the remaining chambers.
The rotating distributor ensures that each chamber of disc stack is consecutively backflushed with clean oil from remaining chambers
This process ensures that none of the chamber clogs with the impurities.
The electric motor rotates the distributor such that the distributor diverts a part of cleaned oil into the backflushed chamber.

Filter Elements

Oil Flow through Element

Diversion Chamber

The backflushed oil of the full flow chamber is fed to the diversion chamber.
here also there is stack of disk filters.
the backflushed oil is filtered in the disk stack and is moved out as clean oil.
Here also any one chamber is continuously backflushed with the clean oil of diversion chamber.
The backflushed oil of diversion chamber is sent to

Operating principle

Phase 1

Filtering in the full-flow chamber

1. Unfiltered oil enters the full-flow chamber of the filter at “A” and flows into chamber “B” – the space between the distributor “C” and the inner perimeter of the sleeve where the filter elements “D” are fitted.

2. From chamber “B” the oil is distributed into and through the filtering columns formed by elements “D”. The solids present are trapped.

3. The filtered oil is fed into chamber “E”, where it flows to the engine through the filter outlet “F”. Approximately 200 l/h of the filtered oil flows from chamber “E” to the hydraulic motor “H” through the feed pipe “G” to drive the hydraulic motor.

Phase 1 of Automatic Backflush Filter

Backflushing in the full-flow chamber

4. While the “full-flow” filtration takes place in all columns except one, solids are removed in one column by backflushing, using part of the filtered oil from chamber “E”.

5. The backflushing oil with its solids passes through channel “K” in the distributor “C” to the diversion chamber “L”.

Filtering in the diversion chamber

6. The backflushing oil passes from diversion chamber “L” through the diversion filter elements “M” to the passage in the distributor “N”.

7. Filtered oil is taken back through passage “N” in the distributor via outlet “P”.

8. In this first phase, no backflushing is performed in the diversion chamber.

Phase 2

Filtering in the full-flow chamber and diversion chamber

Backflushing in the diversion chamber

In this phase, the distributor has rotated one step compared with Phase 1.

9. Part of the filtered oil in chamber “E” can now pass through the channel “R” in the distributor and through the diversion filter elements “M” (from inside to outside) removing the trapped particles from the outer side of the elements.

10. The particles trapped by the filtering elements “M” can thus settle to the bottom of the diversion chamber “L”. Removal of the filtered solids

11. The solids filtered out in the diversion chamber are then discharged from the system by periodic draining by an automatic or manual valve “V”.

Phase 2 of Automatic Backflush Filter

Benefits

Long service interval
Low maintenance cost
High filtration efficiency
Constant pressure drop during operation due to continuous backflushing.
Filter screen is kept clear by continuous backflushing, which means that long service intervals can be achieved, without accumulation of particles on filter screen.
Robust disc-type filter elements.
Simple installation and operation
Compact, lightweight design.

The filtration method described above gives a peek in the futuristic technology available in the market, the need is now to tap these into the use of betterment of seafaring community.

The ABF technology not only limits its employment in shipping industry, but can be used in wide array of industrial use as well.

Engine Rocking and Use of Bracing Units

2015-07-23T00:42:00.000+05:30

When highly powered marine diesel engines run, they produce vibrations which may resonate with vibrations of other machinery and cause heavy damage to ship structure as well as machinery.

When the engine is running it experiences longitudinal(athwartship) as well as transverse(fore-aft) vibrations.

Bracing or Rocking is particularly concerned with the longitudinal or athwartship vibration of the engine.

Cause of Longitudinal vibrations

When the piston of engine is at TDC or BDC, the alignment of piston rod and connecting rod is in a straight line. Hence all of the gas force will be only transmitted to the crankshaft without any side force on the slippers of the crosshead. But, when the piston is anywhere between TDC and BDC, then only a component of gas force is transmitted entirely to the crankshaft. The other component acts on the crosshead slippers from where it is transmitted to crosshead guide and eventually to the engine structure.

Consider this diagram,

The gas force P acting on the crosshead has two components:
A, along the connecting rod, and
B, perpendicular to connecting rod.

The component perpendicular to connecting rod (B) acts on the crosshead guide, thus exerting a force to turn the engine structure athwartship. This causes longitudinal vibration of engine structure.
To prevent this, bracing units are attached on top of engine structure.

The bracing unit is normally installed on the exhaust side of the engine but may also be installed on the manoueuvring side, or even on both side.

Two types of bracing units can be fitted:
1. Mechanical bracing units, or
2. Hydraulic bracing units.

The relative location of bracing units can be seen in the figure above. The construction of bracing units will be discussed in another post.

For more information on engine rocking and bracing refer "Reciprocating Machinery Dynamics" by A.S. Rangwala
The link for above:

https://books.google.co.in/books?id=dXGF22w-jkUC&pg=PA19&lpg=PA19&dq=forces+acting+on+crosshead&source=bl&ots=UZbCI_Vrzj&sig=KgOKNpKtS9kFvh-1--NjMuYRo34&hl=en&sa=X&redir_esc=y#v=onepage&q&f=true

Still left with queries, do drop in your questions..

Use of Concentric Spring in Auxiliary Engine Valve Arrangement.

2015-07-22T18:41:00.000+05:30

There is a slight misconception among students regarding this topic. Usually it seems obvious that the use of two springs gives additional safety in case of failure of one. But wait !! Well that may be a one reason for it, the primary reason for use of two springs is different.

1. If one would look carefully, it is noticed that the two springs have their coil in opposite direction.One is right handed and other left handed. This is important since when the springs compress and decompress at high speed , there is a side thrust acting on the spring retainer due to coils of spring. To cancel this side thrust, another spring with opposite coil direction is introduced. Since the side thrust from second spring is opposite to that of first spring, the net side thrust is zero.

2. There is the effect of resonance at high engine speed. To prevent the matching of natural frequency of the running engine to the natural frequency of the spring, additional spring is added. This addition increases the natural frequency of the spring combination much higher than the engine's natural frequency, thus preventing any damage to the engine by excessive amplitude of vibration.

3. Lastly, two spring do provides an additional safety in case of failure of one. But remember this is not the primary reason for use of two.

Rudder Angle Onboard Ship Limited to 35°

2015-07-21T23:38:00.000+05:30

The maximum angle upto which the rudder of a ship can turn is limited to 35 degrees. The discussion throws light on the reasons behind it.

Before starting the discussion on this topic, would like to tell that many students have got a different perspective to this question. Though there is only one reason behind it, and that too there happens to be a technical explanation of it.So let's start.

First we need to understand a few technical terms :

1. Angle of attack : It is the angle made by the direction of incoming fluid and the plane of the rudder. See this figure for an easy explanation.

2. Critical angle of attack : Critical angle of attack is the angle of attack at which the fluid flow across the rudder SEPERATES. i.e. at critical angle the fluid flow is such that the formation of eddies behind the face of rudder increase to such an extent that instead of guiding the fluid flow, the rudder tends to stop the fluid flow. See this image for a better understanding.

The above two terms are important to understand the following concept. Give your time and rethink about angle of attack and critical angle before moving ahead.

Moving furhter, this critical angle is the core point of this topic. Depending upon the drag, viscosity, blade shape and flow characteristic of the fluid, the critical angle varies for different rudder and fluid combination.
For marine rudder and water, the critical angle happens to be around 35° . From the going, it is well understood that as the rudder reaches it's critical angle of 35°, then instead of changing direction of the vessel, it will slow down the vessel, which is undesirable.
At the end of discussion, make a note that critical angle is synonymous to stall angle. Thus if someone says that rudder reaches stall angle, it means that rudder reaches its critical angle.
Above all this discussed it has to be noted that though steering gear of ship is designed to move the rudder upto 35 degrees, mechanical stops are provided at 38 degree to provide a fail safe system in case of emergency. Also, to let the rudder angle indicator move unhindered, the calibration is given upto 40 degrees in the rudder angle indicator on deck.

Hope the explanation would have cleared your doubts.

If left with any doubts, feel free to post your queries in reply section.

About Mariner's Digest

2015-07-21T16:02:00.000+05:30

Ahoy Fellas,
Submitting my benevolent thanks for visiting the page.

With ever changing and demanding technical jobs required to be carried onboard merchant vessels, there would be an immediate need for skilled engineers onboard mighty vessels to take care of their power-packs.

At Mariner's Digest, lets take a step to get closer to the king-size concepts and explanations behind the working and maintenance of these giants. Though a startup, this blog will try to put in front of you logic in a simple and easy to understand language, from a student perspective.

The posts, in Mariner's Digest, not only provides valuable information to marine engineers but also looks for those enthusiasts out there, who have the irrevocable question : How it Works?

Since Marine Engineering is a specific field where the pursuers are required to have a practical approach rather than theoretical. Touching almost all the engineering topics; basics of a computer to entry level management to concepts of Refrigeration to ... . Of course don't miss out the Diesel Engines, for it is the bread and butter for marine engineers.

Mariner's Digest

Power Relays – The Electromagnetic Switches

Ballast Water Management – Guarding the Bio-invasion

Trails of a Lone Rider - Rajasthan calling

We travel not to escape life, but for life not to escape us

Far from the Madding Crowd

To The Queensland

Photologue - 600 Kms of SoloRide to Nilgiris on RE Thunderbird.

Journeys are measured not in Distance but in Memories.

Entering Nilgiris

Entering Bandipur Tiger Reserve

A Wildlife Gift Shop : Madumalai Tiger Reserve

The Curving Track

When I first met Her

Frequent Halts enroute Mysore

Relishing Southern Delicacies

Myself at the Royal Mysore Palace

Nilgiris Guest House- A budget place to stay and eat in Mysore

Chikka Gadiyara: Mysore City

Spotted a herd of Elephants

Welcoming Nilgiris - The Queen Of Hills

In the Hills

A Curve worth Capturing

View from Cottage

Another View from Cottage

Falling in Love, Over again

Embracing the Clouds

At Lovedale Station

Dodabetta Peak: Highest Peak in South India

Telescope House : Dodabetta Peak

Tea Garden

Pine Tree Estate: Location in outskirts of Ooty

Lucky to spot them once again

Demystifying The Isolated and Earthed Neutral System

The function of an electrical system is to safely convey the power from the source to the various consumer equipment connected to it. A ship's electrical system can take any of the two forms: Neutral Insulated system, or Neutral Earthed system.

Cold Ironing - Plugging the Gap in Greener Shipping Industry

Cold Ironing - The practise of providing power to a ship from shore, when she is in port, to enable the ship to shut down the diesel grunting auxiliary generators.

Flammability Diagram - Importance in Cargo Operations

Fire hazard during a tank operation in vessels poses a major risk to the seafaring community. In this discussion: Flammability Diagram and it's understanding.

A sad day in Indian History - Dr. APJ Abdul Kalam Passes Away

Offshore Wind Farms

The growth of wind power in Europe is running out of space. Logically, the next step is to develop offshore wind farms at sea.

Automatic Backflushing Filters

Engine Rocking and Use of Bracing Units

Use of Concentric Spring in Auxiliary Engine Valve Arrangement.

Rudder Angle Onboard Ship Limited to 35°

The maximum angle upto which the rudder of a ship can turn is limited to 35 degrees. The discussion throws light on the reasons behind it.

About Mariner's Digest

Ahoy Fellas,Submitting my benevolent thanks for visiting the page.

With ever changing and demanding technical jobs required to be carried onboard merchant vessels, there would be an immediate need for skilled engineers onboard mighty vessels to take care of their power-packs.

At Mariner's Digest, lets take a step to get closer to the king-size concepts and explanations behind the working and maintenance of these giants. Though a startup, this blog will try to put in front of you logic in a simple and easy to understand language, from a student perspective.

The posts, in Mariner's Digest, not only provides valuable information to marine engineers but also looks for those enthusiasts out there, who have the irrevocable question : How it Works?

The function of an electrical system is to safely convey the power from the source to the various consumer equipment connected to it. A ship's electrical system can take any of the two forms:

Neutral Insulated system, or

Neutral Earthed system.

Ahoy Fellas,
Submitting my benevolent thanks for visiting the page.