how to do write up on risk assessment for electrical trade in marine?
924355
Actually there is a guideline for Shipyard Work under the factory act. You can check from the particular reference.  Alternatively, you can seek help from your RSO to help you in drafting the risk assessment. I think one of the consideration is the operating voltage on the ship while the other is the supply for the generator.
143603
Im not really sure if this is what your looking for, but this site lists a lot of maritime collisions. It gives a little info on each incident. \nhttp://www.uscg.mil/hq/g-cp/history/AboutOffice.html
812526
I think you'd be best to get a HJT log seen to by experts.  There's also a great team of experts at http://www.webuser.co.uk/forums/postlist.php/Cat/0/Board/hijackthis.  You will have to register but the guys there are absolutely brilliant.  Good luck.
600825
1. Ben...replace the TV as part of warranty and keep the customer happy.\n2. Forget it...unless the contract stipulates that the deposit is returnable within certain period.\n3. If u hv marine insurance..then good. Otherwise clain against shipowner.\n\nSorry...the above may not agree with the term 'Implied Terms'..
744419
www.energywatch.org.uk\n\nor call 0845 906 0708\n\nyou will be given your own personal advisor and they are very friendly and helpfull
483752
Best bet would be to compile it yourself.  In US, you can use yellowpages.com to get a listing and contact information for "import/export" companies
1029849
http://vulcan.wr.usgs.gov/Hazards/Safety/what_to_do.html\n\nCheck that out
589747
http://www.globalmarinenet.net/grib.htm
376379
I got a few links you may want to look at these just came from a simple search and I can not find all the information you were looking for but I hope this helps out a little.\n\nhttp://www.portauthority.org/ride/pgProcedures.asp\nhttp://www.navis.gr/safety/occupatl/eme_proc.htm\nhttp://www.tc.gc.ca/MarineSafety/TP/Tp4295/part-viii.htm
1081595
This is not recommended, but in the past we shocked fish with a generator. We just hooked a cable up to it and threw the exposed end in the water. I don't know if the new generators have GFCI's on them, but if they do you may have a problem
261849
INFORMATION SHEET\n\n \n\n                                                     MAIN ENGINE CASUALTIES\n\n                                                   Information Sheet Number 62P-206\n\n \n\n \n\nINTRODUCTION\n\n \n\n            Main engine casualties have a serious impact upon a ship's ability to complete its mission because they directly affect mobility by restricting or eliminating use of a shaft.  As casualties occur to the main engine, it is essential that prompt action be taken to minimize damage and restore propulsion as soon as possible.  A ship without propulsion is a sitting target.\n\n \n\n \n\nREFERENCES\n\n \n\n            (a)  Engineering Operational Casualty Control manuals\n\n            (b)  Damage Control, Engineering Casualty Control  NSTM Chapter 079 Vol III\n\n \n\nINFORMATION\n\n \n\nA.        MAIN ENGINE CASUALTIES\n\n \n\n            1.  Main engine casualties can be grouped broadly into three categories: those due to lube oil system problems, those due to main condenser problems and those due to a loss of steam pressure.  Even though grouped in different categories, the actions required for and affects from each are the same or similar.  The purpose of the actions for all casualties is to minimize damage and restore propulsion.\n\n \n\n                        a.  Lube oil system casualties are very serious because of the greater probability of extensive damage and expensive repairs.  If detected and corrected quickly, damage usually is avoided or minimized.  Although main engine bearing inspection or subsequent repair is a moderately expensive and time-consuming process, damage to a main engine turbine or reduction gear is far more costly and complicated to repair.  Lube oil system-related casualties include: loss of main engine lube oil pressure, hot or uncontrollable hot bearings (main engine, reduction gear and line shaft), and major lube oil leaks from the main engine.  Restoring normal lube oil pressure and flow as soon as possible is paramount.  Stopping and locking a shaft precludes use of the shaft and minimizes the extent of damage.  The procedures taken for all stop and lock casualties are the same and are covered in detail below.  Unless the engine can be restored to safe operation within five minutes after the shaft is stopped and locked, the rest of the engine, including the condenser must be secured.  (Although an unusual noise and vibration casualty may or may not be caused by the lube oil system, the procedures for stopping and locking for a metallic noise are identical to the lube oil system casualties that require stopping and locking of the shaft.)\n\n \n\n                        b.  The second group of procedures involves breaking main condenser vacuum.  If main condenser vacuum cannot be maintained or the shaft is idle and has not been or cannot be rotated within five minutes after stopping and locking, the engine must be secured and vacuum broken to place the engine in a safe condition.  These procedures are detailed below.\n\n \n\n                                    (1)  Main condenser casualties center around problems with vacuum and circulating water systems.  Without the main condenser vacuum to condense the steam from the turbines, the engine cannot be used.  It is important to note that in this type of casualty, one symptom can affect another, making it difficult to locate and correct the cause.  An example is that a malfunction of the thermostatic recirc valve causes the condensate, hotwell and air ejector condenser temperatures to increase.  This causes the vacuum to drop in both the air ejector condenser and main condenser.  Since the first indication of a problem usually is the drop in main condenser vacuum, investigating for the cause will reveal all these other symptoms which make identifying the actual cause very difficult.  \n\n \n\n                                    (2)  Main condenser casualties are either a  loss of main condenser vacuum or a "hot
845231
I love this page. It help me a lot on my paperworks.\ngood source.\n\nhttp://bodc.ac.uk/data/online_delivery/international_sea_level/\n\nand you might need this (glossary) in guiding youte short froms\nhttp://www.bodc.ac.uk/help_and_hints/glossary_and_acronyms/
646405
Be careful.\n\nThat environment can be dangerous.
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http://www.surpher.com/TRADE/o_overview.shtml
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4-1.15. Safekeeping Property\n \nSee link below.
963323
I hope this link may help.  http://www.hefce.ac.uk/news/hefce/2006/perfind.htm
145588
Well, It depends on how much electricy to use, or if you want to sign a lengthy contract.\n\nA Good website (that I would recommend you visit) is\nhttp://www.powertochoose.org/