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Towards Sustainable Clean Ship Design By Oladokun Sulaiman
1.0 Overview

In human civilization to industrial from Stone Age then computer to information and multimedia innovative technological age it has just been about building and forgetting things around us including environment. Today human sensitivity is aggressively defining age as an age of sensitivity and for safety and environment. Every thing we have been building for years during transition in those ages have been built with ignorance oblivion or lack of consciousness to the environment or simply as a result of oblivion that they are part of us. The term environmental issues usually implies one of two interpretations: 1 Wind waves tides sediment characteristics and/or other environmental factors involved in Channel design and usage 2 Environmental protection in the sense of reducing the negative impact on water quality or aquatic and coastal habitat quality. In the first sense of the term all concern need to agree that methods for predicting and reporting environmental conditions have greatly improved and this should be able to give us direction as long as we are ready to connect the dots. This paper will address and give insight into the following questions in regard to burning flame of environment and impact to ship design: What is the current situation? ?What is the desired situation? Why is there a difference between the current and the desired situation? What are the impediments to change? How can these impediments be most effectively addressed?

2.0 Introduction

In shipping and associated industries ship protection and marine pollution are respectively interlink in term of safety and environment conventionally ship safety is being deal with as its occurrence result to environmental problem. Ship Pollution seem to be very small especially considering emission but today culmination of oversight regarding emission seem to be back firing against us from ozone layer depletion to the incessant flooding and more seem to be on the way if we dont question or caution ourselves again shipping is not left behind in this in fact it seem to be the most to get hit by next big environmental revolt. Pollutions is about accident and accident it about because the later is the cause of the former. Sequel with this this paper will address environmental impacts to ship design with respect to human safety ship reliability channel and maneuverability factors and everything that surround us and ship. And of course ship design consideration that needs to be incorporated in the ship design and the design process regarding these enumerated factors.

In respect to the above current situation will be examined policy demand mitigation and way to move forward will be addressed. Emphasize on importance of simulation risk assessment of restricted channel and new generation or class of larger ships that coming to market including the need to introduce maritime environment awareness in maritime curriculum by laying emphasize to simulation of real and fictitious ships. Need to incorporate as much of cybernetic technology in navigational and maritime operations and finally actionable navigation marine environment mitigation measure recommendation for improving the safety of navigation and protection of the marine environment by enhancing cost effective state of art sustainable of ship that has great controllability in extreme whether and restricted water areas.

Likewise for many years less attention has been given to ship life cycle material properties and frequency matching with the environment has resulted to corrosion. Also ship scraping and what happen to the environment after ship scraping yes a lot of recycling but little or no attention is given to the residual material that find their ways to pollute the clean beautiful sea. Other areas of concern are channel design criteria ships controllability in dredged channels and ?ship maneuverability as a consideration in the Design Process. All in all preventive and control incorporating sensible measures in ship design can only optimize method and give us confidence on our environment. Focal areas that are will need revolutionary changes in ship design that will be identified in this paper are:

1. Material selection to withstand structural weight economical lifecycle anticorrosion and fouling
2. Incorporating ship simulation at early stage of ship design
3. Structural scantly to withstand structural function reliability integrity weight economical lifecycle
4. Incorporation maneuvering ship simulation at early stage of design iteration
5. Incorporate new close loop environmental disposal technology system to make new ships environmental safe.

3.0 Environmental issue a blessing in disguise

The million dollar answer is that whether we start in order to make clean ships the optimal choice we have is to design shipboard pollution control system that will allow us to treat or process all ship waste on board or allow us to incorporate or integrating such system in existing ship. Most especially incorporating such system in earlier ship design process through forming basic concept to set aside enough space on board and make the most of the overall design of scalable and efficient .Yes we need to design system that will allow us to destroyed waste on board the ship and those that not be destroyed will be treated so that discharge. Due to advert environmental causality and impact of recent days sensitivity has caused serious policy and more will follow already we have deadline for some. If we don’t do this now what we will see are similitude of : Inconvenience of discharge regulation;More MARPOL special discharge areas ;Augmentation of Confusion caused by waste signature advert of floating of debris

Now considering the beneficent part of this contemporary issue environmentally sound ship selfcontained and independent of shore facilities for shipboard waste management will end up reducing logistic requirement and costs.Time has already seen how ineconomy and inconvenience it is for ships pumping liquid waste to pier side reception facilities offload solid waste and excess hazardous material for disposal vessel are astronomically being charge substantial costs by private contractors to disposed these generated wastes beside this who dont like good names good names is attached to being responsible and be among the clean ship in port state control report to IMO. With this green ship will nonetheless give the following beneficial business advantages to clean ships:

• They will be significant ship of tomorrow; they will be the ship with good pride and public image that will provide leadership definition to shipping companies of tomorrow.
• They will be safer environmental friendly everything around them including marine recourses will be safe
• They will maintain good relationship with legislation and environmental agencies hence minimizes the risk of fines and litigation.
• Helps control operational pollution minimizing the risk of an environmental incident.
• Enables companies to demonstrate a proactive approach to environmental protection.
• Helps companies to gain recognition of investment in pollution control technology.
• Improves operational efficiency will Provides confidence that environmental risk is being managed effectively. High levels of environmental performance can create competitive advantage

Today environmentally conscious world there is already so mush pressure on shipowners to minimize the impact of their operations on the environment. And again more are coming luckily we are in an age of Innovation and development in this information and technological age has involved activities in relation to speed safety reliability miniaturization cost mobility and networking in most industries this is the poweress of human civilization we have the technology it is matte of exercising more creativity witting our limited time to manipulate our system to in order o come up with sustainable system.

4.0 Why environmental issue become a hot issue

Over the last decade each passing years has been augmented concerned about issue of environment importance in design construction operation and beneficial disposal of marine articraft .the overriding force is increasing the resources of the planet that we live and that only a few are renewable. This accumulated to production that has elements of longterm sustainability of the earth. Precipitated effect over the year has call for public awareness and translated into impact through these two main manners:

Commercial forces: where company that or product that operate in unenvironmental friendly way people are prone to spurn the companies products and service there fore having impact on company return on investment.

Regulations: public pressure on governmental and nongovernmental organization regulation due to untold stories of disaster and impact the public is very concerned and in need of fact that if the quality of life of people enjoy is to be sustained for them and the future generation then the environment must be protected. conspicuous issue expertise and finding of regulations make them to go extra length on unseen issue contrasting between the two while commercial force act on hat will be forth problems.

Ship Concept design is very important in shipping and it account for 80 percent of failure therefore compliance and making of optimal design has a great impact in ship whole life cycle. The impact of environment in ship design is very difficult because of large numbers of uncertainties. Environmental impact hat need to be taken into considerations in concept design can be classified into the following:

Construction Energy and pollution these come into picture when multidirectional thinking give wisdom on what happen during transportation mining rolling of material that will be used.

Operations: considering limiting life cycle of ships at estimate of 20 years issues relating to the following are equally not easy to quantify in design work even thus a lot of research effort has been set on move on this but the call of the day require allowable clearance and solution to be given to the following: Known emission Accidental Ballast waste Coating.

Disposal: issue of disposal that cover waste and emission and as well as what to do with the ship at the end of her life cycle.

5.0 Major impact areas

Environmental protection shall be considered a design constraint when evaluating cost schedule and performance of systems under development and for product improvement of those that have been deployed. The cognizant engineer shall consider the environmental impact of proposed actions and a mitigation plan developed where required to supports unrestricted operations by developing producing installing and managing all shipboard equipment systems and procedures to reduce and manage shipboard wastes in compliance with existing and anticipated environmental restrictions worldwide without jeopardizing ship mission survivability or habitability.

5.1 Sequel to the above we can deduce that these major effects from ships environmental impacts are:

Intentional and unintentional discharge oil garbage antifouling paint air emission on indigenous species from ballast water

Environmental damage and pollution due to port activities

Disturbance of marine environmental collision and noise

• Emission from scraping of ships at the end of their life cycle

Risk associated with environmental issue n ship and in ship designing is:

1. Accidental risk marine accident that could result to oil spills which then end up degrading our environment GESAMP reported that 400300 thousands of oil entered the world ocean GEASMP 1993 collision with marine mammal which then cause propeller injuries

2. Operational riskssocio economic impacts to marine ecology habitat and coastal infrastructures are affected though operational activities that result to oil spill emission ballast water garbage contamination antifouling and dredging activities.

In addition to this according to RINA Publication the table shows typical 100 years ITH standards measurements of global warming potential for a substance are shown in table1

Fig. 1 Global worming potential GWP of various compound source

5.2 Impact vessel channel and maneuverability in the context of ship design the impacts areas are: Shipping Trends Channel Design Criteria Ship Maneuverability Ship Controllability and Use of Simulators in Channel Studies. Since world II many nations built port but forget about maintaining them while shipyard continues to build larger ships. Physical dimension and ratio of ships to channel has got impact in todays ship controllability design are:

1. Ships increase ship beam expansion where as channel width is not Length/beam L/B ratio

2. Radius of turns and turning areasRadius of turns is directly related to navigation safety and protection of the marine environment large rudder angles are needed to navigate small radius turns Rudder size;

3. Power/tonnage ratio;

4. Minimum bare steerage speed; and Windage

6. International maritime organization

6.1 Policies and procedures buildup Pollution/ Emission prevention and control

International convention for the prevention of pollution from ships MARPOL 1973 It covers accidental and operational oil pollution as well as pollution by chemicals goods in packaged form sewage garbage and air pollution I was modified by the protocol on of 1978 relating thereto MARPOL 73/78 MARPOL cover:

o Annex I oil

o Annex IInoxious liquid chemicals

o Annex III Harmful Goods package

o Annex IIIsewage

o Annex IV emission and air pollution Sox Nox and green house gas emission of ozone depletion gas ODG

New coming annex to MARPOL Talk is going on passing new annex that will cover:

Control and management of ballast water to minimize transfer of harmful foreign species

Global prohibition of TBT in antifouling coating 0 phase out scheduled for 2008

Marine environmental protection committee MEPC IMO technical committee forming subcommittee on specific issue to implement regulation towards necessary mitigation

International convention on oil pollution Response and cooperation OPRC 1990 policy to combating major incidents or threats of marine pollution through port state control to prevent mitigates or eliminates danger to its coastline from a maritime casualty. Annex protocol under this convention HNS Protocol covers marine pollution by hazardous and noxious substances.

Classification societies Classification society are aggressively building service on Environment Protection notation and various performance indicator to get all concern committed to running an environmentally sound ships.

Lloyds Lloyds through risk assessment holistic method has defined the following effects as clean ship the benchmark standard. As Lloyd put it These will help you gain recognition for your additional investment in specific aspects of pollution control. Using the Rules as a framework our surveyors and environmental specialists can work with you to tailor environmental protection solutions to your specific needs

Dnv DnV has equally lunched EMBLA database integrated project hat will manage discharge of ballast water.

European Union Recently the union has embarked on multinational project call MARTOB ballast water

Montreal Protocol Some 110 governments attended the 9th Meeting of the Parties of the Parties to the Montreal Protocol September 1997 where several important decisions were reached including the tightening of restrictions on several destructive chemicals.

6.2 Policies and procedures buildup collision preventions and control Although ships may spend 90 98 percent of their operational lives underway at sea speed in deep water it is during the mandatory beginning and end of every voyage when the risk of collisions and groundings are highest. Ensuring the ability to maintain complete and positive control of a ships movement during these segments of a voyage is absolutely vital if that risk of navigation safety and protection of the marine environment is to be reduced. According to INTERTANKOs 1996 Port and putting bigger and bigger ships and more of them into the same old channel:

The design limit for trim by the stern for a tanker is 0.015L in accordance with Regulation 13 of MARPOL 73/78 Annex I. This information which is based on tests conducted in deepwater includes a turning circle diagram as well as tables showing time and distance to stop the vessel from full and halfspeed.

IMO Resolution A601 15 which was adopted in 1987 contains recommendations for ensuring maneuvering information is available on board ship.

The 1995 Seafarers Training Certification and Watch keeping Code Section AVIII/2 part 31 and article 49 require the master and pilot to exchange information regarding navigation procedures local conditions and the ships characteristics.

A Marine Board study assessed the use of numerical simulation technology to train mariners and concluded that while modeling accuracy is sufficient for deepwater operations; modeling requires refinement to provide the accuracy needed for shallow and restricted water operations.

6.3 Ship design policy buildup In 1971 IMO adopted Resolution A.209 VII establishing recommendations regarding posting maneuvering 9 Regulation II1/29.3.2 of SOLAS requires rudder movement from 35 degree on either side to 30o on the other to occur in 28 seconds or less.

IMO approved circular MSC/Circ.389 in 1985 establish interim guidelines for estimating the maneuverability Rudder size and effectiveness Ability to transit at slow forward speed Propulsion and propeller characteristics Number of available engine reversals Adequate horsepower for control Extra reserve rudder angle needed to allow for ship crabbing from wind forces or moored ship suction Visibility from bridge and bridge arrangement Hull form squat trim and sink age characteristics and effect of bank forces on moorings and passing ships Air draft Emergency anchoring ability Amount of tow line leads and line access.

7.0 Current Ship design practice

Existing design tools cannot at least with any degree of reliability be used to design a vessel and ensure it will ensure environmental reliability and adequate maneuverability in shallow or restricted waters neither can it be use to satisfy demand need by clean ships . In part this is because of the extreme onlinearity of hull and propulsion characteristics under these conditions. In general naval architects and marine engineers are educated and equipped with knowledge skills and design processes that permit continuous checking and balancing of constraints and design tradeoffs of vessel capabilities as the design progresses.

The intended result of the process is the best design given the basic requirements of speed payload and endurance nor where the waste is going. Focus is not placed on how the channels and waterways are designed. Perhaps even more importantly there is a general lack of understanding of the operational scenario regarding piloting of vessels in constrained waterways. Only recently has there been a real attempt to fully integrate human operational practices with vessel design. The involvement of human beings onboard vessels both extends and restricts the inherent vessel maneuvering capabilities vastly complicating the necessary methodology for assuring safe and efficient operations. Taking waste issue and restricted waterway maneuverability as an important part of ship design spiral would seem a necessary step to enabling proper tradeoffs in vessel design. The reality is that maneuverability and pollution protection is still not an important consideration in ship design of many merchant ships. The result is that design decisions that can compromise environment and collision are decided in favor of other factors. Only with consideration of the full range of ship and channel design and human factors relationships affecting maneuverability will we be able to produce an efficient and safe environmental friendly marine transportation system. Now that the new issue of environment is around then we have to squeeze in more stuff in the spiral.

Table 1 parameters s demand and impact

Environmental parameters

Environmental Demand

Impact areas

Ship design

Need for longer safe life cycle

New limit definition Correct material selection Material technology Quality control of safety and environment

Construction

High worker safety standards Low energy input

Improved hull hydrodynamic

Emission

Minimum pollution and emission Minimum Sox Nox and green house gasZero discharge

Advance Close loop process on boardWaste recycling equipment Improve training

Scrapping

Zero harmful emission

Beneficial disposal

Operations waste

Efficient maneuverability

Improve maneuverability

Energy

Maximum fuel efficiency

Engine design use of alternative energy

Antifouling

Harmless

Biocide free technology

Ballast water

Zero biological invasion or transfer of alien species

Segregated ballast tanks Improved ballast water tank design Ballast water treatment Ballast water data base

Sea mammal

Interaction

Maneuverability capability

Safer ship structure design Improve maneuvering capability Navigation AID misinformation Exchange Reeducation

Accident

Able officer Ship structure Integrity

New monitoring through port sate control

Fire

Harmless

Halon phase out

Wave wash of High speed

Marine craft

Zero inundation and spray ashore

Moderation of hydrodynamic force

8.0 Mitigation

8.1 Shipboard and waste emission outline treatment and elimination Pollution Prevention P2 or Pollution Controlthis is backbone of the thrust in achieving clean ship. Pollution Prevention Use fewer environmentally harmful substances and generate less waste on board. Pollution Control: Increase treatment processing or destruction of wastes on board.

The basic P2 principles follow:

Eliminating the use of environmentally harmful chemicals such as ozonedepleting substance ODSs toxic antifoulant hull coatings and other hazardous materials may be the best approach for some potential problems.

Fig.2Treatment and emission

Reducing the amount of waste we generate on board is often better that treating it on board: for example reducing the amount of plastics and other packaging materials taken aboard may simplify solid and plasticswaste management? Similarly reducing the volume of liquid wastes generated such as graywater may simplify onboard liquidwaste treatment.

1. For the wastes and hazardous materials that cannot be prevented we must develop pollutioncontrol strategies and technologies.

Other technical mitigation measures are:

Antifouling

• Toxic approach uses other metals such copper and zinc or agrochemicals e.g. triazines
• Fouling release approach use physical properties of low surface energy coating cause the very weak attachment of fouling organisms. E.g. silicone based coating
• Fouling deterrence marine organism not know for fouling like corals are use
• Mobile hull cleaning is also being use operationally

Ballast water discharge

• On board treatment chemical chlorination physical treatment Ultra violet light heat treatment filtration and cyclonic separation shore base treatment is sometime being used but not common.
• Operational mitigation based on information of biological difference between coastal ocean water where ballast and ballasting is done accordingly.

Air emission

• Sulfur reduction in bunker fuel
• Nitrogen reduction to choice of propulsion system
• On board Cataleptics system like charlatanic converter water injection emulsion
• Operationally sped reduction and use of shore power connection has been implemented

8.2 Ship collision control and prevention outlines Most accident are attributed to a flagrant controllability problem and the remain the classic impetus necessary to make improvements to safety and environmental protection and we e need to do more to ensure adequate vessel maneuverability perhaps better matching of vessel channel and operational practices.

Ship maneuverability as major iterative element of design spiralship maneuverability is not considered particularly important during the design process because Owners generally do not include maneuverability requirements as part of the design specification; Firm deep and shallow/restrictedwater maneuvering standards that can be applied during the design process should be established.

Modeling and simulation Collection of data using dual frequency DGPS receivers and proper analysis needs to be supported to enable unlocking our understanding of restricted water operations.

9.0 Environmental technology

9.1 Recent development coalition control work Environmental technology also become hot as issue of environment start burning this might be a start of another evolution as environmental technology product will start selling good.

9.1 Recent environmental performance

1. 1 Ozone safe substances 200Ton AirConditioning Plant Conversion Kit The CG47and DDG51 plants have been successfully converted to the ozonefriendly refrigerant HFC236fa conversion kit has been established by NSWCCD.

1. Solid waste SolidWaste Pulpers The pulper especially the large pulper is the machine into which you dump tremendous quantities of paper cardboard or food waste. The waste mixes with seawater to form slurry which is then discharged overboard. Studies show an immediate 100000to1 dilution when discharged into the wake of a ship. Ships equipped with a pulper can dispose of their paper cardboard and food waste just about anywhere and at anytimeat sea including MARPOL areas.

1. Liquid waste OWS and Bilge water Polishers: Many bilge cleaners the Navy uses today contain longlasting emulsifying agents which produce stable oilinwater emulsions that shipboard OWSs cannot effectively process.

1. Shipboard Wastes and Emissions

To improve the reliability of sanitary waste system sewage transferpump suction and discharge gauges naval research laboratory the ringgauge isolator is adopting Thermal Destruction and integrated liquid discharge system the later is a concept where ultra filtration membrane systems would concentrate bilgewater graywater and sewage as previously described; the clean effluents would be discharged; and the concentrates would be evaporated/incinerated in a thermaldestruction system.

Fig. 2 integrated liquid discharge system concept source NRL

9.2 Recent development coalition control work A number of promising developments that exist today are:

1. Kutsuro Kijima showed a modeling approach that permitted analysis of passing situations that would help set procedural standards for safe passing.

2. IanDand reported on the development of models for ships squat that have shown very good accuracy over the years.

3. Larry Daggett described the advent of dual frequency DGPS receivers and their role in gathering fullscale ship trial data. In addition to the excellent horizontal accuracy of the normal DGPS receiver these receivers provide vertical location with an accuracy measured in centimeters.

10.0 The future

There is nothing more difficult to take in hand more perilous to conduct or more uncertain of success than to take a lead in the introduction of a new order of things because the innovation has for enemies all those have done well under the old conditions and lukewarm defenders in those who may do well under new.

Machiavelli the prince

Recent Safety and Environmental Strategic focus on developing metrics to measure and evaluate progress. The key issues and actions are incorporated in the clean ship concept. Ships owner and operators must understand the need to include wastes stream management in mission requirement in the design stages with the goal of ships being in compliance. Ship designer must pursue technologies to reduce or eliminate waste streams. The metrics use to monitor progress towards achieving environmentally sound ships will focus on shipboard pollution control equipment installations specifically the planned versus actual installations. Each waste stream or environmental pollutant equipment installations the percentage of total installations completed versus the planned percentage will be used as a measure of progress for that waste stream. For waste streams and contaminants for which no equipment has been approved or anticipated the metric will born many RD for necessary findings . We must take a lead in effectively integrating pollution prevention and safety into the design and life cycle of our ships systems ordnance into the execution of our processes and into the operation. Managing the whole process is another thing; environmental management can be optimizing by incorporating the following concept in our system:

1. Goal based risk based and holistic design approach
2. Total cost minimization concept
3. Innovative safety and environmental strategy management and integration

Planning for uncertainty and risk RP1c = RE1 x WE1P1 RE2 x WE2P1 RE4 x WE4P1

Where: R= rating E= environmental factor P= Policy factor

1. Probabilistic and stochastic validation
2. Education and training

11.0 Conclusion Working better by working together

Amazingly it seem that everything is need to be integrated in order for the world to function this sounds ironical even thus the environment has naturally integrated everything the same apply to maritime on issue of safety and marine environmental impact control and protection it is important to for the main players in design pilots regulators channel designers simulator experts and ship operatorsand all concerned to share experience Regarding differences in rules and among regulators about rules that are taken too light sensitivity of area degrees of hazard for various ship types Naval architects and ship handlers alike should take the importance of importance green house and green ship issue and and difficulty of the passing maneuver unrestricted waters .

Environmental issue has become so sensitive because it is more or less of evidence that nature has exercise enough patience impact has reach flash point and those who are knowledgeable about the behavior of matter and environment could sense potential of contagious chain of reaction that can lead to heavy calamity destruction and lost. Treating the issue equally required hybridizations of all the methodology we have been using objectives and subjective reactive and proactive and of course newly holistic institutionalized method that compare and consider trend analysis of every elements of what we are dealing with.

References

1 Bian Hayman Mario DogkglianiIvar KevaleAnik Margerholm Fet 2000.Technologies for reduced environemenatal impact of ships shipbuilding maintenace and dismantlingProc. ENSUS2000UKpp224

2 Watson David G. M. Practical Ship Design. NewYork: Elsevier 1998.

3 Landsburg A.C. J.C. Card C.L. Crane P.R. A lmanW.R. Bertsche J.W. Boyleston H. Eda V.F.McCallum I.R. Miller and A. Taplin “Design and Verification for Adequate Ship Maneuverability NAME Transactions Vol. 91 1983.

4 GESAMP 1993 Impact of oil and related chemicals and wastes on marine environment GEAMP reports and studies No50 joint group of expert of marine pollution. Available at: http://www.gesamp.imo.org/no65/

5 IMO 2000 marine environmental protection committee 44th session available at: http: www.imo.org/meeting/44.html

6 IMO 1998a MARPOL Focus on IMO

About the writer:  marine engineer

How To Detail Your Car At A Show Like A Pro In Minutes

Throughout the course of our business we have the opportunity to attend many car shows to demonstrate and market our products. The shows that we go to might be a casual cruisein a local or a national meet. Regardless of the type of show there is always one thing that stands out a nicely detailed car!

Your ride might be a driver a concoursequality trailerqueen or even a racecar. No matter what you drive there is no doubt that a detailed car that pops grabs your attention. And who doesnt like to drive a nicely detailed car? And if you are a gearhead like me yes I have a great job!

Some of these shows are meant to be just fun while others are highly competitive. For example at the Mid America Truck show they have a show and shine. All of these Big Rigs are working trucks. The judges actually use white gloves! These guys even wax the inside of the frame rails and detail the tires inside the tread. I couldnt fathom such detail until I attended the event last year with our Canadian distributor Stephane Gauthier who is well known in the Big Rig Show and Shine circuit. They start detailing their rigs the week before the show.

Assuming that you dont have a week to dedicate to detailing and staging a car at a show and the judges arent using white gloves I will attempt to share with you tips and techniques for prepping your ride on site at the show. Now your car might never see water and be towed to the event in an enclosed trailer or it might be a cruiser and you drive it the process is about the same and can look equally nice its all in the details!

Lets assume that we are starting with a fairly clean surface there is no sense in putting wax and dressings on dirty soiled or otherwise contaminated surfaces.

Start with the exterior. Think of detailing your vehicle like painting a room always start from the top down. The reason for that is if there is any overspray from wax or dressings you can catch them as you work your way down the surfaces of the vehicle.

If you have a convertible or vinyl top its time to dress it! Lets talk a little about dressings here. For the most part there are basically two kinds of dressings for vinyl rubber and plastic they all are either water based or solvent based. You will want to use solvent based dressings for the exterior of your ride solvent based dressings wont wash right off and fall apart like waterbased dressings will and in my opinion give a richer deeper luster. As well a solvent based dressing like our Super Blue will do a better job for conditioning and UV protection.

I always suggest dedicating an applicator to your solventbased dressing. The reason for this is that you want to do this as efficiently as possible and minimize any clean up of overspray. Start with spraying small amount of dressing on the applicator and wipe the entire top from front to back. Now this is where some people stop and they get streakylooking results. To eliminate this repeat the process going from side to side front to back. This crisscross technique ensures even coverage and eliminates any chance of getting those dreaded streaks when it dries.

If you dont have a convertible or vinyl top start with a quick detailer / spray wax and a clean microfiber towel on the roof surface.

Before you begin lets talk a little bit about your quick detailer /spray wax and microfiber towel. To get optimum results you will want to use a quick detailer / spray wax that will not streak. Some will given the humidity and temperature when they are applied the bottom line is you want to enhance the appearance of your ride not add smears or streaks. Also look for a quick detailer / spray wax that contains a small amount of carnauba as an added benefit you will also be extending the protection of any existing wax you have on your ride. We also recommend using a clean microfiber towel dedicated to this purpose.

When using your quick detailer / spray wax a little goes a long way. Just spritz the product lightly. Other than adding more protection and pop to your surface it will also serve as a lubricant helping to safely float off dust and grime. Our natural tendency is if this much is good more is better right? Just like me with laundry detergent wrong! All you end up doing is wasting product and making a mess.

The reason that we recommend a microfiber is that if used correctly it will not scratch the surface of your ride. Dont treat the microfiber towel like sandpaper wipe gently turning the towel over frequently let the towel do the work. You wont be adding any more shine or luster my rubbing hard and even a microfiber can scratch your paint if you rub hard enough. Just by turning the towel over frequently and wiping off any excess it will easily collect any dust road grime or bug splatters. I usually concentrate on a concentrate on a 2foot by 2foot area at a time the old clich applies here inchbyinch lifes a cinch! Do your entire surface of the roof.

Next lets move down to the glass with your quick detailer / spray wax. Now some of these products dont work well on glass but the good ones will like our Body Shine Showroom Spray Wax. Spritz a little on the glass surfaces then wipe with a microfiber towel. The microfiber will make it a snap to clean up any contaminants like bug splatter if you drove to the show and they are highly absorbent to suck up any excess detail spray. Your quick detailer / spray wax will make your windows pop!

Now is the time to start with the front part of your ride. Start at the hood and continue to work your way down. After the hood is wiped off I move to the front of the vehicle. Repeat the same process paying particular attention to the nooks and crannies of the grill and other trim of the car including the headlights and grill.

Staying with the front part of your ride I then start on the front fenders. Repeat the same process. Dont worry about any vinyl rubber or plastic trim; I usually save that for last. Ensure that you hit the chrome with your quick detail / spray wax as well as any painted surfaces. At this point take a step back check it out and admire your work things are starting to come together after only a few minutes!

Next move to the back of the vehicle. Start on another big surface the trunk lid. After the trunk is done continue on to the rear of the vehicle again doing all painted and chrome surfaces. Next move on to the rear quarters. I usually then will do both doors and surfaces in between the front and back last.

Now is the time that you want to dress the rubber plastic and vinyl trim on your ride. Again I apply the product with an applicator instead of spraying it on it saves clean up time. Dont worry or fret if you get any of the dressing on the adjoining painted or chrome surface just wipe it off with your microfiber towel!

After dressing the trim on the body of your ride move to the wheel wells. Yes the wheel wells. Use your dressing to spray under the wheel wells to get it to look like new. It will easily cover up any dust or dirt that you might have accumulated driving to the show or parking at the show and it will look like new! Next hit your tires. There is nothing better looking than freshdressed tires remember it is all about the details!

Again I suggest dressing wiping the tires with an applicator for two reasons. First you will minimize any clean up from overspray. Secondly we all have personal preferences about shine and finish wiping the product on will allow you to get the exact finish that you desire the heavier that you apply it the shinier the surface.

As a last step use your quick detailer / spray wax and microfiber towel on your rims/wheels. This last step allows you to wipe up any excess dressing off your wheels.

Take another break and step back and admire your work. Next lets look at the interior.

Start with cleaning the interior glass. If needed use a streak free glass cleaner and a microfiber towel dedicated to cleaning glass. Remember to clean up any overspray on the dash and door panels. Using your microfiber towel wipe any dust off the dashboard rear deck lid and the rest of your interior trim.

After wiping the interior down open the door and pay attention to the jambs. Using a quick detailer / spray wax spritz the surfaces and collect any grime that might be present.

As a final touch use an aerosol touch up dressing for hard to reach places like our Dash Vent Magic to dress those hard to reach areas like the conduit that carries wiring for power windows and locks. It will make them look like new!

Open the hood and trunk and wipe down those compartments. Use your spray wax / quick detailer if needed. Pay attention to the seams where the hood and trunk meet the body on both sides of the panels remember its all in the details!

Grab your lawn chair get a cold beverage and admire your ride and watch as everyone else does.

About the writer:  Scott Ellis is from Jax Wax Distribution Systems and is responsible for distributing Jax Wax Car Care Products retail worldwide. Jax Wax Car Care Products are widely used in commercial businesses such as detail shops body shops and auto dealers. Jax Wax is now packaging its products in smaller quantities for the consumer market. You can get fast commercial quality results by doing the detail work yourself. For more information go to www.jaxwax.com or call 8777JAXWAX.

Theory Test Driving Theory Test

DSA has released new driving theory test questions for the Car and Motorcycle theory

test from 3rd September 07.

The Driving Theory Test is a test which United Kingdom learners must pass to obtain a full

driving license. The test was introduced in July 1996. There are two subtly different tests one for

car drivers and one for motorcyclists.

In Great Britain it is administered by the Driving Standards Agency DSA and in Northern Ireland by

the Driver amp; Vehicle Agency DVA.

The car and motorcycle theory test lasts 57 minutes and involves answering 50 multiplechoice

questions about a wide range of ‘driving topics’ such as car or bike mechanics the Highway Code

and driving law. 43 of the 50 questions must be answered correctly in order to pass. For lorries and buses 60 questions are asked over a 70 minute period in which 51 out of 60 must be answered

correctly to pass.It is immediately followed by a hazard perception test. Having passed these two exams a certificate is issued which can then be used to book the practical driving test within two years of the theory pass. It is necessary to pass all three parts theory hazard perception and practical in order to obtain a driving licence.

DSA has released new driving theory test questions for the Car and Motorcycle theory

test from 3rd September 07. The Driving Theory Test is a test which United Kingdom

learners must pass to obtain a full driving license. The test was introduced in July 1996. There are two subtly different tests one for car drivers and one for motorcyclists.In Great Britain it is administered by the Driving Standards Agency DSA and in Northern Ireland by the Driver amp; Vehicle Agency DVA.The car and motorcycle theory test lasts 57 minutes and involves answering 50 multiplechoice questions about a wide range of ‘driving topics’ such as car or bike mechanics the Highway Code and driving law. 43 of the 50 questions must be answered correctly in order to pass. For lorries and buses 60 questions are asked over a 70 minute period in which 51 out of 60 must be answered correctly to pass.It is immediately followed by a hazard perception test. Having passed these two exams a certificate is issued which can then be used to book the practical driving test within two years of the theory pass. It is necessary to pass all three parts theory hazard perception and practical in order to obtain a driving licence.

The theory test was last revised on the 3rd September 2007 to include 50 questions with a pass mark of 43 instead of the previous 35.

Hazard Perception Test

Examinees watch fourteen oneminute clips filmed from the perspective of a car driver and have to

indicate usually by clicking a mouse button or touching the screen when they observe a developing hazard. All of the clips will include one developing hazard and one will include two such hazards.

The sooner an examinee reacts to a developing hazard the more points are scored from five down to one with no score if the examinee reacts too late. The maximum score possible is 75.For the purposes of the test a developing hazard is defined as something which requires the driver to adjust speed and/or direction. Potential hazards are hazards that no immediate action needs to be taken but are worth observing in case their status changes. Clicking on potential hazards is acceptable but the scoring window only opens if that hazard develops thus examinees have to remember to react if the status of a hazard changes and not just when the potential hazard is first spotted.

The hazard perception test and the theory test are taken together and must both be passed in the

same sitting for the applicant to become lligible to take the practical driving test in order to obtain a full driving licence.

Practical Driving Test

A Practical Driving Test is a test which United Kingdom learner drivers must pass to obtain a

driving licence. Different tests are available for users of different vehicles from car rivers to motorcyclists and HGV drivers. In Great Britain it is administered by the Driving Standards Agency DSA and in Northern Ireland by the Driver amp; Vehicle Agency DVA. It is necessary to have passed a UK Driving Theory Test and a UK Hazard Perception Test before sitting this exam. Passing this test then entitles one to hold a full UK driving licence.

Practical Driving Test Format

The practical test is taken on the road with the examiner directing the candidate around a predetermined but unknown to the candidate route. The examiner marks the candidate for driving

faults commonly called minor faults or minors serious faults and dangerous faults collectively

ferred to as major faults or majors. A candidate will fail the test if he or she accumulates any

major faults or more than fifteen minors. If a candidate acquires several three or more

driving faults in the same category the examiner may consider the fault a recurring and dangerous

habit and mark a serious fault in that category. The test usually lasts 30 to 48 minutes in a

standard test or one hour when the candidate is taking a test after having their licence revoked.

Eyesight Test

Before getting to the car the examiner will ask the candidate to read a car’s number plate at a

distance. The distance required is 20.5 metres for an oldstyle plate A123ABC and 20 metres for a new style plate AB51ABC. If the candidate needs glasses to do this then these must be the ones worn whilst completing the rest of the test. If the candidate fails to read the first number plate correctly then the examiner asks the candidate to read a second number plate. If the candidate cannot correctly read the second number plate then the examiner must use a tape measure to measure the correct distance between the candidate and a third number plate. If the candidate cannot read the third number plate then the candidate is deemed to have failed and the test will not continue.

Show me tell me

Before the candidate is taken out onto the road the examiner asks two basic questions about car

maintenance and safety. These are always phrased in the form Show me… and Tell me…; for

example:

bull;Show me how you would check that the power assisted steering is working before starting a journey.

bull;Open the bonnet identify where you would check the engine oil level and tell me how you would

check that the engine has sufficient oil. A failure to answer one or both of these questions

correctly would result in a minor driving fault being marked against the candidate.

Maneuvers

During the test the examiner will ask the candidate to carry out any TWO manoeuvres from the following list:

Turn in the road

Reverse around a corner to the left or right

Bay park only in test centre car park

Parallel park by the side of the road

The examiner may also optionally ask the candidate to carry out an emergency stop exercise.

Maneuvers are selected at random by the examiner selecting a sheet at the test centre which also

determines the test route and if an emergency stop is done 1 in 3. Candidates taking the test

after having their licence revoked must carry out ALL manoeuvres.

General driving

Usually the time taken in finding an appropriate place for the candidate to carry out the two

manoeuvres and driving to an appropriate stretch of road bearing the national speed limit atisfies

the minimum amount of time required on the test. This naturally involves a certain amount of general town driving during which faults can be gained. If the minimum amount of time has not been satisfied the candidate may be asked to drive around to satisfy it. The candidate will also be asked to pull up on the left of the road and stop before moving off again on a gradient on the flat and behind a parked car.

Feature Of Theory test

1.Driving Theory test questions will increase

2.No. of questions in the exam currently 35 will increase to 50

3.Pass mark will be 43

4.Allotted time to complete test will be 57 min

5.DSA exam fees increase from pound;21.50 pound;28.50

6.No change in HPT.

About the writer:nbsp;nbsp;For More Information Please Visit :

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www.123driving.co.uk
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