Question 1

Where is Gosea Marine (Dalian) Co.,LTD located?

Accepted Answer

Gosea Marine (Dalian) Co.,LTD is located in Dalian, China at Room 306, Building#12, Qijiang Road, Ganjingzi Dist, Dalian, China.

Question 2

What products does Gosea Marine (Dalian) Co.,LTD manufacture?

Accepted Answer

Gosea Marine (Dalian) Co.,LTD is a maritime equipment manufacturer specializing in {'name': 'Anchor and Anchor Chain', 'description': 'Anchor and Anchor Chain The anchor gear consists of an anchor and the anchor chain. The chain is connected to the anchor by means of the anchor shackle (often a swivel shackle). On smaller ships, the anchor chain can be replaced by a shorter chain lead (a few meters of chain directly on the anchor) and an anchor rope (anchor line). Since the weight of the anchor cable or the anchor chain plays an essential role in the holding force of the anchor gear, lines with incorporated lead weights are occasionally found when cables are used exclusively to compensate for the lower weight of the cable to the chain. For this purpose, riding weights can also be attached to the cable. These measures are more likely to be used in recreational shipping. In maritime shipping, only anchors and chains are used. With regard to the type of anchor, the anchor base is differentiated. This is based on the knowledge that the optimal anchor shape should be selected depending on the anchorage. The anchor commonly used on seagoing ships today is the patent anchor which, as a compromise solution with regard to durability, is best suited to the various anchorage grounds, although there are nuances in the execution of its detailed design. This anchor achieves its holding force in that it digs into the ground when the anchor chain is pulled almost horizontally. To ensure this horizontal pull, sufficient chain must be put in place when anchoring, depending on the wind and sea conditions.'}, {'name': 'Fire Extinguishing Equipment and System', 'description': 'Fire Extinguishing Equipment and System The aim of fixed and portable fire extinguishing systems is the holding down and extinguishing of the fire in the area where it was created by SOLASS II-2. For this purpose, it is planned to install sprinkler systems that are appropriate to the fire spread potential in the respective room. In the case of a ship with more than 36 passengers, an automatic sprinkler system must be installed in all lounge and operating rooms, corridors and stairs. Requirements for areas with little or no fire risk are reduced to the effect that no automatic fire extinguishing systems are required. In addition to fixed fire extinguishing systems, easily accessible hand fire extinguishers and wall hydrants should be provided. Hydrant connections should be easily accessible and easy to connect with hoses. Protection against frost must be guaranteed. Suitable portable fire extinguishers should be available in sufficient numbers. If the gross tonnage (GT) is more than 1000, a minimum of five extinguishers is required. These must be easy to use, clearly visible and accessible at all times. A restriction in use due to weather, vibrations or other factors should be excluded. An extinguishing device should be located at the entrance for each intended room. The provision of certain amounts of replacement fillings is due to the mostly remote location of ships. The building regulation “Rules for Classification - Ships - Part 4: Systems and Components, Chap. 11: Fire Safety, Edition October 2015 ”of the classification society DNVGL differentiates the requirements with regard to fire protection according to the size and type of ships: cargo ships < 500 GT or cargo ships > 500 GT and passenger ships; Here are some remarks from this regulation: Section 2 - Fire protection measures for cargo ships of less than 500 GT Fire pumps: Ships with > 150 GT must be equipped with at least one fire extinguisher pump that is operated independently of the main power supply. Ships with < 150 GT must be equipped with at least one motor-driven fire pump that can be driven by the main engine. The capacity of the main fire pump must be at least 25 m3/h for ships with a gross tonnage > 500. In addition, every fire pump must be able to supply at least two extinguishing hoses with the required flow rates and pressures. The required pressure of the main fire extinguishing pump is to be selected so that the requirements of SOLAS are met. Alternatively, on ships with < 300 GT, it must be ensured that each jet pipe is capable of throwing a water jet horizontally over 12 m. For ships > 150 GT, an additional motor-driven fire pump must be installed outside the room in which the main fire pump is located. This pump can be manually operated on ships with > 150 GT. The additional pump must have sufficient delivery capacity and pressure to ensure a 6 m water jet with a diameter of at least 9 mm at the nozzle of the spray lance. It must be possible to direct the water jet onto every part of the ship. No additional fire pump is required for ships with < 100 GT. Fire extinguishing pipes and hydrants: The main fire line must be of sufficient diameter to maintain an even distribution and pressure in the network. A sufficient number of hydrants must be provided and localized in such a way that at least one jet pipe can be connected with which all normally accessible parts of the ship can be reached. At least one hydrant is to be provided in the engine room. At least three fire hoses of at least 15 m length, complete with couplings and spray lance, must be kept ready. The jet pipes must be lockable. They must be able to switch from spray jet to full jet. The beam diameter must be 12 mm; it can be reduced to 10 mm for hand-operated fire pumps. Fire extinguisher: Each powder or CO2 extinguisher must have a capacity of at least 5 kg, each foam extinguisher must have a capacity of at least 9 liters. At least three portable fire extinguishers are to be provided in the exhibition and service area. At least two portable fire extinguishers suitable for extinguishing fires are to be provided for each boiler room, cargo pump room and rooms that contain parts of an oil-fuel system. In engine rooms with internal combustion engines, one portable fire extinguisher must be kept ready for every 375 kW installed engine power. Fixed fire extinguishing systems: For ships with a gross tonnage of > 150 GT, a fixed fire extinguishing system is to be installed in the engine room and in the cargo pump rooms. Such a system is required for ships with > 500 GT.'}, {'name': 'Hoses', 'description': 'Hoses A hose is a flexible tube made of rubber, flexible spiral or canvas through which liquids or gases are passed. In shipping, you usually transport oil, for bunkering, or water, e.g. fresh water through hoses.'}, {'name': 'Lashing Material and Systems', 'description': 'Lashing Material and Systems In addition to grippers, lifting magnets, etc. in particular load hooks and hook blocks in various designs (depending on the load) are lashing materials on board. The hook is rotatably mounted when it is attached to a bottom block and not attached directly to a rope or chain. An axial deep groove ball bearing is installed between the secured hook nut and the cross member of the harness or the bottom block to make the hook easy to turn. With the simple design of the storage, the ball track is worked into the nut and cross member and hardened. In order to avoid accidents caused by unintentional unhooking of slings (chains, ropes, belts) from the hook, the hook should be provided with a hook safety device (also called a trap). Double hooks predominate for loads> 15t. Slings are devices that do not belong to the hoist and that establish a connection between the suspension equipment (e.g. the load hook or grippers, crossbeams, tongs that are permanently connected to the crane) and the load or suspension equipment and load handling equipment. The creation of these connections is called "striking" and is carried out by so-called slingers. Safe cargo handling depends on his skills and abilities. Load handling devices are also not part of the lifting equipment, which can be connected to the lifting equipment to pick up the load. The load handling devices include e.g. Container harnesses, hangers, grippers, clamps, buckets, lifting magnets, pallet harnesses, traverses, vacuum lifters or even tongs. Load suspension devices can also be connected to the hoist by means of couplings that are designed for frequent loosening. The lifting gear includes chains, ropes (natural fiber, synthetic fiber and wire ropes) as well as lifting straps and lifting belt slings made of synthetic fiber fabric with and without wire insert. So that general cargo (boxes, containers, etc.) cannot slip in rough seas and thus lead to critical stability situations for the ship, it must be secured accordingly. One way of securing the load is to secure it by lashing it down using tension belts. These are placed over the load to be secured and lashed with clamping devices (e.g. ratchet). Make sure that there is sufficient lashing force, which depends on the acceleration values of the ship when rolling, pitching and superimposed movements as well as the material pairings of the standing area (e.g. wooden box on steel floor or box on steel floor with an anti-slip mat in between).'}, {'name': 'Lifeboat / Liferaft', 'description': 'Lifeboat / Liferaft Lifeboats and life rafts are collective life-saving appliances (group life-saving appliances). Lifeboats are launched into the water using a special launching device (boat davit, free fall device). The launching device must be designed so that the lowering speed of the lifeboats corresponds to the following formula: v = 0.4 + 0.02 * H, where v is the numerical value of the lowering speed measured in m / s and H is the numerical value of the height difference measured in m between the boat deck and the ballast line. A deviation of +/- 10% is permissible for v. With regard to the required number and arrangement of these collective life-saving appliances, the following applies in principle: Lifeboats must have space on each side or at the stern of cargo ships for all persons on board. On passenger ships there must be space for all persons in boats and life rafts on both sides. At least one lifeboat must be on board on cargo ships under 1600 GRT. Liferafts with space for everyone on board must be on both sides of the ship if the lifeboats are arranged at the stern. On cargo ships <1600 GRT, life rafts must be provided for all persons on each side; Liferafts must be equipped with an approved water pressure release. The following equipment with life-saving appliances applies as an equivalent replacement for life-saving appliances for cargo ships of 500-1600 GRT, with the exception of tankers: - a motor lifeboat for all people that meets the requirements for rescue boats, on one side and - on the other hand, one or more fable life rafts for all persons and - free floating life rafts for all persons In addition, life rafts must be available for a further 25% of the passengers and crew members on board. The fact that life rafts have to be carried along with the lifeboat as an additional means of rescue is due to the fact that there are situations in which not all lifeboats can be deployed, as the Costa Concordia accident showed. For example, the ship Mein Schiff I (1924 passengers, 780 crew members) has the following capacities: - 12 lifeboats for 150 people each - 2 lifeboats for 61 people each - 4 tender boats for 150 people each - 63 life rafts for 25 people each. Due to the possible high fire temperatures and toxic gases on board, further requirements are placed on the construction of the lifeboats on tankers. Freight-fall lifeboats are generally found in freighters, but especially in dangerous-goods freighters, which, due to their design, allow the danger zone to be left in a protected lifeboat via a free-fall device. Such boats are located aft in the area of the deckhouse, often a lifeboat on starboard and one on port. After boarding and locking the freefall lifeboat, the crew buckles into your seats. After releasing the holding device of the boat, it glides on an inclined plane in free fall with its bow first into the sea, whereby the impact on the water surface is reduced. There are precise regulations depending on the type of ship. Minimum standards for safety on ships are described in the International Convention for the Safety of Life at Sea - SOLAS.'}, {'name': 'Lifebuyos / Lifejackets', 'description': 'Lifebuyos / Lifejackets Half of all lifebuoys (at least six on passenger ships) must be equipped with self-igniting lights that cannot be extinguished by water and that light up for at least 45 minutes. Lifejackets must be available for every person on board; Suitable vests must also be available for children. On passenger ships, lifejackets must also be carried for 5% of all persons on board, which must be kept in a clear place on deck. Lifejackets approved according to SOLAS on European ships must be marked with the wheel-mark symbol. It confirms that the requirements of the regulations are met, such as floating bodies designed in double-chamber systems, the equipment with life jacket lights or the required number of reflective strips. There are precise regulations depending on the type of ship. Minimum standards for safety on ships are described in the International Convention for the Safety of Life at Sea - SOLAS.'}, {'name': 'Load Hooks / Hook Flanges', 'description': 'Load Hooks / Hook Flanges In addition to grippers, lifting magnets, and in particular load hooks and hooks are used as load handling devices in on-board cranes The hook is rotatably mounted when it is attached to a bottom block and not attached directly to a rope or chain. An axial deep groove ball bearing is installed between the secured hook nut and the cross member of the crockery or the bottom block to make the hook easy to turn. With the simple design of the storage, the ball raceway is worked into the nut and cross member and hardened. In order to avoid accidents caused by unintentional unhooking of slings (chain, ropes, belts) from the hook, the hook should be provided with a hook safety device (also called a trap). Double hooks predominate for loads> 15t. In order to avoid accidents, the following defects must lead to the immediate deactivation of the hook: Cracks Signs of wear> 5% rough deformations and widening of the hook mouth ε > 10% To determine the widening of the hook mouth, two markings are attached to the hook, e.g. by means of a center punch, and their distance is noted in the crane or hook inspection book.'}, {'name': 'Load Security by Lashing Down', 'description': 'Load Security by Lashing Down General cargoes must be secured so that (boxes, containers, etc.) do not slip in rough conditions and thus creates reliable stability for the ship. One way of securing the load is to secure it by lashing it down using tension belts. These are lashed over the load to be secured and with tension (e.g. ratchet). This is to be checked for a certain lashing force, which belongs to both the political decisions of the ship when rolling, tamping and superimposed relationships, as well as from the material pairings of the standing area (also e.g. wooden box on steel floor or box on steel floor with the lying anti-slip mat).'}, {'name': 'Pipes', 'description': 'Pipes Pipes and pipelines are classified according to their nominal widths (inner diameter or inside diameter of the pipe) and their permissible operating pressures. The nominal width is specified in accordance with EN ISO 6708 using the designation DN (French: “diamètre nominal”) followed by a dimensionless number that roughly corresponds to the inner diameter in millimeters. It is a parameter for parts that belong together, such as pipes, flanges, valves and fittings.'}, {'name': 'Propellers', 'description': "Propellers The rotational energy generated by the propulsion engine is transmitted via the shaft to the ship's propeller, which converts this energy largely into propulsion. A ship's propeller today has between three and - with special cavitation and thus low-noise propellers - up to seven blades. The wing shape is aerodynamically designed. The propeller theory shows that a ship's propeller sucks in the water on the front and pushes it away on the rear. According to the laws of hydrodynamics (Bernoulli's equation), there is a negative pressure on the front and overpressure on the back. The negative pressure “sucks” the propeller and ship forward, the positive pressure pushes it in the same direction. The suction side does about 60%, the pressure side about 40% of the propulsion work. The thrust depends on the speed. The change in propeller speed by ships with direct propulsion is achieved with a change in engine speed. Switching from forward to astern can only be achieved by reversing the direction of rotation of the engine, provided the propeller shaft is flanged directly to the engine's crankshaft and no reversing gear is used. Because of the large masses that move in the engine, all of this can only be done with a time delay after exertion via the machine telegraph. This disadvantage can be avoided with the controllable pitch propeller. The propeller blades are mounted on the propeller hub in such a way that the pitch of the blades can be changed by servomotor; this changes the driving force. The engine and propeller always maintain the same optimum speed. When traveling astern, the wings are adjusted so that their pitch is reversed."}, {'name': 'Pumps', 'description': 'Pumps There are a number of different pumps on board of ships to convey the most varied of media: cooling water, oil in the lubricant circuit, service water, extinguishing water, ballast water, etc. Depending on the area of application and task, different pump systems are used. The task of pumps is to convey liquids from a lower to a higher level or from a space of low pressure in a space of higher pressure ( e.g. the bilge) or a container from which the liquid is taken. The higher level is determined by the liquid level of an elevated tank (e.g. side ballast water tank, cargo tank) or by the pressure line (e.g. fire extinguishing line) into which the pump delivers. Pumps are divided into two main groups according to their functional principle: positive displacement pumps and flow pumps. These groups are further subdivided according to the type of construction; The centrifugal, gear and piston pumps are predominantly used in shipbuilding.'}, {'name': "Ship's Crane", 'description': "Ship's Crane Depending on the type of ship, loading and discharging is done through different handling equipment. These can be land or ship bound. Land-based handling facilities are, for example, container cranes for container handling or e.g. also pneumatic conveyors and belt conveyors for loading and unloading grain and similar bulk goods. General cargo, bulk cargo or even containers can be lifted on and off board by on-board crane systems. On-board cranes (also known as deck cranes) with rope luffing mechanisms are preferred; slewing cranes with a lifting capacity of> 150t are called heavy lift cranes that can carry up to 800t or more. The inclination of the crane jib is varied with the luffing mechanism. The statics are designed so that the incline can be changed under load. The boom is swiveled around the crane axis with the slewing gear. If there are several cranes on board, they are arranged in such a way that their conveying areas overlap in order to be able to serve the entire deck area. In order to avoid additional lifting work due to a vertical load movement when the crane arm is extended, the load path is kept as horizontal as possible during luffing. This is achieved by cleverly guiding the suspension and luffing cables. Crane structures are designed in solid wall or half-timbered construction. The former includes both those consisting of normal profiles or sheet metal girders and those made in cell, box or shell construction. Trusses are built out of triangles in a statically determined manner and viewed as trusses. In order to lift the load from or on board, it must be possible to turn the crane boom around the vertical crane axis. This is done by the slewing gear of the crane. This is where the bearing of the rotatable tower and the drive of the slewing gear are located."}, {'name': 'Slings', 'description': 'Slings Slings are devices that do not belong to the hoist and that establish a connection between the load-bearing means e.g. the load hook or grippers, crossbeams, tongs that are permanently connected to the crane. Establishing this connection is called "struck" and is carried out by so-called hunters. Safe cargo handling depends on his skills and abilities. Load handling devices are also not part of the lifting equipment, which can be connected to the lifting device to pick up the load. The load handling equipment includes e.g. container harnesses, hangers, grippers, clamps, buckets, lifting magnets, pallet harnesses, cross bars, vacuum lifters or even tongs. Load suspension devices can also be connected to the hoist by means of couplings that are designed for frequent loosening. The slings include chains, ropes (natural fiber, synthetic fiber and wire ropes) as well as lifting straps and lifting belt slings made of synthetic fiber fabric with and without wire insert. Round slings (a band or rope connected to an endless loop) are colloquially also called “smurf”, “strop” or “grummets”. The permissible load capacity (in kilograms or tons) must be stated on all lifting accessories and is internationally referred to as Working Load Limit (WLL). It results from the minimum breaking force of the MBL sling, multiplied by a load attachment factor LF. WLL = MBL * LF.'}. View full product details on TrustedDocks.

Gosea Marine (Dalian) Co.,LTD

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