Wavelength #44

W

Year 2011, Volume 5, Issue

44

avelength The CENTROFIN Newsletter

Day of the Seafarer, on 25thJune 2011, is a celebration of seafarers across the globe TELL your family and friends about Day of the Seafarer by using your own social media Are you a photographer?

—Why not help us inspire and inform the world by sharing your best shots? We're going to use the best submitted photos across the Day of the Seafarer campaign.

There are three PRIZES for the best three photographs (USD 150 / 100 / 50.

—It's an opportunity to raise awareness of the vital role seafarers play in the world economy, and of career opportunities at sea. It's a chance to address the issues facing the modern day seafarer such as piracy. But most importantly it is an opportunity for us, the world, to say “Thank You Seafarers”

Dear Crew, Your Owners/Managers have taken (and continue to do so) all reasonable and capable countermeasures against Piracy.

During your transit thru / calling at ports of piratical / armed robbery the best form of defence is to ensure that a threat of an attack is detected at an early stage - hence a proper all round lookout by all available means is of vital importance.

The plea of the Indian deck officer Dipendra Singh Rathore gave us all a good lesson.

In most of the incidents as soon as the pirates / armed robbers know that they have been spotted they will abandon the attack.

Your operators are monitoring your voyage with increase alertness during your vessel crossing through pirate invested areas and not only.

Good Bless You and 'Smooth Seas'. Ed. For your further attention / information please read on pg 12 some General Advice from ICC/CCS.

To reach our Seafarers

pg 4

Marine operations pg 6

World migratory bird day pg 8 - 9

Safety First! pg 10

InstructionsMan overboard pg 14

Insulation mats should be put back in place upon completion of cleaning the room / area, in order to avoid possible electrocution.

(Continued from W42 – Part 2)

Please circulate copies of this Bulletin to the CREW.

Best Practices & Lessons Learnt

By Captain P. Kumar

TO THE MASTER:

pg 2

Apart from extensive shore-workshops they have also provided your vessel with the relevant written instructions and functional, effective and easy to use anti-boarding equipment.

Best Practices & Lessons Learnt During cargo operations, all doors, openings and ventilations should to be closed, so as to avoid toxic fumes or vapor concentrations entering the accommodation. Furthermore, non-assigned doors should not be used during such operations.

The detailed instructions included in the FIM must be followed at all times. Should never stand on the leeside of the Mast riser.

Crew members should make sure that they carry portable H2S detector or be in the company of another crew member carrying relevant equipment. Prior assuming task crew involved should check the battery charge of H2S detector and carry out an atmosphere check.

In this issue

Safe working practices and accident/incident review

When using the elevator the maximum weight should not be exceeded. Further, vessel's elevator should not be used during heavy weather.

Openings on deck and E/R should never be left unattended. Protection covers, railings and safety signs should be in place, so as to prevent serious injuries.

Securing the vessel after comple-tion of works on deck is of vital importance, regardless of the weather conditions.

When various barges / supply / service boats are alongside the vessel, constant supervision and vigilance is necessary and the Master of service boat should be informed to switch off their radar. Such precautions will assist in the prevention of exposure to the radiation emitted.

All kitchen utensils (especially knives, plates, glasses etc) and other equipment should be properly stowed and secured after use, especially when vessel rolling, so as to avoid injuries, or even damage to the ship. Kitchen utensils should be used with caution and hot plates should be switched off immediately after use. While vessel rolling, hot plate safe guards should be used, in order to avoid injuries. Galley equipment should be regularly inspected and properly maintained, since pitching and rolling of vessel may cause screw bolts to become loose.

cont..p2

Best Practices & Lessons Learnt from..p1

Best Practices & Lesson Air wilden pumps must be properly earthed prior use, in order to avoid fire or explosion.

In heavy weather, galley crew should be extra cautious while working near hot plates and use protective railings while cooking. In addition, pots should not be overfilled during rough seas.

Anyone entering the meat chamber, must be familiar with darkness, with the inside release mechanism of the door and with the location of the alarm button. Galley crew should inform C/Cook and wear protective clothing prior entering areas in which the temperature is very low (e.g. refrigerator / meat chamber).

Garbage drums on poop deck should be kept covered and secured.

Smoking is strictly prohibited anywhere onboard, except in the designated areas. Smoking in unauthorized areas may lead to fire incident and even loss of life. It goes without saying that crew members should be careful when tossing their cigarettes. Such actions may initiate probationary measures and should never be repeated. Gangway watch must search visitors for portable lighters and confiscate them prior boarding. The use of safety matches is permitted in the designated areas, in order to prevent fire incident.

All provisions stowed in provision stores and refrigerators should be regularly inspected and if found rotten or unsuitable, to be disposed of immediately. Galley crew should thoroughly inspect food prior cooking.

All access points securing arrangements should be regularly inspected during daily rounds and properly secured, in order to avoid injuries or falls.

When using crane to lift cargo hoses crew involved should maintain safety positions. Good communication and co-operation should be established between the crane operator, deck crew involved and shore personnel in order to ensure safety of operation.

The maximum safe loading of gangways (in both the numbers of persons and total weight) should not be exceeded at any time.

During anchoring, designated person to operate the windlass should wear proper face shield, in order to protect their eyes against rust particles.

All steam pipes, exhaust pipes and fittings which by their location and temperature present a health hazard. Crew working near steam lines should take all the necessary safety precautions and wear proper P.P.E., in order to avoid getting burns. Engine crew should be familiar with the location from where the steam lines are passing, in order to avoid contact.

Crew should take all the necessary safety precautions, while operating pneumatic tools during maintenance works.

Relevant crew should be made aware of the importance of first closing the deck main valve and then releasing the line content air pressure by operating the pneumatic machine end, which will release any pressure safely. Crew members using hydraulic / pneumatic / high pressure tools or systems should have received adequate training and be competent to use such equipment.

Prior removal, safety goggles should be checked for particles, in order to avoid eye irritation.

Gangways and other access equipment should not be rigged on ships' rails unless the rail has been reinforced for that purpose.

Fire / Explosion / Electrical Appliances Mobile phones (and nonintrinsically safe devices in general) should not be used on deck. In case such a practice is followed by visitors, (including Terminal or Port Authority representatives) and / or contractors, the Chief Officer must be notified immediately and the user instructed to stop using and switch off his/her telephone. Relevant warning signs must be posted guiding the visitors accordingly and relevant instructions in FIM should be followed.

Oily rugs should never be left around unattended - since there is the danger of spontaneous combustion and should be properly and promptly disposed of.

Relevant bins in E/R should be covered at all times.

All electrical appliances onboard, including cables and wiring, should be regularly inspected and properly maintained by the Elec. Engineer. All loose wires and faulty connections must be rectified / replaced. Crew members should avoid using electrical sockets for multiple connections, extension wires and octopus connections, since circuits could overload, destroy insulation and result to fire incident. Electrical appliances should be rather connected to permanent connections, wherever possible.

All appliances should be used according to manufacturers' instructions by both crew and visitors. Relevant notices should be posted regarding safety instructions, as necessary.

Electrical appliances should not be left unattended. They should be either switched off and/or unplugged immediately after use, so as to avoid fire hazard. Water pots should not be left without water, while still switched on.

Crew should realize the dangers related to electrical receptacles in laundry room.

Frequent and regular inspections in the laundry, with thorough checking of all electrical equipment and apparatus, are necessary to ensure the standard of maintenance. Crew is advised prior using the dryer, to check the filters for cloth fibers, in order to avoid fire hazard.

Pollution / Spill on Deck / Environment Handling and storage of garbage can present health and safety hazards to crew and vessel.

Garbage segregation, storage and disposal requirements should be strictly followed, in accordance with the Garbage Management Plan and MARPOL. Galley crew should be reminded that fruit peelings, food leftovers and rugs must be properly disposed of, since galley drain pipes may be easily clogged. Food waste should not be mixed with other types of garbage.

All drums containing paints, thinners or chemicals should be properly covered / secured after use and stowed away immediately, so as to avoid any spills on deck or fire incidents.

pg 3

ns Learnt Life Saving Equipment / Fire Fighting Equipment

well maintained and checked, as per relevant instructions / manuals.

During paint works, crew should cover safety equipment lying nearby, in order to prevent them from being tainted. If tainted / all markings should be re-painted immediately.

regularly inspected (as per company's instructions, SOLAS requirements, LSA, FFE) and defective items should be reported for immediate repair or replacement.

When warning stickers / safety signs are detached / worn out / painted over, safety officer should be notified for immediate replacement, so as to avoid confusion.

free of any obstructions and accessible at all times, ready to be used in emergency situations.

During paint works in ER or Deck, crew should cover safety equipment lying nearby, in order to prevent them from being tainted.

All safety equipment must be :

properly secured after drills or lowering lifeboats.

properly restored after maintenance, as per manufacturer's instructions.

Prior entering enclosed spaces all communication devices should be checked thoroughly and the watchman at the opening should be in contact with relevant crew throughout the job. Atmospheric checks should be conducted and ventilation system should be adequately mounted and running until completion of works. P.P.E. and safety flashlights should be used and breathing apparatus, lifelines and safety harness should be standing by at the entry.

Whenever a job requires fire alarm control to be isolated, crew involved should inform O.O.W. upon completion of the job.

Other Crew cabins should be kept clean and tidy.

While at sea and especially when it is expected to encounter heavy weather, all natural ventilations and watertight doors, (especially in forecastle) must be secured and regularly inspected, in order to avoid flooding. Pins of all skylights should be properly secured. Gaskets, hinges, sealing surfaces and securing mechanisms are regularly inspected and properly maintained.

Emergency escape routes onboard (emergency exits, access doors and other passage ways) should be left unobstructed at all times and properly lit, in order to be used in emergency situations.

Enough reflective stickers, marking the way to emergency exits must be posted, in order to provide crew safe access.

She noted that women customarily walked five paces behind their husbands.

She recently returned to Kabul and observed that women still walk behind their husbands.

Despite the overthrow of the oppressive Taliban regime, the women now seemed happy to maintain the old custom.

The woman looked Ms Walters straight in the eyes, and without hesitation said, “Land mines.”

[Source: Niels Kim Balling]

Emergency equipment (i.e. portable flashlights, helicopter equipment and tool box, tools in lifeboats and fire boxes, first aid sealed kits, safety and rescue harness) must be ready to use only in emergency situations. If used or misplaced, they should be returned to proper position.

Prior inspecting / testing of fire alarm function panel, the O.O.W. should make an announcement via public addresser. Automatic closing of fire doors could result to personnel injury.

Television journalist Barbara Walters, of the programme 20/20, did a story on gender roles in Kabul, Afghanistan several years before the Afghan conflict.

Ms Walters approached one of the Afghani women and asked, 'Why do you now seem happy with an old custom that you once tried so desperately to change?'

Ship's emergency equipment, life saving appliances and fire fighting equipment, must be in excellent condition. Safety equipment should be properly restored after maintenance, as per manufacturer's instructions.

Nothing other than fire fighting equipment should be stored inside fireman outfit lockers, so as to be used in case of an emergency.

PPE should be stored in dressing room.

Women Who Know Their Place

Enclosed Spaces / Accommodation / Store Rooms No crew member should enter any enclosed space, without permission by the Chief Officer or Duty Officer. Such permission will not be issued unless the proper entry permit procedures have been fulfilled and a relevant Risk Assessment has been carried out as required in procedure P22.

Same stands even while vessel is at shipyard / dry dock. Even when cargo tanks are considered to be gas free, relevant permit must be issued and atmospheric checks must be conducted at regular intervals.

Crew should preserve all ship's resources and supplies, since they are (de facto) limited. For instance, during deck washing, fresh water should not be left running on deck.

For chipping jobs near windows it is better to use the hand chipping method (instead of air chipping hammer), wear P.P.E. and make sure that noone is passing or working in the area.

All tools and other equipment should be properly secured after use. Specifically, walkie talkies should be put in their carrying cases and not in crew members' pockets, in order to avoid damage of equipment.

As the time goes by Three retirees, each with a hearing loss, were playing golf one fine March day.

One remarked to the other, 'Windy, isn't it?'

'No,' the second man replied, 'it's Thursday.'

And the third man chimed in, 'So am I. Let's have a beer.’

(Compliments 'The Maritime Advocate on Line)

' N o r t h e r n Rockhopper' penguins and other birds, the sub-Antarctic furseals, the fisheries and the marine life in general.

Marine operations Circular Letter Grounding Incident – Bridge Team Management The consequences of not complying with the correct navigational procedures, during an ocean passage, are of very grave and serious nature and could result to loss of life and property, to injuries and to an environmental disaster of unthinkable financial liability.

The accident is under investigation by the flag state authority; however, the initial information obtained, from various sources, sheds some light to the cause of it.

The vessel after sailing out of Santos was navigating the open South Atlantic Ocean towards the Cape of Good Hope using plotting sheets. It has been established that proper navigation procedures in line with the BPG & the BTM guidelines, as issued by the owners, were not followed.

complete “Bridge Situation Awareness”, the watchkeepers' duties and of their absolute obligation to following up the sound navigational procedures as per the industry's best practices, publications, and company's NOM. Passage plans should be carefully checked and approved by the master; the vessel's planned track should be scrutinised carefully – checked & rechecked for avoidance of 'one-man's-error'.

Kindly discuss aforementioned issue of Safe Navigation with your Bridge Team.

Please confirm receipt and execution of this letter and have it inserted in Master's File Nr 31.

With kind regards & Smooth seas, Captain Alexandros Stellatos Marine Operations Manager (Oiled Northern Rockhopper Penguins)

The recently occurred accidental below, in the mid of the South Atlantic Ocean, speaks for its self.

The vessel, a loaded panamax bulk carrier, while en route from Santos Brazil to a South East Asia port ran aground on the Nightingale Island in the 'Tristan da Cunha Islands' chain, about 1,550 nautical miles off the South African coast (Cape Town). The vessel sustained structural damage in way of a number of ballast tanks and the damage eventually progressed into a complete structural failure.

The vessel broke up and sank spilling into the sea some 1,500 tons of heavy fuel sparking fears of a major environmental disaster to the islands' World Heritage Site & Tristan Conservation Department which are caring for the wildlife of

Proper passage planning was not carried out and the vessel's track was not carefully checked so as to ensure safe and away of outlying dangers voyage. The bridge watchkeepers were not transferring the regular positions from the plotting sheets on to the small scale Admiralty charts.

Further more they were not consulting the BA chart(s) to make certain where the vessel's position was, at any time, with respect to the land, and the various outlying dangers, shallow depths, shoals, reefs etc. These dangers were plotted neither on the BA charts nor were shown on the plotting sheet.

Blind navigation, without taking consideration of even the Tristan da Cunha formation of islands - and especially the Nightingale Island near to which the vessel's course was scheduled to pass.

The Nightingale Island is a remote island of the Tristan da Chuha chain and has neither a navigational mark nor a lighthouse for the dark hours. Its habitants call themselves as the 'world's most isolated community'.

The watchkeepers did not maintain an effective radar watch and had no situation awareness, especially during the no light hours.

We take this opportunity to stress again the need and importance of

Humour Thoughts for a High Stress Day

1. You - Off my planet.

2. Not the brightest crayon in the box now, are we?

3. Well, this day was a total waste of makeup.

4. Errors have been made.

Others will be blamed.

5. 'm not crazy; I've just been in a very bad mood for 40 years.

6. Allow me to introduce my selves.

7. Sarcasm is just one more service we offer.

8. Whatever kind of look you were going for, you missed.

9. I'm just working here until a good fast-food job opens up.

10. I'm trying to imagine you with a personality.

11. Stress is when you wake up screaming and you realize you weren't asleep.

Value judgements The scientific endeavour needs to deliver public value, not just research papers.

"

To all our friends &...enemies, in land & abroad.

One should be brought up to be: civil to all; sociable to many; familiar with few; friendly to one; and enemy to none.

Have we learned from our mistakes?

It's up to us - Hellenes to prove it or else...with 'The Power of Truth'. http://www.youtube.com/ watch?v=ppJW01LeRrk& feature=share Nicholas A. Earth aka NAI

"

The concept of a return on research investment has acquired a sharper edge since the global financial slump began. But an assessment of those returns should include more than knowledge for its own sake and economic growth — as highlighted by a timely series of articles in the latest issue of the journal Minerva.

Under the intellectual and editorial leadership of the policy scientists Barry Bozeman of the University of Georgia in Athens and Daniel Sarewitz of Arizona State University in Tempe, the journal presents case studies that analyse a broader way to measure returns on investment: public values.

These public values include not only the commonly discussed knowledge and economic criteria, but also information useful to decision-makers, participation in agenda-setting by stakeholders and communication to the public in general. In fields as diverse as hurricane research and nanomedicine, the contributors demonstrate

pg 5

:) 12. I can't remember if I'm the good twin or the evil one.

13. How many times do I have to flush before you go away?

14. I just want revenge. Is that so wrong?

15. Can I trade this job for what's behind door #2?

16. Nice perfume. Must you marinate in it?

17. Chaos, panic, and disorder -- my work here is done.

18. Earth is full. Go home.

19. Is it time for your medication or mine?

20. How do I set a laser printer to stun?

21. I'm not tense, just terribly, terribly alert.

(Compliments 'The Maritime Advocate on Line' --Source: Paul Dixon's Joke-of-the-Day)

how initial ambitions to target these values get lost as projects unfold.

Too often, the pull of the heavyweight 'science for its own sake' and economic agendas crushes wider intentions.

Policy-makers, funders and scientists should take note. For example, a paper by Ryan Meyer, also a policy scientist at Arizona State University, focuses on the failure of the US government's Global Change Research Program to deliver broad public value (Minerva 49, 47–70; 2011). Basing his studies on public statements and private interviews with researchers and political decisionmakers, Meyer says that US climate programmes have in the past two decades benefited from public investment of more than US$30 billion, but have largely failed to produce information and participation in the forms that policy-makers and the public wanted. The notion that society considers any advance in knowledge to be inherently good — even if the science fails to meet the objectives and priorities it was meant to address — cannot be sustained, says Meyer.

Coincidentally, at a workshop last week in Hamburg, Germany, a gathering of climate scientists,

Giant asteroid set to narrowly miss Earth

By Orlando Parfitt | Yahoo! News -Fri, May 6, 2011 A giant asteroid will only just miss earth later this year, according to NASA. The huge rock, dubbed YU55, will pass within 201,700 miles of our planet in November.

If it crashes into earth the impact would be equivalent to 65,000 atomic bombs, while the crater would be six miles wide and 2,000 ft deep.

It will be closer to us than the moon, which is on average 238,855 miles away and will be visible through a small telescope.

The best times to view it will be between 23:28 on 8 November and 07:13 on 9 November (UK time).

According to NASA spokesman Dave Yeomans, there is no chance YU55 will crash into earth… for the time being.

He said in statement: “YU55 poses no threat of an Earth collision over, at the very least, the next 100 years.”

He added: “During its closest approach, its gravitational effect on the Earth will be so minuscule as to be immeasurable. It will not affect the tides or anything else.”

The asteroid, which weighs 55 million tons and is 1,300ft wide, will be the largest ever object to get so close to our planet. It orbits the sun every 14 months.

Nonetheless, it has been officially labelled a 'potentially hazardous object' by the space agency.

[Related story: NASA probe shows Einstein theory was correct]

YU55 was discovered by Robert McMillan, head of the NASAfunded Spacewatch Program at

policy experts and philosophers of 'post-normal science' articulated a similar perspective. Science becomes 'post-normal' when facts are uncertain, stakes high, values in dispute and decisions urgent; in such cases, societal needs must be taken into account to avoid costly mistakes. Climate research certainly fulfils this definition. But, according to the workshop participants, most climate researchers continue to act as if purely scientific values are, and will always be, adequate to set the agenda.

knowledge that they expect publicly funded researchers to produce, and in assuring the quality and relevance of what is delivered.

“The notion that society considers any advance in knowledge to be inherently good cannot be sustained."

Instead, researchers and, especially, their funders must embrace the idea that public and stakeholder participation can help to define research priorities. And they must do more to track and communicate all outcomes. Policymakers need to ensure that those with direct needs for climaterelated information — businesses, regional planners, government departments — have a greater say in the kind of services and

The agenda here is to broaden rather than restrict climate research: to ensure that, alongside studies driven by the priorities of creative scientific imaginations, research also enhances public confidence in society's use of science. A fuller consideration of these issues will also maximize science's public value, in the form of successful collaboration across disciplinary boundaries, delivery of information useful to stakeholders, and transparency and well targeted communication.

Grant-giving agencies need to take a fresh look at how to address these issues. Lay representation in decision-making, as has already been tried on a limited scale at the US National Institutes of Health, is one way to increase public involvement. Previous exercises in engagement on nanotechnology have led to positive, albeit restricted, outcomes (see Nature 448, 1–2; 2007).

But the problem goes deeper than public engagement. The Global Change Research Program has involved stakeholders at various stages, but, says Meyer, "it is not

the University of Arizona in 2005, but it's not the only 'near-earth object' they are monitoring.

NASA are also keeping tabs on WN5, an asteroid that will pass the planet in 2028, and '99942 Apophis', a celestial body measuring 1,200 ft which could zoom past us on April 13 2036.

They also believe an even bigger asteroid has a one-in-a-thousand chance of colliding with earth in 2182

clear that the US currently has the institutional capacity to achieve the public values promised about climate science". If that is indeed the issue then, given the sheer scale and breadth of US capacity in these topics, one has to wonder whether anyone will be able to achieve what these authors are seeking.

As is often the case, policy researchers are good at identifying problems but slower to reveal how to improve matters. To his credit, Meyer offers some practical ways for the programme to improve the leverage of, and incentives for, a broader participation in delivering public value.

More importantly, these studies highlight a significant deficit in current typical appraisals of science and technology outcomes.

They should serve as cautionary tales about the danger of scientists' inter ests, deliberately or otherwise, becoming too dominant in determining outcomes. And they introduce ways to assess failures in social returns on investment that, one can only hope, will help to improve science's public value.

World migratory bird day may 14/15 2011 The Theme for 2011 “Land Use Changes The Human Hand from a Bird's-Eye View” A Unique Perspective on the World's Changing Environments Imagine the unique perspective migrating birds have of the Earth.

Each year they fly thousands of kilometres across entire continents covering the vast expanse of the planet, its many different climates and landscapes.

This unrivalled view also enables them to notice the dramatic changes which are currently threatening many of our planet's ecosystems. Each year more and more of the sites migratory birds depend on during their journeys disappear. As these ecosystems change, there is no guarantee that the habitats migratory birds need along their migration path, will be there the next time they return.

Looking at the world's changing landscapes from a "bird's eye view" is a valuable perspective and can help reveal humankind's dramatic impact on the global environment.

The majority of these changes are caused by human use of land and have a direct impact on migratory bird populations, which are particularly sensitive to any interference to the sites they use throughout their migratory cycle.

Through their dependence on many habitats along their migrations, birds often feel the e ff e c t s o f t h e s e c h a n g i n g environments first before many other animal species, making them key indicators for the health of our environment. By focussing on "Land use changes from a bird's eye view" World Migratory Bird Day 2011 aims to highlight the negative effects human activity is having on migratory birds and our global environment.

Harmful Changes to Migratory Bird Habitat Are Likely the Result of Human Land Use Human land use is the greatest threat to migratory birds because it profoundly contributes to the loss of migratory bird habitat.

Consequently it is the overwhelming reason for the declining populations and extinctions of migratory birds.

Of all the threats to migratory birds, the “Human Hand” effect on the Earth's natural environments is the greatest. The Human Hand, or the way humans change and use the natural world for their needs, is the greatest threat to migratory birds because it directly changes, degrades, fragments or removes the habitats migratory birds need to survive.

It is undeniable that the world looks drastically different from how it did even one century ago and that this transformation is the result of human activity.These changes are the direct result of human use of land, as humanity must necessarily change and use natural environments, such as forests, wetlands and grasslands, to sustain its need for food and shelter. But the rate and global scale by which humans now change natural environments risks altering them too much, to the point where it is no longer sustainable.

Migratory birds are a good indicator of how humans interact with and use the natural environments around them.

Migrating birds connect all of the continents and oceans of the world, and protecting these birds, by protecting their habitats can also benefit other plant and animal species.

Furthermore, protecting migratory birds and the habitats they need to survive can also help ensure that the natural world will continue to provide for future human generations.

Different Land Uses and Migratory Birds Certain Land Uses are More Damaging than Others Certain land use changes have a particularly profound impact on migratory bird populations, as they are extremely damaging to the birds' critical habitats.

For example, urbanization and intensive agriculture can fragment and replace complex networks of habitats needed by the birds.

Deforestation and mineral extraction can damage entire regions used along the birds' annual migration paths. In addition, land reclamation and biofuel production remove or degrade crucial wetlands and other habitats for many migratory bird species.

While human survival depends on these transformations of natural areas, a sustainable use of land is vital to reduce the impacts on our natural resources, such as water, soil, nutrients, plants and animals – including migratory birds.

Deforestation Deforestation removes, degrades and fragments large areas of habitat crucial to the survival of many migratory bird species.

These forests, such as the Amazon in South America, are important habitats where some migratory birds stay when it is too cold at northern and southern breeding grounds.

The loss of wintering habitats is thought to greatly contribute to the continuing decline of migratory birds that migrate to tropical forests.

Urbanization The consistent growth of cities and urban networks can disrupt the intricate chain of habitats birds need to complete their migrations.

The steady expansion of cities and increasing urban development often leads to the destruction or replacement of

pg 7 productive natural habitats which migratory birds use as resting, feeding and breeding areas during their migration. Dense regions of urban development such as in Europe have resulted in the loss of many of these connecting habitats, making migration for birds increasingly difficult.

habitat, (sometimes even eradicating entire mountains and lakes); some extraction processes can use and pollute limited water supplies from local wetlands. These pollutants affect food webs and productivity, damaging the natural environment's ability to support migrating birds.

Global sea levels to rise by 35 to 63 inches due to Arctic ice melting Land Reclamation Land reclamation often entails filling in critical bird areas such as wetlands and estuaries for the extension of cities and agricultural lands. Yet these wetlands are biologically extremely productive habitats, which often support millions of birds a year. Despite the relatively small size of these areas, the loss of these important habitats can have dramatic affects on many migrating bird species at once.

Intensive Agriculture Intensive agriculture differs from other types of agriculture because of its magnitude and use of chemicals and pesticides.

Large-scale intensive agriculture creates vast regions of featureless landscapes, replacing water sources and diverse food webs with crop monocultures.

These monocultures break up and fragment habitats used by migrating birds, making it increasingly difficult to complete migration through vast areas of intensive agricultural regions.

Arctic temperatures in the past six years were the highest since 1880 04.05.2011 A new assessment of climate change in the Arctic shows the region's ice and snow are melting faster than previously thought and sharply raises projections of global sea level rise this century.

The report by the international Arctic Monitoring and Assessment Program, or AMAP, is one of the most comprehensive updates on climate change in the Arctic, and builds on a similar assessment in 2005.

The full report will be delivered to foreign ministers of the eight Arctic nations next week, but an executive summary including the key findings was obtained by The Associated Press on Tuesday.

Mineral Extraction Mineral extraction can harm the sensitive ecosystems migrating birds depend on through damaging habitat and pollution.

Not only do mines often physically remove large areas of Permission To Come Aboard !

A 30ft Southern Right Whale Towered Above Before Slamming Into S/Y Intrepid Training Yacht.

This Amazing Shot Was Captured From A Nearby Sightseeing Vessel At Hermanus, East of Cape Town, South Africa

Biofuel Production Increasing demand for ecologically friendly fuel has dramatically enlarged bio-fuel production. Yet in regions of water scarcity such as in Africa, many bio-fuel farms are built on biologically rich areas for their abundance of water and nutrients. Migrating birds depend on these â&#x20AC;&#x153;oasesâ&#x20AC;? amongst vast regions of land not productive enough to support them. <http://www.worldmigratorybirdda y.org/2011/index.php?option=com _content&view=article&id=2&Item id=5> http://www.worldmigratorybirdday. org/2011/images/stories/wmbd/20 11/wmbd_2011_poster_highres.jp g

It says that Arctic temperatures in the past six years were the highest since measurements began in 1880, and that feedback mechanisms believed to accelerate warming in the climate system have now started kicking in.

It also shatters some of the forecasts made in 2007 by the U.N.'s expert panel on climate change.

The cover of sea ice on the Arctic Ocean, for example, is shrinking faster than projected by the U.N. panel. The level of summer ice coverage has been at or near record lows every year since 2001, AMAP said, predicting that the Arctic Ocean will be nearly ice free in summer within 30-40 years.

AMAP also said the U.N. panel was too conservative in estimating how much sea levels will rise - one of the most closely watched aspects

of global warming because of the potentially catastrophic impact on coastal cities and island nations.

The melting of Arctic glaciers and ice caps, including Greenland's massive ice sheet, are projected to help raise global sea levels by 35 to 63 inches (90-160 centimetres) by 2100, AMAP said, though it noted that the estimate was highly uncertain.

That's up from a 2007 projection of 7 to 23 inches (19-59 centimetres) by the U.N. panel, which didn't consider the dynamics of ice caps in the Arctic and Antarctica.

"The observed changes in sea ice on the Arctic Ocean, in the mass of the Greenland ice sheet and Arctic ice caps and glaciers over the past 10 years are dramatic and represent an obvious departure from the long-term patterns," AMAP said in the executive summary.

The organization's main function is to advise the nations surrounding the Arctic - the U.S., Canada, R u s s i a , D e n m a r k , N o r w a y, Sweden, Iceland and Finland - on threats to the Arctic environment.

The findings of its report - Snow, Water, Ice and Permafrost in the Arctic - will be discussed by some of the scientists who helped compile it at a conference starting Wednesday in the Danish capital, Copenhagen.

Source: Huffington Post (Compliments Safety4Sea Newsletter)

Safety First !!

Message from the DPA: Studies have proven that when a car alarm goes off, over 95% of all people that hear it do not really believe that a car is being stolen. The most common thought is about the fool that didn't close the window or left the indicator lights on, leading to a false alarm. Nobody does anything in reaction, so as a result the alarm system is no longer considered a car theft deterrent – not even by some insurance companies.

In shipping, we cannot afford to have such a mentality; safety of life and the environment are at risk.

Over the years technology in ship building has evolved with a view of enhancing ship safety. Almost all equipment have built-in safety devices, alarms, trips, etc. Alarms, however, are useless, unless the operators respond properly to them. Whenever an alarm goes off, ALWAYS react as if it is a true alarm and keep in mind the worst possible scenario. Avoid canceling or resetting the alarm routinely, just to get rid of it or because you think that everything is OK. Take the necessary actions, perform your checks, and then reset the alarm.

If it is a false alarm, then no harm is done in reacting correctly – if it is a true alarm, a lot of damage can be done by not taking proper action.

ALWAYS keep alarms and safety devices in good operation and ALWAYS test them as per your planned maintenance plan. NEVER by-pass safety devices, even ones that you consider unreliable or not necessary. The equipment manufacturer has designed these for your safety – a false alarm can (at maximum) cause some inconvenience; a true alarm can save lives. Don't react like the farmers did in the story of the Shepherd Boy and the Wolf…..

You, our officers and seafarers, have the responsibility to transport goods to the world safely. Alarms and safety devices are there to help you in this difficult task – maintain them in good condition and use them properly!!

I wish you safe sailing and smooth seas.

Anthony Lambros / Q&S Manager DPA I welcome your comments, suggestions or feedback on the contents of this column (Safety First!) at q&s@centrofin.gr

Ship preparedness in Heavy Weather Conditions Source: Chevron Bulletin September 2010 The forces applied to vessels in a storm are subject to sudden and unpredictable fluctuations. They result in various violent movements such as rolling, pitching pounding and fast acceleration. Some of the most critical consequences can be: - Losing vessel's stability and capsizing - Seas on deck damaging equipment, entering into spaces and compartments - Extreme stress and dynamic overcharging to hull and piping - Very high accelerating moments causing damage to machinery - Damage to cargo holds/tanks - Steering difficulties They all depend on vessel course and speed, wave characteristics and intensity. Avoiding damage to vessel/cargo or injury to personnel is the most critical responsibility among the officers and crew. Proper preparations of the ship must be conducted with the best knowledge, experience and seamanship.

Judgments of taking risk and conducting for preparations will be expected from the Master.

Some of the precautions that should be taken in stormy weather conditions are: - No one should be opening hatches or manholes on deck, (unless to repair damage) that will jeopardize the ship's safety - No work done outside the accommodation without the master's approval - Any work, other than watch keeping, will be supervised by each department head and will also be responsible for: 1.Condition of assessment of each job 2.Assessment of the safest way to carryout the job 3.Checking the means of protection for personnel that are involved with the task

always taking into account the rough sea conditions and appropriate level of supervision In some cases, in order to provide the highest level of safety for crew members working on deck, it may be required to: - Reduce the ship's speed or alter course to minimize the risk of seas crashing on deck - Provide crew with life vests and lifelines - Be prepared to use emergency life saving devices - Provide close supervision of men working on deck with means of early warning The officer on watch shall immediately inform the Master about changing conditions, deterioration of weather, poor visibility or an incoming storm.

After evaluation of the information, the Master may restrict personnel movement outside of the accommodation. Every officer on watch will stop work if conditions might adversely affect the safety of personnel. It is the duty of every crew member to report to the watch duty officer any damage or loose pieces of equipment.

Another important matter to attend is the securing of the companion way on the outside.

The movement of personnel during severe ship rolling can put their safety at risk.

The following issues should be addressed: - Good housekeeping, tidiness and cleanness of working areas - Walkways, bridges, ladders must be and in good condition - Mats, carpets must be secure and not able to slide around - Walkways must be kept free of any liquids as

much as possible - No obstructions on walkways, all movable objects must secured - There must be no loose bolts or gratings, all pins must be in place of railings - In order to provide the safest possible passage on main deck, walkways msut have all chains or wires put in place - In areas where safe walkways where not designed originally, ropes will be spread out and lashed to strong points - Authorized personnel going out to remote areas can benefit from wearing lifelines / lifejacket / W/T radios For an extended trip it may be impossible to avoid all storms; sometimes the vessel will be able to avoid the actual storm center, but not all the storm seas and swells associated with the system.

The use of long-range forecast and all available weather data to avoid storms is an art that is mastered by a thorough understanding of both navigation and meteorology.

- pg 9 Safety Bulletin 11-03

TRUST (Ten Really Useful Safety Tips)

NAVIGATION IN HEAVY WEATHER OR IN TROPICAL STORM AREAS Inform the Master, engine room and crew of the weather conditions Secure all movable objects above and below decks, particularly in the engine room, galley and strorerooms Secure the ship's accommodation and have all ports and deadlights closed Secure all weather deck openings Adjust speed and course as necessary Warn the crew to avoid upper deck areas made dangerous by the weather Rig lines/hand ropes where necessary Monitor weather reports Make frequent barometer reading Transmit weather reports to the appropriate authorities or, in the case of tropical storms, danger messages in accordance with SOLAS

If a vessel is behind in an area where the presence or development of a storm is likely, frequent barometer reading should be made and corrected. If the barometer should fall 5 hPa below normal or if the wind should increase to force 6 when the barometer has fallen at least 3 hPa, there is a little doubt that a storm is in the vicinity.

Should it be certain, however, that the vessel is behind the storm or even in then navigable semicircle it will be evidently sufficient to alter course away from the center keeping in mind the tendency of tropical storms to recurve towards N and NE in the northern hemisphere, and towards S and SE in the southern hemisphere.

The International Convention for the Safety of Life at Seas SOLAS, 1974 requires that when a ship suspects the existence of or is in the vicinity of a tropical storm, the master must communicate the information by all means at his disposal to ship in the vicinity and to the nearest coast station or signal station with which he can communicate. A report is similarly required if ships should encounter winds of force 10 or above of which no warning has been received.

To conclude, it is always suggested to consult the bridge procedure guide and the relevant CMS instructions (procedures, forms etc.) where are published various checklists to be used in the case of an emergency.

(General Image Only – Not For Any Use)

Case Study: Remote Control Main Engine Failure Vessel: Dry vessel – applicable to all vessels Source: Company's records Prepared by: Capt. Alexandros Stellatos A company vessel, while proceeding to berth at Port Hedland, the main engine was operating on "Half Astern". When the pilot ordered "Stop Engine", the engine failed to stop. Immediate action was taken by the Master who stopped the engines by activating the "Emergency Stop" button. The control of the main engines was immediately switched from 'Bridge-control' over to 'Engine-control' room position, manoeuvring was resumed and the vessel berthed alongside safely.

Root cause: An investigation by the Chief Engineer and the Superintendent -sailing with the vessel -- revealed that a Fuel linkage had got stuck.

Corrective action: During the vessel's stay alongside at Port Hedland, maintenance was carried out; all fuel linkages were inspected, cleaned, greased and ensured ease of movement of linkage/joints. Upon departure from the port, the engines were operated from the Bridge control and tested satisfactorily, as confirmed by the Master. The Vessel's engines are now on "Bridge Control" mode as reported by the Chief Engineer, and normal operation is continuing uneventfully.

Preventive action: The company's Technical department has included in the Danaos Computerized Planned Maintenance system, the inspection & maintenance of Main Engine Fuel Linkage, applicable to all fleet vessels.

Furthermore the entire manoeuvring system (Remote Bridge & Engine control plus Emergency control) will be inspected & overhauled by maker's service technician during the forthcoming dry dock repairs. Finally, in line with our predefined procedure for Accidents / Incident / Near Misses, the details and findings of this incident will be circulated to all fleet vessels via the relevant incident reports.

himself. Written proof of such a law was never provided but I had to apologise to him to avoid being denied entry into the port.

The rule that a pilot is only an adviser to the captain, who is always responsible, overall, does not seem to apply to this particular port and country.

Miscommunication Causes Near Grounding

Source: Mars/Nautical Institute

Grounded on the breakwater 02.05.2011

The ship is fitted with a Becker rudder and with the engine going half ahead, the ship started to turn very rapidly to starboard, heeling appreciably to port. Seeing the rapid turn, the pilot ordered amidships rudder and then ordered the helmsman to steady the head.

By this time, the ship was heading directly towards and closing with the breakwater. I took over the con from the pilot and ordered hard-aport and full ahead on the engine, with the bow thruster full to port to correct the heading. The pilot was very upset by my actions and started arguing with me, accusing me of ignorance.

As the ship began to turn to port and away from the breakwater, the pilot told me that he did not want to pilot my vessel inwards and we turned around to seaward.

Abruptly, the pilot left the bridge, instructing me to keep clear of the following inbound vessel and told me that I would have to tender a formal apology to him if I wanted my ship to get into port.

He insisted that under local regulations, the pilot has supreme authority and that the Master is not allowed to take any actions by

1. Immediately upon notification that some one has fallen overboard or is missing the international signal for man overboard will be sounded on the ships whistle: three blasts (the letter O in the international Morse code) and a vertically fired flare will be launched. A radio message will also be transmitted on area and international frequencies.

2. If you are in sight, the ship will return to your position by the most expeditious means. This may mean simply turning around and coming to you, or if you are not in sight or it is dark or foggy, by using a Williamson Turn to retrace the ship's track and then start a search for you.

Recently, our container ship almost grounded on the breakwater when entering port.

The pilot boarded the ship near the breakwater and requested the present engine status and speed.

He was advised that the engine was on slow ahead and the ship's speed was about 5.2 knots.

Simultaneously, he was turning the ship to starboard by intermittently applying 10 degrees starboard rudder, which made the ship turn very slowly. The pilot then ordered half ahead on the engine. After passing the last channel buoy before the breakwater entrance at very close range, the pilot ordered hard-a-starboard.

INSTRUCTIONS - IF YOU SHOULD FALL OVERBOARD.

3. Do not panic or try to swim to the ship. Use your shirt, coat or pants to make a flotation pillow.

InstructionsMan overboard Guidelines if you should fall overboard 02.05.2011 Some years ago in a now defunct navy journal an article was written about what people think when they fall overboard. Several predominant factors were recognised: (1) Do they know I am overboard?

(2) What are they doing?

(3) How can I help my rescue?

After some study and research the following was gleaned: a. Most victims that fall overboard and are not recovered is because their location is not known. b. Some recovered bodies showed signs of exhaustion rather than drowning. c. R e c o v e r e d v i c t i m s t h a t remained afloat, conserved energy and remained in a position near the wake were recovered soonest.

It was determined that if the person falling overboard had knowledge of the search and rescue procedures, this could increase the victim's chances of recovery.

Therefore the following was developed:

4. WHEN THE SHIP ARRIVES AT THE START SEARCH POSITION IT WILL BLOW TWO VERY LONG WHISTLE BLASTS AND LAUNCH A SMOKE FLOAT. The ship will then commence a search for you and will return to that smoke float every 15 minutes and sound a very long blast, and then resume searching.

5. You should swim towards the Start Search Point regardless of what the ship does. Do not swim after the ship.

6. Following these instructions will greatly improve your chances of recovery and can expedite the search.

7. If you need any further clarification ask questions now.

8. The Company instructions should be followed (position of look-outs, launching lifeboat, maintain silence on decks etc etc) Source: GCaptain (Compliments Safety4Sea Newsletter)

AIS reliance may lead to complacency Warning for negligence of first principles 04.05.2011 / NAI It is a sad fact that virtually every new advance in navigation has brought with it a number of accidents which have been contributed to by inappropriate use of the new equipment, usually because of the neglect of first principles.

The term "radar assisted collision" became well-known in the early days of commercial radar and in more recent years, the facility of inter-ship VHF, automated radar plotting aids and sophisticated integrated navigation systems involving computers have all contributed to expensive mistakes, often because of either complacency or inadequate training in the new equipment, which have permitted bad habits to form!

The emergence of the Automated Identification System is, without doubt, a great advance, but here too, there is some evidence that its availability to provide useful

United Nations Atlas of the Oceans Sustainable Development Maintained by FAO-FI

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Sustainable development is development that meets the needs of the present without compromising the ability of future

pg 11

information on the "other ship" can, like other equipment, lead to complacency. It is also a fact that while it may be a mandatory fixture aboard larger vessels, there are many small leisure and fishing craft which are not so fitted.

A fatal accident in the North Sea last year, recently the subject of a report by the UK Marine Accident Investigation Branch, provides a

salutary warning on the over reliance on AIS as a primary source of information on the conduct of other ships.

In this incident, a large ferry ran down a small fishing boat, causing the death of one of the fishermen. And while the fishing skipper had contributed to the accident by failing to keep an adequate lookout, working on deck with the lost hand as the two ships approached, the failure of the ferry bridge team raised the concern about the use of AIS.

using the AIS, rather than the ARPA to determine the collision risks of vessels in the vicinity.

There was no plotting of the fishing boat, which had been seen visually, no bearings taken and when the risk of collision was determined and the ferry altered course, it was too close to clear the small craft.

United Nations Development Programme Environment and Energy

The MAIB felt sufficiently concerned about this overreliance on AIS that the report makes it clear that there is a real risk that if there is too great a focus upon this admittedly useful device to the exclusion of the radar, ARPA and visual references, there will be ingrained a sort of mental view that only targets with AIS information attached will be worth interrogating and other targets will be ignored. The fishing boat did not have an AIS fitted and for this reason appeared not to register with the officer of the watch as worthy of his close attention.

Through the earth's water cycle, the planet's freshwater and oceans are inextricably linked.

Ninety-seven percent of the earth's water is in the ocean and the ocean supplies almost all the water that falls on land as rain and snow. Of the small portion that is freshwater, about a third is in groundwater and a mere 0.3% in accessible surface waters.

The accident also underlines a wider malaise that suggests that while modern ships are wellequipped, there is a sort of inherent laziness revealed by the fact that watchkeepers are failing to use the full range of equipment available, checking one source of information against another.

This has been the case in a number of recent groundings, where a watch officer has concentrated upon radar distances or electronic navigational data and failed to verify the position of the ship by other means. In some respect "taking the easiest way" is a very human failing, but can lead to disastrous consequences.

Source: BIMCO, Watchkeeper

While the ferry was modern, fast and well-equipped, the officer of the watch had got into the habit of generations to meet their own needs (Brundtland Commission, 1987). What is sustainable development? Sustainable development is the management and conservation of the natural resource base and the orientation of technological and institutional change in such a manner as to ensure the attainment and continued satisfaction of human needs for present and future generations. Such sustainable development (in agriculture, forestry and fisheries) conserves land, water, plant and animal resources, is environmentally non-degrading, technically

appropriate, economically viable and socially acceptable. (FAO Code of Conduct for Responsible Fisheries, 1995). In order to achieve sustainable development, a balance between environmental integrity, social development and economic development must be found. Fundamental to the concept of sustainable development is the recognition that the global environment that sustains all life on Earth is not an unlimited reservoir of resources to be exploited with abandon by humanity. UN Programmes and Efforts for Sustainable Development

Water and Ocean Governance

Currently, just under 900 million people lack access to safe water and over 2.7 billion lack access to basic sanitation. The 2015 MDG for water is on target to be achieved globally, but with significant regional and national gaps, particularly in Sub-Saharan Africa. The impacts of low access to water and sanitation represent a substantial drag on socioeconomic development in many countries.

Globally, the market value of marine and coastal resources and industries is estimated at $3 trillion per year or about 5% of global GDP, and an estimated 63% of global 'ecosystems services' are provided by marine and coastal systems. As much as 40% of the world oceans are considered as 'heavily affected' by human activities, including pollution, depleted fisheries, loss of coastal habitats such as coral reefs, mangroves and seagrasses, and by aquatic invasive species.

A major outcome of the United Nations Conference on Environment and Development held in Rio de Janiero, 1992, was entitled Agenda 21. This document calls for governments, civil society, the private sector, industry, scientists, educators, communities to embrace the principles of sustainable development and participate in their implementation.

Chapter 17 of Agenda 21 handles the sustainable development of the oceans and coasts.

Furthermore, the United Nations formed the Commission on

Photo: UNDP/F. Gerbe These very close linkages and the tremendous socio-economic benefits provided by the earth's freshwater and marine systems underscore the need to take adaptive, integrated, ecosystembased approaches to the management of freshwater and ocean resources through promoting more effective governance. Through a coordinated portfolio of programmes and projects, UNDP's Water and Oceans Governance Programmes apply such approaches at local, national, global and regional levels: UNDP assists countries to achieve equitable allocation, develop capacities and implement integrated approaches to water resources management through adaptive water governance to reduce poverty and vulnerability, sustain and enhance livelihoods and protect environmental resources.

UNDP promotes and facilitates equitable access to water and sanitation services as a fundamental contribution to enhancing human development.

UNDP works together with government, civil society, private sector and other development partners to bring about the necessary improvements in water governance to scale up water and sanitation services for the poor.

Sustainable Development (CSD) to promote and coordinate sustainable development activities and programs throughout the UN system and among its member states.

UN-Oceans is the interagency coordination mechanism on oceans and coastal issues within the UN System, currently coordinated by the United Nations Development Programme (UNDP).

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Photo title: Agenda 21Photo credit: UNCED

Printed on 2011/05/11 - NAI

pg 12

pg 1

General Advice To Masters Follow company and ship specific procedures

Follow advice in IMO circular MSC.1/Circ.1334 (23 June 2009) In Addition:

Be aware of the sea areas / and ports affected by piracy and armed robbery (the PRC broadcasts regularly to ships in the IOR and AOR regions.

Check Live Piracy Map) Brief crew: Inform them to be

pg 11 UNDP is working in cooperation with many other UN agencies, the Global Environment Facility, international financial institutions, regional fisheries organizations and others to improve oceans management and sustain livelihoods at the local, national, regional and global scales through effective oceans governance.

UNDP plays an operational role in assisting countries to build cross-sectoral capacities and put in place effective and sound policies and institutions to manage and develop water and ocean resources in a sustainable way.

UNDP contributes to the development and widespread delivery of training courses and toolkits through a variety of capacity building programmes covering diverse topics.

Facts and Figures Adaptive Water Governance – the key to sustainable water use Through the earth's water cycle, the planet's freshwater and oceans are inextricably linked. Ninety-seven percent of the earth's water is in the ocean and the ocean supplies almost all the water that falls on land as rain and snow. Of the 3% that is fresh water, two-thirds is frozen, one-third is groundwater and a

vigilant and inform bridge / duty officer of anything suspicious / not normal The attitude “this will not happen to me” should be strongly discouraged Conduct a drill prior to entering a high risk area.

This will ensure emergency communication procedures are tested and contact information is readily available Ensure all crew are fully aware of alarm procedures and muster stations Keeping in mind multi national

mere 0.3% remains as accessible surface water. Of available renewable freshwater resources, about 54% is already appropriated by humanity for various uses – irrigated agriculture (70%), industry (22%) and domestic use (8%), and water withdrawals are projected by 2025 to increase by 50% and 18% in the developing and developed world, respectively. Integrated Water Resources Management (IWRM), which incorporates issues of equity, efficiency and environment, is widely accepted as the path forward towards sustainable use of our precious water resources, but much remains to be done to put IWRM concepts into action.

Water and sanitation – a crisis of governance Currently, just under 900 million people lack access to safe water and over 2.7 billion lack access to basic sanitation.

The 2015 MDG for water is on target to be achieved but with significant regional and national gaps, particularly in SubSaharan Africa. The sanitation MDG is projected to be missed by 13% - or 1 billion people. The socio-economic impacts of low access to water and sanitation are substantial, estimated at annual losses of 6.4%, 5.2% and 7.2% of GDP in India, Ghana and Cambodia, respectively. While there are

crews - all internal communications should be carried out in the working language of the ship Master to adjust ship routines prior to entering high risk area to ensure well rested and additional crew on watch at all times Ensure blind spots and dark areas are lit up (ensure lighting does not hamper safe navigation and lookout duties) Ensure the deck watch work in pairs at all times Ensure rounds on deck are taken at irregular intervals Reporting from deck to bridge at regular intervals (if reporting not done it is the first indication that there is something wrong) Be especially vigilant during watch change over times Keeping in mind watchkeepers on deck access into the accommodation, bridge, steering gear room and

1. Raise Alarm, Muster Crew 2. Increase Speed 3. Commence evasive and use bow wave and stern wash to prevent the small boats approaching close to the ship 4. Identify the mother vessel and move away from it (if there is one) 5. Steam away from land 6. Head into the sea and swell: this makes it more difficult for boats to come alongside

regional/local and long-term concerns with the absolute availability of water resources, the water and sanitation crisis is primarily a crisis of poverty, political will, inequality and power – in short, of profound failures in water governance.

Failures in governance threaten marine and coastal ecosystems Globally, the market value of marine and coastal resources and industries is estimated at $3 trillion per year or about 5% of global GDP; the non-market value of marine ecosystem services (climate, water, nutrients, carbon regulation, etc.) is estimated at $22 trillion/year. Marine and coastal ecosystems face threats from pollution (especially nutrients), overfishing, habitat loss and degradation, invasive species and climate change (ocean acidification, oxygen reduction).

As much as 40% of the world oceans are considered as 'heavily affected' by human activities. As for freshwater, the root causes of much of the overutilization and degradation of marine ecosystems stem primarily from failures in governance of the relevant sectors (fisheries, tourism, shipping, agriculture, etc.) – inadequate policies and legislation, poor enforcement, weak institutions, and insufficient participation of civil society. <http://www.undp.org/water/>

engine room to be secured.

Rig and pressurise fire hoses prior to entry into high risk areas Depending on ship type engine room to be manned Keep security / urgency messages ready to transmit while transiting high-risk areas Keep important telephone numbers ready at hand especially those of CSO, Flag State and PRC Have a designated communications officer (this will ensure the master is able to concentrate and deal with the situation rather than being distracted by communication procedures) If applicable keep emergency checklist ready at hand Test the SSAS as required by manufacturer It is vital that all incidents are reported to the PRC (actual, attempted, suspicious) Masters should evaluate the situation and report the incident as soon as it develops, this will ensure that there is time for assistance to be made available. In the event of attack:

In the event of pirates boarding and gaining control of the bridge it is essential to try to keep calm and follow the instructions of the pirates in order to avoid physical confrontation. The master should at all times endeavour to keep the vessel in command to prevent collision / grounding etc.

Other Procedures Keeping in mind ship speed, freeboard, amount of time vessel will spend in the high risk area the company / master may consider a structured and layered defence to ensure the pirates cannot get access into the accommodation, engine room, and bridge areas.

Some thought should be given to the layered defence structure and the strengths of the ship should be used as the most effective tool in hardening the ship.

M

1. Proper and efficient lookouts to get early warning of threat.

2. Increasing speed and manoeuvring the vessel 3. Communicate and broadcast the attack to the appropriate organisations which will be able to effectively alert authorities and law enforcement for assistance 4. With crew safety in mind - the use of razor wires around the accessible parts of the ship e.g. stern, parallel body, companion ways and other vulnerable parts of the ship 5. Temporary extension on the width of the gunwale / fishplate 6. Trailing mooring ropes / cargo nets which could foul approaching small boat propellers 7. Dunnage, empty 200 ltr oil drums, wooden pallets have been used by masters in the past to aid in preventing successful boarding.

8. Locking down all access points into the accommodation, bridge and engine room.

There are various options available to the ship owner to secure his ship please see below two systems to locate a vessel and secure it PIRATES MUST BE STOPPED FROM TAKING AWAY THE FREEDOM OF THE SEAS Three hundred hard-nosed operators from the world's tanker industry rose to their feet and gave a standing ovation to Dipendra Singh Rathore, after he made an impassioned plea to governments to take action against pirates now roving the high seas.

"If governments do not act, the business of piracy will spread as the money being paid in ransoms is being used to finance the piracy business," declared the 22-yearold former deck cadet, as he recounted his eight months in pirate captivity. "Piracy is not a simple issue and those involved are not as simple as many think.

They are part of a well organised group with a wide information network, and they are on a boom. They have to be stopped" .Dipendra Singh Rathore was the youngest crew member onboard the Marida Marguerite when it was seized May 8, 2010.

For the next eight months he and his fellow crew members were "bashed, hit abused and tortured

1. Secure-Ship This is an effective innovation in the fight against piracy. It is a nonlethal, electrifying fence surrounding the whole ship, which has been specially adapted for maritime use. The fence uses 9,000-volt pulse to deter boarding attempts. An intruder coming in contact with the fence will receive an unpleasant non-lethal shock that will result in the intruder abandoning the attempted boarding. At the same time an alarm will go off, activating floodlights and a very loud siren The owner has the option of a message being relayed directly to the IMB â&#x20AC;&#x201C; PRC. The IMB strongly recommends ship owners to install this device on board their ships. Further details can be obtained at www.securemarine.com 2. ShipLoc There are a number of reliable ship tracking devices available on the market today based upon Inmarsat and other satellite systems. The IMB endorses ShipLoc, an inexpensive satellite tracking system, which allows shipping companies, armed only with a personal computer with Internet access, to monitor the by armed, drug chewing Somalis, though I was only beaten a couple of times, some of the older crew were tortured ".

When his ship was freed December 28, 2010 the young cadet vowed against his family's wishes to return to sea "to show the gangsters they will not win".

"I'm from a dry area of India and grew to love the sea by reading books about it," he told the Intertanko annual event May 11 at the Westin Astir Palace Beach Resort Vouliagmeni, Athens. "The sea is freedom for me, and on that day my freedom was taken away. However, I am now studying and will go back to sea, to help ease my pain," he said.

May 8, 2010 was the second time the cadet's ship had come under pirate attack, but in the first case the ship's captain who had received special training was able to out-run the attackers. "I urge all companies to train their crew in best management practices. It is not difficult and a crew that knows what to do has a far better chance of getting away."

In the meantime, governments must take a tougher stance against pirates. "While the various naval forces are doing a good job, governments must give them the

exact location of their vessels. In addition to anti-hijacking role, ShipLoc facilitates independent and precise location of ships at regular intervals. ShipLoc is fully compliant with the IMO Regulation SOLAS XI-2/6 adopted during the diplomatic conference in December 2002, concerning a Ship Security Alert System. The ship security alert system regulation requires ships of over 500 GT to be equipped with an alarm system in order to reinforce ship security.

The system allows the crew, in case of danger, to activate an alarm button that automatically sends a message to the ship owner and to competent authorities. The message is sent without being able to be detected by someone on-board or by other ships in the vicinity. ShipLoc is contained in a small, discrete waterproof unit, which includes: an Argos transmitter, a GPS receiver, a battery pack in case of main power failure, and a flat antenna. ShipLoc is one of the most reliable systems available today.

For more information, please visit www.shiploc.com

freedom to do a proper job. Navy ships are letting captured pirates go free, it is not right."

Describing Dipendra Singh Rathore as "an inspiration to us all" Col Richard Spencer, chief of staff, EUNavFor agrees naval forces have to be given greater legal licence to carry out their duties.

"Pirates see themselves as businessmen and they are in a pretty good business," said Col Spencer. He said it is a business employing about 3,300 people, including the 20 or so directing it and instructing the 50 or so pirate leaders.

Spencer said the usual model involves five or so "investors putting $10,000 each into a project" which involves buying a skiff and equipping it for an attack operation. The VLCC Samho Dream was "held for eight months and freed after a ransom of $9m was paid, not a bad return on a $50,000 investment", said the NavFor chief of staff.

Piracy and GHG emissions topped the Intertanko event's agenda, with the former generating most heat. â&#x20AC;&#x201C; (Compliments: NEWSFRONT Newsletter)

C.

These could include but by no means are limited to

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pg 13 QUOTATIONS

A good head and a good heart are always a formidable combination.

Nelson Mandela A wise man is superior to any insults which can be put upon him, and the best reply to unseemly behaviour is patience and moderation.

Moliere Adopt the pace of nature: her secret is patience.

Ralph Waldo Emerson Always keep an open mind and a compassionate heart.

Phil Jackson As you walk down the fairway of life you must smell the roses, for you only get to play one round.

Ben Hogan Be happy. It's one way of being wise.

Sidonie Gabrielle Colette Better mad with the rest of the world than wise alone.

Baltasar Gracian By three methods we may learn wisdom: First, by reflection, which is noblest; second, by imitation, which is easiest; and third by experience, which is the bitterest.

Confucius Cleverness is not wisdom.

Euripides Climb the mountains and get their good tidings.

John Muir Common sense in an uncommon degree is what the world calls wisdom.

Samuel Taylor Coleridge Discipline is the bridge between goals and accomplishment.

Jim Rohn Do not go where the path may lead, go instead where there is no path and leave a trail.

Ralph Waldo Emerson The teacher who is indeed wise does not bid you to enter the house of his wisdom but rather leads you to the threshold of your mind.

Khalil Gibran The truest wisdom is a resolute determination.

Napoleon Bonaparte

Safe working practices and accident/ incident review

What about you???

Accidents rarely have a single catastrophic cause.

They start with the little things, the small things.

Is there a culture of safety within your environment?

Are you part of it?

You should be“it could save your life.”

Why knowledge of safety is required ?

SAFETY BRIEF AT HOTEL FIRE -Alarm is a continuous ring – Leave by nearest fire exit – Assembly point – SWIMMING POOL AREA ?

• Smokers – Outside main doors near swimming pool • First-aid – Cenmar team will contact hotel

SAFETY IS MORE THAN JUST A WORD

OBJECTIVE We shall now begin with the following objective in mind NO ACCIDENTS, NO HARM TO PEOPLE No damage to property AND NO DAMAGE TO THE ENVIRONMENT. We all are directly or indirectly related to some of the industries eg.: Transportation: SEA, AIR or ROAD Defence: ARMY, NAVY, BSF, etc.

Public Services: DOCTOR, ENGINEER, ARCHITECT, etc.

Different organisation have different safety requirements and parameters but…

knowledge of safety and concept is universal..

Individual must be aware of the following before attempting to carry out any task involving a potential hazard…

Look around your surroundings and find out the hazards associated in your work area,.

• hazard recognition • risk assessment • risk control

Ask yourself two questions:

Without prior informed about these three factors an individual or a group may even successfully perform a job but,

PREAMBLE • The cornerstone of good safety management is commitment from the top.

• In matters of safety and pollution prevention it is the • commitment, • competence, • attitudes and • motivation of individuals at all levels that determines the end result.

not every time a person wins a jackpot.

Hazard recognition

WHAT IS SAFETY???

Protection from harm or freedom from the occurance or risk of injury,danger or loss.

What are antonyms of safety???

DANGER OR LOSS. EXPOSURE TO RISK VULNERABILITY SAFETY DOES NOT JUST HAPPEN, IT IS A REWARD OF CARE, THOUGHT, GOOD ORGANISATION AND CEASELESS VIGILANCE.

BUT WHY SAFETY???

we all need it. who wants to be a victim. insurance for life. fulfilment of dream. good future. good health.

• pollution/enviornmental damage • mental stress, etc.

1. What is the severity of the hazard?

2. What is the likelihood that the hazard will occur?

Find means to reduce the severity.

Find means to reduce the likelihood.

Your first step for understanding risk

Carry out risk assessment as per procedure manual

What is a hazard?

Hazard means something and can be anything which might cause harm.

The aim is to minimize accidents and incedent By evaluating risk controls

It can be:

fire hazard health hazard electrical hazard toxic chemical hazard noise hazard cold/heat hazard wind/snow hazard other hazards you can think of

Critical activities that involve hazard • working at height • working on/near machinery • working in enclose space/cargo tanks.

• mechanical lifting, etc.

• hot work • mooring operation • loading and discharging operation Consequences involved in various hazards • • • • •

fatal or major personal injury damage to equipment/injury electric shock fire/explosion toxic effects

Congratulations…

You have now carried out the three steps towards safety.

• you have recognised the hazard; • you have carried out risk assessment; • you have found means of risk controls.

Now is the time of judgement Before you begin your work ask yourself a question: After risk controls have been established, is it safe enough to perform and go ahead or is it still unsafe and the task requires more skilled persons and professionals?

pg 15 Accident/incident review since last forum

Consequences of not following the safe working practices and PPE.

often it is seen that on board management takes a lenient view towards adopting safe practices and ppe. there have been several incidents in our company due to above , consequences of which have been from minor to severe. we will discuss some of the incidents ,their consequences and causation analysis.

Incidents related to not wearing PPE index finger of fitter sliced by wire while working in engine workshop. Not wearing gloves.

2nd engineer fore finger cut while inspecting sea water pump. Had to be hospitalized ashore. Not wearing gloves.

A.B. Fell down in engine room while painting and suffered head concussion, hospitalized. Not wearing helmet or not using chin straps.

Fitter injured by boiling water while opening plate cover of atmospheric condenser in engine room . Hospitalized and repatriated. Lack of PPE, supervision and no tool box talk before job.

On signer 3rd engineer fell into water while boarding the vessel from boat at SBM. No injury resulted but could have been catastrophic.

Reason: lack of supervision.

Boat should have been cancelled due to inclement weather.

P/man injured during fitting new cow valve. Reason –lack of supervision.

during working on lathe machine wiper’s right hand with gloves twisted as it was caught by the slow rotating pipe being worked.--ROOT CAISE: wiper was called a job which entails a very different approach from routine work. Considering that the short time frame of his immediate shift from one type of work to another, there was no proper safety briefing. during scheduled maintenance of the boiler nr.1 the electrician stepped on screwdriver and lost his balance. He fell on the boiler’s fitting, thus a bruised a leg and back. First aid was immediately rendered. The injured crew member had trouble breathing at first and stayed in his cabin. After few days following all advices from MEDICO, he recovered well. :- ROOT CAUSE: as described in the photo reconstructing the scene of the accident the electrician had left his tools untidy scattered on his working area. Poor housekeeping and negligence during the task were the root cause identified.

Personal protective gear • nearly 2 million people are expected to receive disabling work related injuries claims every year.

• more than ¼ of these injuries will involve the head eyes hands or feet.

• PPE can prevent many of these injuries.

Eye protection An engineer is working on a machine. His superior officer tells him to wear eye protection. Deep down, the engineer and any experienced worker will know that its only common sense. But, as soon as the officer is out of sight, he takes off the protection, only to be blinded.

Think about your other life. Your family, your friends, other interests.

Supposing you were blinded because you didn’t wear eye protection?

How could you live with that?

Ear protection An earful of sound advice It’s a noisy world we live in today.

Unfortunately, some of that noise may damage you from hearing important sounds tomorrow.

Noise does not have to be uncomfortably loud to be damaging. You may even think your ears are “used to the noise”, but what has probably happened is that hearing loss has already begun. How quickly hearing loss occurs depends on the intensity of the noise, its duration, and how often the exposure occurs.

Once more, the importance of proper use and stowage of tools and in particular the usage of proper clothing and protective equipment, when working onboard the vessel must be stressed.

it should be noted the importance of using the right tool for the job and its good condition prior working. Handles of hammers, screwdrivers and chisels should be secured at all times. Please pay extreme attention concerning temporary position of tools when work is still in progress.

Positioning in way of passage ways or areas from where crew/workers are expected to pass should be avoided at all times.

Is it like car seat-belts? Laziness?

Macho-man?

Make sure you don’t get “used to noise”

General instructions on personnel safety onboard- have been prepared by technical dept.

The instructions transmitted to all vessel.

everyone should comply in order to increase safety onboard the vessel.

Do yourself a favour –save your hearing!

Remember You need your hearing!

Best practices implemented during 2010 • • •

•

• •

best practice applying to all fleet vessels on non vented safety goggles best practice applying to all fleet vessels on electricians’ gloves best practice applying to six vessels of the fleet with rta 58t engine: starting failure due to defective “shut-off valve for starting air” during cargo operations crew should execute orders coming only from supervising officers, and not shore / terminal personnel. injury / man overboard and many more.

Other safety protections • • • • •

head protection hand and arm protection body protection respiratory protection foot protection

Remember, protective clothing is provided for crew’s safety; and

Reference material for safe working practices

code of safe working practices for Merchant Seaman ISGOTT ISM manuals of company TMSA guidelines

MAIB issues report on containership elevator fatality The U.K. Marine Accident Investigation Branch (MAIB) has published a report on its investigation of an April 21, 2010 incident in which the chief engineer on board the U.K. registered containership Ever Excel was killed when he became trapped between the top of the ship's passenger elevator and the edge of the elevator shaft.

Ever Excel was alongside in Kaohsiung, Taiwan, undergoing a preliminary environmental compliance inspection, which required that the pit of the elevator shaft be checked for oil residues. The second engineer was unable to open the elevator shaft doors to gain access to the elevator pit and the chief engineer intervened to resolve the problem. Without stating his intentions, the chief engineer entered the elevator car, climbed through an escape hatch to reach the top of the elevator car, and closed the hatch behind him.

The second engineer reset the elevator controls, incorrectly assuming that the chief engineer had taken manual control of the elevator from on top of the elevator car. The chief engineer had not, and the elevator was returned to its normal automatic operating mode. The elevator moved upwards at its usual operating speed and trapped the chief engineer against the door sill of the deck above, asphyxiating him. It is not known exactly what the chief engineer intended to do, but it is likely that he was looking at the back of the elevator shaft doors to establish how the locking mechanism worked.

This was the third fatal accident in an 8-month period on board ships operated by Evergreen Marine UK Limited (EMU). One crewman was killed on Ever Elite and another on board Ever Smile in occupational accidents. EMU sent specific instructions and procedures to the ships immediately following the accidents; however, the underlying safety issues were not addressed.

The investigation found that, although EMU's safety management system was compliant with the international standard, there were serious failings in its implementation. Few risk assessments were completed, safe systems of work had not been established and work permits were not used appropriately. Communication between crew and shore management was ineffective, and underlying problems were not identified.

The MCA has assisted EMU in developing its system of risk assessment and operating procedures. EMU has subsequently developed additional training in safety awareness and elevator maintenance, and has sent further instructions to its ships on safe working.

A recommendation has been made to the highest levels of EMU's management to recommit to establishing a "just safety culture" within a robust safety management system.

(Compliments MARINELOG - 13May2011)

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CENTRO-NEWS

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The Articles written and the Views expressed in this bulletin do not necessarily reflect those of CENTROFIN and/or its members.

Queries to: wavelength@centrofin.gr Disclaimer. The contents provided herewith are for general information purposes only; not intended to replace or otherwise contradict the detailed instructions/procedures issued by the owners/managers, flag etc.

Editor: Cmdr Nicholas A. ILIOPOULOS - Master Mariner - Human Resources Tel. +86.1347.8526 865. Email: ilioship@yahoo.com.sg Comments. This editor welcomes readers' responses to all articles & Editorials.

Design-Production: www.paradox.com.gr Tel.+30.210.6560 574

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The investigation found that all the safety barriers that could have prevented the accident had been ignored, reset, or circumvented. The risks associated with elevator maintenance and inspection had not been considered.