Wavelength #48

to reach our seafarers Maritime Newsletter

In this issue 2.

Tanker Owner Lets Ship Drift Hundeds of Miles to Save Fuel

5.

Skydiver Felix Baumgartner breaks sound barrier

6.

ENERGY-FUEL EFFICIENCY (SEEMP)

8.

Safety First

10.

Gas tanker Ob River attempts first winter

12.

Guidelines for Safe Travel Onboard Merchant Ships

14.

History of the Port of Singapore

Issue 48 - March 2013

>>Editorial First of all, the wonderful picture on our cover page is the Capesize Bulk Carrier M/V Casta Diva, amid fog in Shanghai, China.

In this issue the crew will find some very useful tips on how to make their journeys safer. And the vessel Cooks will find some important safety advice in the 'Safety First' section.

Masters calling US, Canada or Australia coming from Far East between spring and autumn will do well to check the section about the Asian Gypsy Moth.

Disclaimer: The contents provided herewith are for general information purposes only and are not intended to replace or otherwise contradict the detailed instructions and procedures issued by the owners, managers, flag, etc.

The articles presented and the views expressed in this bulletin do not necessarily reflect those of the publishers.

Editor: John R. Haygood Email: contact@wavelength.gr

We hope you will enjoy this issue.

Readers are welcomed to send any comments, questions or feedback they may have at comment@wavelength.gr

J.R.Haygood Editor

Design-Production: www.paradox.com.gr

Tanker Owner Lets Ship Drift Hundreds of Miles to Save Fuel A tanker owned by D/S Norden A/S, Europe's biggest publicly traded commodity-shipping company, turned off its main engine for more than 200 miles to save on fuel as the industry curbs an expense that was a record in 2012.

The Nord Integrity, a 47,400-ton ship designed to transport fuels, sailed by wind and currents on its way to load cargo in Algeria after refuelling in the Canary Islands. The vessel saved $17,000 by switching off for 280 nautical miles (518 kilometers) and drifted for three or four days.

“You could see more of this on specific routes, given how fuel prices are,” said Per Mansson, managing director of shipbroker Norocean Stockholm AB, who served on tankers in the 1970s that would drift for as many as 14 days when sailing between Sweden and the Caribbean. “It's never difficult as long as the currents are right.”

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Fish Can Cloak, Become Invisible to Predators Analysis by Jennifer Viegas

Owners across the industry are cutting speeds to save on fuel costs that now account about 75 percent of average expenses, according to the Baltic and International Maritime Council, the largest trade group. Norden spent $651 million on fuel in 2012, or 67 percent of its voyage costs, according to the newsletter.

The voyage complied with safety regulations, and a ship wouldn't turn off its engine while carrying a cargo, Jens Malund Jensen, head of Norden's product tanker operations, said in the newsletter. Wind and currents must move in the right direction and a vessel must have enough time and space to move safely to make such sailing possible, according to the report.

Source: http://www.maritime-executive.com/article/ Tanker-Owner-Lets-Ship-Drift-Hundreds-ofMiles-to-Save-Fuel-2013-03-21/

Wavelength - Issue 48 - March 2013

Silver-coloured fish, such as herring, sardines and sprat, are bending the laws of physics, according to a new study published in Nature Photonics. The ability allows the fish to become invisible to predators.

Reflective surfaces polarize light. However, researchers found that silvery fish have overcome this basic rule of reflection. As the light becomes polarized, there should then be a drop in reflectivity. But, as it turns out, that's not what always happens.

The researchers found that the skin of sardines and herring contain not one but two types of guanine crystal, each with different optical properties. By mixing the two, the fish's skin doesn't polarize the reflected light and maintains its high reflectivity.

The result is an optical illusion that can make the fish at times seem invisible to other marine dwellers.

Source: http://news.discovery.com/animals/fish-breaklaw-of-physics-become-invisible-121021.html

Carbon dating showed that the trees come from the years 1092, 1166 and 1198, a period when the Crusaders, engaged in the reconstruction of the great churches of the Holy Land, re-built the Basilica of Gethsemane in Jerusalem.

Biblical Trees Survive After 900 Years Analysis by Rossella Lorenzi Olive trees in the Jerusalem garden where Jesus Christ prayed before he was crucified have "miraculously" lived through the past nine centuries bacteria-free, according to a molecular research presented last week at the Vatican Radio in Rome.

Carried by a team of researchers from Italy's National Research Council (CNR) and various Italian universities, the three-year study investigated eight gnarled olive trees in the Garden of Gethsemane, one of the holiest sites of Christendom.

The research found that three of the eight healthy trees (the only ones on which it was technically possible to carry out the dating) come from the middle of the 12th century, although the roots underground are certainly much older.

"These olives are among the oldest broad-leaved trees in the world," lead researcher Antonio Cimato of the CNR's Tree and Timber Institute in Florence, said.

Laser-Guided Gas Mask Points the Way Out Analysis by Tracy Staedter A new gas mask, called the Arrow won a Red Dot Award for best design and it could be worth buying. It's still in the concept phase, but the idea is worthy.

The mask is connected via a wireless signal to a building's network and to emergency personnel. The wearer pulls a string to turn on the mask's power and activate it's radio frequency technology. This wireless form of communication locates the nearest, safest exit sign and a built-in laser guides the wearer to the exit by shining an arrow on the floor.

Since the laser cuts through the smoke there is no danger of getting lost in the low visibility. The mask also does what other masks do: it filters the toxic air, making it possible to breath.

Source: http://news.discovery.com/tech/laser-guided-gas-maskpoints-the-way-out-121016.html

DNA analysis of the eight trees revealed they were all related to a single, older tree.

"All eight trees have similar genetic profiles, meaning they are olive 'twins,' all children of a single specimen," Cimato said.

According to the researcher, this means the olives were not spontaneous trees, but were deliberately planted.

Why did the Crusaders choose one single tree, among the thousands growing in Jerusalem? Were they trying to preserve a specific, meaningful lineage? Are the olives linked to the very trees under which, according to the gospel of Luke, Jesus sweat drops of blood as he prayed?

The questions will remain unanswered, according to Cimato.

"Finding the original tree is impossible," he said.

Despite their age, the 900-year-old olive trees were found in excellent health, unaffected by lead pollution and bacteria.

Amazingly, the garden's earth appears to block insects and bacterial proliferation.

Source: http://news.discovery.com/earth/olive-trees-jesus-121022.html

First Triple-E Class Vessel Launched The first Triple-E class vessel was launched at Daewoo Shipbuilding & Marine Engineering Okpo Shipyard on February 27, 2013. The vessel will be named Maersk Mc-Kinney Moller after the late shipping magnate and currently, it is the world's largest vessel.

In February 2011, Maersk ordered 10 of these energy efficient container vessels with an option to buy another 20. In June of the same year the company exercised one of the two options to build additional 10 Triple-E ships.

Delivery of the first Triple-E class vessel Maersk Mc-Kinney Moller is scheduled for July 2013.

A Triple-E class vessel is 400 metres long, 59 metres wide and 73 metres high. The

Triple-E is the largest vessel of any type on the water today. Its 18,000 TEU (twentyfoot container) capacity is 16 percent greater (2,500 containers) than that of Emma Maersk, the largest vessel in Maersk's fleet up till now.

The Triple-E will produce 20 percent less CO2 per container moved compared to Emma Maersk and 50 percent less than the industry average on the Asia-Europe trade lane. In addition, it will consume approximately 35 percent less fuel per container than the 13,100 TEU vessels being delivered to other container shipping lines in the next few years, also for AsiaEurope service.

Source: http://worldmaritimenews.com/archives/7 7907/first-triple-e-class-vessel-launchedsouth-korea/

Wavelength - Issue 48 - March 2013

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Seeking Protection for Antarctic Waters The 31st annual meeting of the Commission for the Conservation of Antarctic Marine Living Resources (CCAMLR, which has 25 members: 24 nations and the European Union) met from 8 October to 1 November 2012, to consider proposals that environmentalists were hoping would mark a new beginning in the protection of the Southern Ocean.

The commission generally has a good reputation among researchers for its approach to conservation and resource management in the seas around Antarctica, yet unfortunately, the CCAMLR members did not reach the necessary consensus on plans for three huge marine protected areas in Antarctica. The reserves would have established fishing bans and set aside regions as reference areas for scientists studying the impact of climate change.

CCAMLR was considering proposals to establish marine reserves in three different areas: around the Ross Sea, around Eastern Antarctica and in areas exposed by collapsed ice sheets near the Antarctic Peninsula.

The Ross Sea area is particularly contentious because of increased fishing in the region. But the CCAMLR meeting closed without the required unanimous agreement, due to disagreements on issues such as the size of the areas and how long they would remain in place.

In a rare move, the commission has agreed to its only second-ever 'intercessional meeting', which will take place in July in Germany. This will provide another opportunity to discuss the marine reserve proposals, which would otherwise be on hold until the next annual meeting.

At least in terms of area, the most significant proposal had been pitched by Australia, France and the EU, in the form of a network of seven reserves covering 1.9 million square kilometres along East Antarctica. In addition, the United Kingdom had proposed protection for areas exposed by collapsing ice shelves around the Antarctic Peninsula, which would enable scientists to study how the marine ecosystem changes following ice collapses (before the newly-open areas become magnets to fishing fleets).

Sources: http://news.discovery.com/earth/countriesmeet-to-decide-protection-for-antarcticwaters-121023.html http://www.nature.com/news/disappointment -as-antarctic-protection-bid-fails-1.11723

Alex Rogers, a conservation biologist at the University of Oxford, UK, says that the debates at CCAMLR are indicative of a wider “global dichotomy� about how states approach ocean resources, with some nations taking a conservation-and-management approach and others more focused on the potential for exploitation.

Spot Where Julius Caesar Was Stabbed Discovered Archaeologists believe they have found the first physical evidence of the spot where Julius Caesar died, according to a new Spanish National Research Council report.

"We always knew that Julius Caesar was killed in the Curia of Pompey on March 15th 44 BC because the classical texts pass on so, but so far no material evidence of this fact had been recovered," Antonio Monterroso, a researcher at the Spanish National Research Council, said in a statement.

The researchers are studying the Curia building along with another monument in the same complex, the Portico of the Hundred Columns, or Hecatostylon and they are looking for links between the archaeology of the assassination and what has been portrayed in art.

Caesar, the head of the Roman Republic, was stabbed to death by a group of rival Roman senators on March 15, 44 BC, the Ides of Now, archaeologists have assassination. The structure is at March. The assassination is wellunearthed a concrete structure the base of the Curia, or Theater, of covered in classical texts, but until nearly 3 meters by 2 meters that Pompey, the spot where classical now, researchers had no Source: may have been erected by Caesar's writers reported the stabbing took archaeological evidence of the The full article can be found here: successor to condemn the http://www.livescience.com/23900-juliusplace. place where it happened. http://www.washingtonpost.com/opinions/ 100-years-after-the-titanic-were-still-not-unsinkable/2012/04/06/gIQAwXqyzS_story.html caesar-assassination-place-discovered.html

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Wavelength - Issue 48 - March 2013

The $1 billion mission to reach the Earth's mantle Humans have reached the moon and are planning to return samples from Mars, but when it comes to exploring the land deep beneath our feet, we have only scratched the surface of our planet.

This may be about to change with a $1 billion mission to drill 6 km (3.7 miles) beneath the seafloor to reach the Earth's mantle: a 3000 km-thick layer of slowly deforming rock, which makes up the majority of our planet, between the crust and the core of the earth. "[The mantle] is the engine that drives how our planet works and why we have earthquakes and volcanoes and continents. We have the textbook cartoons but detailed knowledge is lacking," says one of the project's co-leaders, Damon Teagle, from the UK's University of Southampton.

Geologists involved in the project, The Integrated Ocean Drilling Program (IODP), are already comparing it to the Apollo Moon missions in terms of the value of the samples it could yield.

Skydiver Felix Baumgartner breaks sound barrier

By Jonathan Amos Austrian Felix Baumgartner has become the first skydiver to go faster than the speed of sound, reaching a maximum velocity of 833.9mph (1,342km/h). In jumping out of a balloon 128,100ft (24 miles; 39km) above New Mexico, the 43-year-old also smashed the record for the highest ever freefall.

He said he almost aborted the dive because his helmet visor fogged up. As he went through last-minute checks inside the capsule, it was found that a heater for his visor was not working. This meant the visor fogged up as he exhaled. The team took a calculated risk to proceed after understanding why the problem existed.

It took just under 10 minutes for him to descend. Only the last few thousand feet were negotiated by parachute.

"Let me tell you - when I was standing there on top of the world, you become so humble. You don't think about breaking records anymore, you don't think about gaining scientific data - the only thing that you want is to come back alive," he said afterwards at a media conference.

There was concern early in the dive that Baumgartner was in trouble.

He was supposed to get himself into a delta position – head down, arms swept back - as soon as possible after leaving his capsule.

But the video showed him tumbling over and over.

Eventually, however, he was able to use his great experience, from more than 2,500 career dives, to correct his fall and get into a stable configuration.

At the altitude of the jump, the air pressure is less than 2% of what it is at sea level, and it is impossible to breathe without an oxygen supply.

Others who have tried to break the records have lost their lives in the process.

Baumgartner's team built him a special pressurised capsule to protect him on the way up, and for his descent he wore a next generation, full pressure suit made by the same company that prepares the flight suits of astronauts.

Although the jump had the appearance of another Baumgartner stunt, his team stressed its high scientific relevance.

The researchers on the Red Bull Stratos project say it has already provided invaluable NASA and its spacecraft manufacturers have asked to be kept informed.

However, the team of international scientists must first find a way to grind through ultra-hard rocks using 10 kmlong (6.2 miles) drill pipes. Their task will be even more difficult for being conducted in the middle of the ocean. It is here that the Earth's crust is thinnest at around 6 km.

To get to the mantle scientists will be relying on a purposebuilt Japanese deep-sea drilling vessel called Chikyu, first launched in 2002 and capable of carrying 10 km of drilling pipes. It has already set a world-record for the deepest hole in scientific ocean drilling history, reaching 2.2 km into the seafloor.

What makes the task even more difficult is that, currently, the drill bits have a limited lifespan of between 50-60 hours before needing to be replaced, meaning drilling could take many years. However, several previous record-drilling projects that got close to the Earth's mantle, gave the geologists confidence that recent advances in drilling techniques have made their plans more feasible than ever before.

The Japanese government has already invested substantially in the project through the construction of Chikyu. If Japanese support can be combined with other funding, Teagle says they could start drilling before the end of the decade, making it possible for humans to finally reach the Earth's mantle by the early 2020s.

Source: http://edition.cnn.com/2012/10/01/tech/mantle-earthdrill-mission/index.html

Source: http://www.bbc.co.uk/news/scienceenvironment-19943590

Wavelength - Issue 48 - March 2013

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>Technical

ENERGY-FUEL EFFICIENCY (SEEMP) The purpose of a Ship Energy Efficiency Plan (SEEMP) is to establish a mechanism to improve the energy efficiency and environmental performance of ships and is mandatory for ships over 400GT from 1st January 2013 at first intermediate or renewal survey of the IAPP certificate.

A successfully deployed SEEMP aims in:

Less fuel consumed Lower emissions Fewer machinery running hours

Reduced maintenance costs The energy efficiency can be improved through four steps: planning, implementation, record keeping & monitoring, self-evaluation and improvement.

The typical measures and good practices are listed here below, however, there is also a risk that too many measures may become unmanageable and difficult to implement. These measures mainly aim to reduce the fuel cost which is the largest cost element of shipping companies.

1. Fuel Efficient operations Improved voyage planning: The optimum route and improved efficiency can be achieved through the careful planning and execution of voyages.

Weather routeing: Vessels using weather routing have demonstrated potential for efficiency saving on specific routes. Avoid adverse weather and take advantage of favorable weather.

Just in time arrival: Good early communication with the next port and identification of any delays at discharge ports in order to facilitate the use of optimum speed.

Speed optimization: It can produce significant savings on fuel costs, slowing down the vessel (slow steaming) is one of the easiest and most effective ways to save fuel. However, optimum speed means the speed at which the fuel used per tonne mile is at a minimum level for that voyage. It does not mean minimum speed, and if sailing at less than optimum speed then more fuel is consumed. Reference should be made to the engine manufacturer's power/consumption curve, and the ship's power and propeller curves. In many cases, slow steaming is chosen at a speed where the Main Engine can perform minimum safe RPM, preferably at a scavenge pressure slightly higher so that the auxiliary blowers are not in operation.

Engine makers are seeking solutions to make the engines more efficient with less fuel consumption at minimum possible rpm, such as cutting off

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one turbocharger in order to increase the scavenge pressure at low rpm, or electronic controlled engines.

Optimized shaft power: Operation at constant RPM.

2. Optimized ship handling Optimum trim: Trim has a significant influence on the resistance of the ship and optimizing trim can deliver fuel savings. This can be achieved by using specific computer software which calculates the ships resistance variations with various trims. The most optimum draft and trim is dependent on vessel shape, speed and cargo weight.

Optimum ballast: Ballast should be adjusted to meet optimum trim, propeller immersion and steering conditions.

Optimum propeller and propeller inflow considerations: Improvements to the water inflow to the propeller using arrangements such as ducts, fins and/or nozzles could increase propulsive efficiency and hence reduce fuel consumption. The Mewis duct could provide power savings of 4%. http://www.becker-marine-systems.com/ Rudder bulbs, or rotating propellers fitted on rudders are being also developed.

Optimum use of rudder and autopilot: Automated heading and steer control systems can achieve significant fuel savings by simply reducing the distance sailed “off track” by less frequent and smaller corrections to minimize losses due to rudder resistance.

3. Hull and propeller optimization / cleaning Hull resistance optimization/cleaning: Hull resistance can be reduced by new technology coating systems such as silicon or hydrolysis antifoulings which provide an ultra smooth surface hence they reduce friction resistance. Makers claim fuel savings of 3-5%, however it also depends on trading pattern, speed, days at anchorage, therefore in practice, there might not be any actual savings. In addition, there are some more exotic ideas like “air lubrication” of the hull. An air carpet in the bottom of the hull reduces the frictional resistance between the water and the hull surface.

Regular underwater hull inspections at 3-6 months periods are definitely recommended and in case that marine fouling is observed then underwater hull cleaning is required.

Propeller cleaning: Underwater super polishing to Rupert scale A at periods of 3-6 months significantly reduces fuel costs.

Creatures of the Deep

4. Machinery and equipment optimization The fuel consumptions of Main Engine, Diesel generators and Boilers should be accurately measured and recorded.

Main Engine: The performance should be monitored on a monthly basis preferably by using engine performance monitoring software and results to be in accordance with makers' instructions. Proper maintenance and cylinder oil consumption should be as per makers.

Diesel Generators: The efficient use of the Diesel Generators is important, maximize D/G load and when possible to run on one generator at sea or anchorage when safe to do so. Good maintenance as per makers.

Auxiliary Boilers: Minimize overall steam consumption onboard and when boilers are needed the operator should ensure that they are not started too far in advance. Avoid steam dumping and unnecessary heating. Automated controls to be in good order.

5. Cargo Handling optimization Cargo Heating: In order to reduce fuel consumption, a cargo heating plan should be developed taking into consideration cargo data for density, pour point, cloud point, wax content, viscosity, recommended temperature for discharge and minimum transit temperature, ambient conditions and boilers specifications (consumption and efficiency). The crude oil data link below can be used as reference: http://www.oiltransport.info/crudedata/crudeoildata/crudeoildata.html In general, a good practice for heating cargo is: do not heat after loading, during passage heat to the minimum transit temperature, just before arrival heat up to the discharging temperature.

6. Energy conservation and awareness The operators of the vessel and each crew member plays a key role in being more energy efficient and saving energy. Each person should have an understanding of the specific vessel operations and how the crew's interactions with that specific piece of equipment has the potential to save energy. Simple habits like switching lights, tv sets and forced draft fans off, keeping the windows closed when the air conditioning is on and keeping the blinds closed when sun light is not needed or space is unoccupied, can have a great potential for saving energy.

Monitoring and record keeping The energy efficiency should be monitored quantitatively and this is achieved by calculating the Energy Efficiency Operational Index (EEOI) as per MEPC.1/Circ.684. This is reported in grams of CO2 / (nautical miles*tons of cargo).

Continuous and consistent data collection is the foundation of monitoring, therefore the procedures for data collection and the assignment of responsible personnel should be developed at the planning stage. In addition to the EEOI it might be beneficiary to use other measurement tools, to monitor ships resistance and fuel consumption (ANKO, CASPER, FLAGSHIP) http://www.propulsiondynamics.com/cms/ http://www.flagship.be/ Finally, “on line monitoring� can be also available, where various selected ship's voyage data can be viewed in the company in real time and operations optimization can be done. http://www.marorka.com/

References IMO MEPC 62/INF.10, MEPC.1/Circ.683 Lloyd's Register SEEMP template

Glaucilla Narginata & Glaucus Atlanticus Both Glaucilla marginata and Glaucus atlanticus are species of small, floating, blue sea slugs (pelagic aolid nudibranch; marine opisthobranch gastropod mollusk in the family Glaucidae).

The normal size of Glaucus atlanticus is up to 3 cm. It is silvery grey on its dorsal side and dark and pale blue ventrally.

Glaucilla marginata is dark blue, and in many ways it resembles a smaller version of Glaucus atlanticus.

G. atlanticus preys on other, larger pelagic organisms: the dangerously venomous Portuguese Man o' War Physalia physalis; the by-the-wind-sailor Velella velella; the blue button Porpita porpita; and the violet snail, Janthina janthina. Occasionally, individual Glaucus become cannibals given the opportunity.

G. atlanticus is able to feed on P. physalis due to its immunity to the venom. The slug consumes the entire organism and selects and stores the most venomous nematocysts for its own use. The venom is collected in specialized sacs on the tip of the thin feather-like "fingers" on its body.

Because Glaucus concentrates the venom, it can produce a more powerful and deadly sting than the Man o' War. With the aid of a gas-filled sac in its stomach, G. atlanticus floats at the surface. Due to the location of the gas sac, the sea swallow floats upside down.

Both species are distributed throughout the world's oceans, in temperate and tropical waters. Regions where they can be found include European waters, the East and South Coast of South Africa, the east coast of Australia and Mozambique.

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>>safety first Title: Loss of power Source: UK P&I Club Industry has noted an increasing number of blackouts and main engine failures. Ships effectively out of control as a result of these problems have caused extensive damage to berths, locks, bridges, dolphins, navigational marks, loading arms, cranes and gantries along with moored ships. There is additionally some evidence that compliance with the low sulphur fuel regulations and changing from one grade of fuel to another has exacerbated these problems. Reports from pilots, operating in emission control areas where fuel grade changes have been implemented, indicate that these problems have become quite widespread, noting that ships regularly seem to be experiencing power losses, invariably at critical times in their manoeuvres and which are attributed to 'fuel problems'. In addition there have been warnings from the US Coast Guard, noting a marked increase in incidents after vessels lost propulsion and had linked many of these incidents to vessels operating on marine distillate fuels.

The consequences of main engine failures or blackouts leading to steering gear failure can be little short of disastrous, in terms of the enormous third party property damage claims which can result.

Blackouts The causes of blackouts, which are thought to be fairly accurate, a may be listed thus: Automation failure (auxiliaries load control/sharing failure etc) Control equipment failure (eg. governor failure, defective trips for high temperature cooling or low luboil pressure etc) Electrical failure (eg. overload, reverse power trip, preferential trip device failure etc) Many blackouts are the result of starting bow thrusters and deck machinery such as mooring winches or cranes, with insufficient electrical power being available. The starting current of electrical motors can

be several times the full 'on load' current and starting large motors can sometimes cause breakers to trip and lead to blackouts.

Lack of fuel (eg. blocked filters, water in fuel, fuel supply piping and pump failures etc) A shortage of fuel supply to the generating engines are many, with a high proportion of these attributed to blocked fuel filters.

Mechanical failure (eg. lack of compression, engine seizure, loss of lubrication, overheating etc) Human error The highest number was attributable to human error, such as procedural errors - 'pressing the wrong button' and stopping or tripping an on-load generator.

Main engine manoeuvring failures These failures were categorised as follows: Control equipment failure (eg. governor failure, load control failure, defective trips for high temperature cooling or low luboil pressure etc).

Electric failure (eg. loss of electrical power etc) Human error Lack of fuel, (eg. blocked filters, water in fuel, fuel supply piping and failure of pumps etc) Problems associated with low sulphur regulations Ships reported having problems with machinery operation when operating on low sulphur fuel, which includes fuel oil lubrication of pumps and nozzles, sticking fuel pumps, generator starting problems, fuel oil leakages and delayed pick up speed of engines. Few ships suffered compatibility problems between the two fuel types, resulting in purifiers requiring more frequent cleaning and filters becoming blocked.

Lack of starting air Mechanical failure (eg. reversal system failure, lack of compression, engine seizure, loss of lubrication, overheating, crankcase oil mist, scavenge fire, gearbox problems etc). Such failures can be related to defects with pneumatic valves, start air valves and defects in reversing systems

TRUST (Ten Really Useful Safety Tips) LOSS OF POWER PREVENTION ● Always bear in mind that if a vessel changes over from higher sulphur fuel (HFO), when MGO is introduced into the system it may act like a solvent, releasing any asphaltenes which then collect in the fuel filters/ strainers and clog them. ● Ensure correct maintenance of all equipment; engines, purifiers, filters, fuel systems and sealing arrangements ● Ensure fuel oil viscosity and temperature control equipment is accurate and fully operational ● Ensure that system temperature and pressure alarms, fuel filter differential pressure transmitters etc are accurate and operational

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● Ensure fuel changeover procedures are clearly defined and understood ● Ensure that engineers are fully familiar with fuel systems and main engine starting systems and establish 'failure to start' procedures. These should include familiarisation with operation locally and from the engine control room. ● Ensure that the starting air pressure is monitored during manoeuvring operations and that the deck department appreciates the limitations of starting air availability ● During standby, run two (or more) generators in parallel whilst ensuring sufficient power availability should one

stop or trip. Monitor and balance switchboard power loads equally ● Test the astern operation of the main engine prior to arriving at the pilot station and, if practical, before approaching the berth ● Ensure that there is adequate electrical capacity available before starting up lateral thrusters, mooring equipment or other heavy equipment, bearing in mind that simultaneous starting of large electric motors will lead to a large power surge and possible overload

>>safety first

Safety Bulletin 12-02

NEAR MISS IN THE GALLEY

Wrong Practice: Chopping pork hock usingclever knife and pounding/ striking with anotherknife thereby creating a metal to metal contact.

Wrong Practice: Metal to metal contact detached/parted small metal particles in cleverknife, which embeded in C/Cook left index finger

Correct Practice: Chopping pork hock using clever knife and pounding/striking it with round wood protected with rubber at tip end.

Correct Practice: Chopping pork hock using hack saw.

Result of unsafe act & unsafe practice:3mm of small metal particles embeded in C/Cook left index finger.

Best Practice / Lesson Learned photographic COMPETITION For year 2013 all seafarers onboard our fleet vessels are welcome to send to the Head Office photographs and analysis of valuable Best Practices and Lessons Learned, occurred during their term onboard.

At the end of year 2013 the best case will win a CAMERA.

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Gas tanker Ob River attempts first winter A large tanker carrying Liquefied Natural Gas (LNG) is set to become the first ship of its type to sail across the Arctic.

By Matt McGrath The carrier, Ob River, left Norway in November and has sailed north of Russia on its way to Japan.

The specially equipped tanker is due to arrive in early December and will shave 20 days off the journey.

The owners say that changing climate conditions and a volatile gas market make the Arctic transit profitable.

Built in 2007 with a strengthened hull, the Ob River can carry up to 150,000 cubic metres of gas. The tanker was loaded with LNG at Hammerfest in the north of Norway on 7 November and set sail across the Barents Sea. It has been accompanied by a Russian nuclear-powered icebreaker for much of its voyage.

The ship, with an international crew of 40, has been chartered from its Greek owners Dynagas by the Russian Gazprom energy giant. It says it has been preparing for the trip for over a year.

"It's an extraordinarily interesting adventure," Tony Lauritzen, commercial director at Dynagas, told BBC News. "The people on board have been seeing polar bears on the route. We've had the plans for a long time and everything has gone well."

Mr Lauritzen says that a key factor in the decision to use the northern route was the recent scientific record on melting in the Arctic.

"We have studied lots of observation data - there is an observable trend that the ice conditions are becoming more and more favourable for transiting this route. You are able to reach a highly profitable market by saving 40% of the distance, that's 40% less fuel used as well."

But melting ice is not the only factor. A major element is the emergence of shale gas in the US.

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The Norwegian LNG plant at Hammerfest was developed with exports to the US in mind. But the rapid uptake of shale in America has curbed the demand for imported gas.

Meanwhile in Japan, in the wake of the Fukushima nuclear disaster, there has been a growing interest in alternative power sources, especially gas.

"The major point about gas is that it now goes east and not west," says Gunnar Sander, senior adviser at the Norwegian Polar Institute and an expert on how climate change impacts economic activity in the Arctic.

"The shale gas revolution has turned the market upside down; that plus the rapid melting of the polar ice."

He stresses that the changes in climate are less important than the growing demand for oil and gas. "The major driver is the export of resources from the Arctic region, not the fact that you can transit across the Arctic sea."

There is an expectation that because of changing climactic conditions, sea traffic across the northern sea route will increase rapidly. 2012 has been a record year both for the length of the sailing season and also for the amount of cargo that has been shipped.

But Gunnar Sander says there are limits to the growth and some perspective is required. "Nineteen thousand ships went through the Suez canal last year; around 40 went through the northern sea route. There's a huge difference."

Source: http://www.bbc.co.uk/news/ science-environment -20454757

>Marine Operations

CLOSE QUARTER SITUATION The below will NOT happen if you are following proper watch keeping procedures and maintain the necessary lookouts

If you are in a close quarter situation with another vessel and your vessel is the stand-on vessel, you must move away from the other vessel as soon as possible.

Ensuring that you are not putting your vessel in a close quarter situation (another vessel may be overtaking you at the time) you must make a very large alteration away from the other vessel.

Rule 8 is the most important Rule.

When you are using this rule, you can save lives. It is very important and vital to learn this rule. Rule 8 "Action to Avoid collision" means: you can break any Rule, in order to avoid collision. By breaking a rule you can save lives.

When in danger of collision, keep calling the other vessel on the VHF, channel 16, or take the name of the vessel, the IMO number and port of registry and report him to the port authorities (when all are clear).

You can also call this vessel on the VHF, channel 16 and say: “According to the Rules and regulations regarding collision avoidance, you are the give way vessel.

I will give you one minute to make a very large alteration of your course.”

If he does not alter the course, get in contact with the port authorities and report him immediately.

He will then be called up from the Captain of the Port and will be severely reprimanded.

They might even take his Certificate of Competency away from him.

Many persons have been jailed for not keeping a safe watch.

Asian Gypsy Moth The Asian Gypsy Moth is a highly destructive forest pest.

AGM is found between the latitudes of 24° and 60° North. Areas of high risk for infestation are: · Japan · North Korea and South Korea · The Russian Far East · Northern China · Turkey and the Mediterranean · Europe The females may fly and lay eggs between May 15 and October 15, and can literally cover a vessel during that time.

Due to the destructive nature of AGM larvae, several countries have strict procedures to prevent its entry and establishment. The United States and Canada are particularly proactive with detailed pre-entry and inspection requirements for vessels that have called at ports in high risk areas during the flight season. Australia and New Zealand also have AGM programmes in place, although the requirements are limited.

Inspections In order to mitigate the risk of infestation when calling at a port in a high risk area during the AGM flight season: ·

Carry out a thorough visual inspection of the decks, holds, cargo gear and accommodation superstructure prior to departure.

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Carry out another thorough visual inspection prior to arrival at the destination port.

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Scrape off any egg masses that are found. Do not paint over them as this will not kill them. Do not remove them using high pressure water guns as some eggs may be washed over the side and immersion in salt water does not kill them; there have been cases of AGM eggs floating to shore and continuing to develop and hatch.

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Destroy any egg masses that have been scraped off prior to arrival. Eggs may be destroyed by placing them in alcohol, boiling them in water, freezing them or by incineration.

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Record details of inspections and the removal and disposal of AGM eggs in the vessel's deck log book.

Further to the above, some countries also require the vessel to be inspected by nominated authorities prior to departure from ports in the high risk area during the flight season.

If no signs of AGM infestation are found, the nominated authority will issue the vessel with certification stating that it is free of AGM; depending on the issuing authority the certificate may be a “Certificate of Inspection of Freedom from the Asian Gypsy Moth” or a “Phytosanitary Certificate”.

It's your responsibility to make sure you get your crew home safely!!!

Wavelength - Issue 48 - March 2013

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>Manning, Health & Welfare Guidelines for Safe Travel Onboard Merchant Ships

By the “International Committee on Seafarers' Welfare, UK” Introduction Seafarers are travelers and are exposed to the same health risks as all travelers. Although the maritime industry has a tradition of working with periodic health checks, vaccinations and international health regulations, the preparation for a voyage by individual seafarers is not always up to modern-day standards.

These guidelines provide an outline for better preparation for a seagoing trip at individual ship level. While not every thing here is applicable to every trip, all of them are worth considering at some point in a seafaring career.

Personal preparation

Board a ship only if you are in a perfect state of health. Don't travel if you feel sick, especially if you have a fever.

Plan health protection - List the ports on the itinerary - Gather information about the health hazards in the ports to be visited - Communicate with the company about the precautions taken - Organise disease prevention - Visit your doctor or travel clinic and obtain the necessary prescriptions, vaccinations and prophylactic (protective and preventive) medication Visit your dentist for a check-up, especially if your last check-up dates back more than six months Plan activities and organise prevention accordingly. Carry appropriate medical information such as conditions, allergies that you have and medications you are taking, in written format, in English.

Carry necessary travel documents: - Blood Group Card - International Vaccination Card - Allergy Card or a medical alert bracelet Obtain a doctor's letter pertaining to any prescription medicines, syringes, etc. being carried. Some countries require not only a doctor but also the national health administration to sign this certificate.

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Medication needed should be carried in sufficient quantities for the whole voyage. All medicines should be carried in hand luggage to minimize any risk of loss during the journey. A duplicate supply carried in the checked-in luggage is a good safety precaution in case of loss or theft.

If you wear glasses, take an extra pair.

Travelling

Many seafarers board their ship in a foreign port having travelled to that port by plane.

Put the medication you need in your hand luggage.

During take-off and landing, clear your ears by closing your mouth and nose and gently trying to breathe out.

To avoid the inflammation and/or formation of a blood clot in a vein, walk around from time to time and avoid alcohol. On long flights it may be useful for people with a blood vessel problem to use aspirin or other medication. Consult your doctor about this.

While staying in a foreign country: - Drink water from unopened bottles only - Preferably take drinks made with boiled water such as tea and coffee - Avoid using ice cubes - Brush your teeth with bottled water or boiled water - Avoid: - Raw vegetables - Raw milk, ice-cream - Raw or uncooked fish and shell-fish - Raw meat - Fruit that you did not peel yourself When using a car, check for seatbelts, good tires and brakes.

- Hire a large vehicle if possible - Avoid overcrowded public transport - Avoid riding on motorcycles - Do not drink alcohol when driving

Personal protection

Protect yourself from the sun and from heatstroke.

Protect yourself from the cold by wearing loose clothing in several layers and keep clothes dry; eat enough and avoid alcohol.

Protect yourself from insects.

Leave animals alone; seek medical advice if you are bitten Avoid casual sexual encounters, which often occur under the influence of alcohol! Sexual contact without protection is dangerous! Take and wear condoms! Check quality and expiry dates of condoms and keep them in a cool, dark place.

Sudokou

Personal hygiene

solutions on pg..15

Washing your hands! This is the best way of preventing infectious diseases from spreading on board.

Regular bathing, using shampoo Have regular hair cuts; keep your hair short Brushing your teeth after meals and before sleeping Cleaning your cabin Washing your clothes regularly Keeping to a regular pattern of sleeping

Personal security

Dress inconspicuously Leave expensive jewelry and watches onboard Drink alcohol in moderation Do not allow people to see how much cash you have Avoid travelling at night or on your own Beware of local transport Responsible traveler Be informed. Travel allows us to discover natural

beauties, historical sites and above all the diversity of other societies and people.

Be an informed traveler before leaving home Be open-minded and patient. Experience other cultures and lifestyles.

Be respectful. Local people welcome you. Show them gratitude.

Avoid exploitation. As seafarers, we are perceived as rich.

Be generous in a constructive way by promoting the local economy.

Avoid and denounce exploitation of the local people (e.g. low salaries, overwork, child abuse and sex).

Protect the environment. Avoid overuse of water, wasting food, littering and damaging sites.

Leave a good impression. A positive experience with local people will pave the way for those coming after you leave.

Respect and mutual discovery will make your trip a wonderful experience and will promote your security and your health too! So enjoy yourself and have a good trip!

Why was the lawyer skimming the Bible right before he died?

He was looking for loopholes!

A good lawyer knows the law; a great lawyer knows the judge.

After returning home It is always a good idea to report to your doctor for a check up

Wavelength - Issue 48 - March 2013

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History of the Port of

Singapore

by John R Haygood

From the Middle Ages to the Industrial Revolution

Since 1963

In the late 13th century, a settlement known as Singapore was established on the north bank of the Singapore River around what was called the Old Harbour. It was the only port in the southern part of the Strait of Malacca and serviced ships and traders in the region.

On 31 August 1963, Singapore declared independence from Britain and joined with Malaya, Sabah and Sarawak to form the new Federation of Malaysia. Singaporean leaders joined Malaysia for various reasons. Firstly, as a small country, they did not believe that the British would find it viable for Singapore to become independent by itself. Secondly, they also did not believe that Singapore could survive on its own, due to scarcity of land, water, markets and natural resources. And lastly, the Singapore government wanted the help of the Malaysian government to flush out the Communists. The two years that Singapore spent as part of Malaysia were filled with strife and bitter disagreements. As part of Malaysia, Singapore's economic and social development came to a halt. After much heated ideological conflicts between the two governments, in 1965, the Malaysian parliament voted 126 to 0 to expel Singapore from Malaysia.

Singapore gained independence as the Republic of Singapore (remaining within the Commonwealth) on 9 August 1965.

However, by the 15th century, Singapore had declined as an international trading port due to the ascendance of the Malacca Sultanate. Then in the early 17th century, Singapore's main settlement and its port were destroyed by a punitive force from Aceh. After this, there was no significant settlement or port at Singapore until 1819 when Sir Stamford Raffles, excited by the deep and sheltered waters in Keppel Harbour, established for Britain a new settlement and international port.

1819–1963 Keen to attract Asian and European traders, Raffles directed that land along the banks of the Singapore River to be reclaimed and allocated to Chinese and English traders to encourage them to establish a stake in the port-settlement. The port relied on three main networks of trade: the Chinese network, which linked Southeast Asia with the southern Chinese ports of Fujian and Guangdong; the Southeast Asian network, which linked the islands of the Indonesian archipelago; and the European and Indian Ocean network, which linked Singapore to the markets of Europe and the Indian Ocean. These networks positioned Singapore as the transhipment centre of regional and international trade.

From the 1840s, Singapore became an important coaling station for steam shipping networks. And following the institution of the British 'Forward Movement', Singapore became the administrative capital of British Malaya. Roads and railways were developed to transport primary materials such as crude oil, rubber and tin from the Malay Peninsula to Singapore to be processed into staple products, and then shipped to Britain and other international markets.

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Since Singapore's full independence in 1965, it has had to compete with other ports in the region to attract shipping and trade at its port. This has been achieved by developing an export-oriented economy based on value-added manufacturing.

Today, the port operations in Singapore are handled by two players: PSA International (formerly the Port of Singapore Authority) and Jurong Port, which collectively operate six container terminals and three general-purpose terminals around Singapore.

The port is the world's busiest port in terms of shipping tonnage handled, with 1.15 billion gross tons (GT) handled in 2005 and is ranked first globally in 2005 in terms of containerised traffic, with 23.2 million TEUs handled. In terms of cargo tonnage, Singapore is behind Shanghai with 423 million freight tons handled. The port retains its position as the world's busiest hub for transhipment traffic in 2005, and is also the world's biggest bunkering hub, with 25 million tonnes sold in the same year.

Quotes A person without a sense of humour is like a wagon without springs. It's jolted by every pebble on the road.

Henry Ward Beecher [Henry Ward Beecher (June 24, 1813 – March 8, 1887) was a prominent Congregationalist clergyman, social reformer, abolitionist, and speaker in the mid to late 19th century. An 1875 adultery trial in which he was accused of having an affair with a married woman was one of the most notorious American trials of the 19th century.]

Common sense and a sense of humour are the same thing, moving at different speeds. A sense of humour is just common sense, dancing.

William James [William James (January 11, 1842 – August 26, 1910) was an American philosopher and psychologist who had trained as a physician. He was the first educator to offer a psychology course in the United States.]

Jokes A joke is a very serious thing.

Winston Churchill [Sir Winston Leonard Spencer-Churchill, (30 November 1874 – 24 January 1965) was a British politician, best known for his leadership of the United Kingdom during the Second World War. Widely regarded as one of the greatest wartime leaders of the 20th century, he served as Prime Minister twice (1940–45 and 1951–55). A noted statesman and orator, Churchill was also an officer in the British Army, a historian, a writer, and an artist. He is the only British prime minister to have received the Nobel Prize in Literature and was the first person to be made an Honorary Citizen of the United States.]

A sense of humour... is needed armour.

Joy in one's heart and some laughter on one's lips is a sign that the person down deep has a pretty good grasp of life.

Hugh Sidey [Hugh Sidey (September 3, 1927 – November 21, 2005) was an American journalist and worked for Life magazine starting in 1955, then moved on to Time magazine in 1957.]

The Chinese Quote

A gem is not polished without rubbing, nor a man perfected without trials.

[Chinese popular proverb]

solutions

Forget About It An elderly husband and wife visit their doctor when they begin forgetting little things.

Their doctor tells them that many people find it useful to write themselves little notes.

When they get home, the wife says, "Dear, will you please go to the kitchen and get me a dish of ice cream? And maybe write that down so you won't forget?"

"Nonsense," says the husband, "I can remember a dish of ice cream."

"Well," says the wife, "I'd also like some strawberries and whipped cream on it."

"My memory's not all that bad," says the husband. "No problem -- a dish of ice cream with strawberries and whipped cream. I don't need to write it down."

He goes into the kitchen; his wife hears pots and pans banging around. The husband finally emerges from the kitchen and presents his wife with a plate of bacon and eggs.

She looks at the plate and asks, "Hey, where's the toast I asked for?”

What present would you like?

A few days before her birthday a husband asked his wife, “Dear, what would you like for your present?"

Wife: I really don't think I should say.

Husband: How about a diamond ring?

Wife: I don't care much for diamonds.

Husband: well, then, a mink coat?

Wife: You know I do not like furs.

Husband: A golden necklace?

Wife: I already have three of them.

Husband: Well, gosh, what do you want?

Wife: What I'd really like is a divorce Husband: Hmmm, I wasn't planning on spending that much

Dead Again A funeral service is held for a woman who just passed away. As the pallbearers carry the casket out, they accidentally bump into a wall.

They hear a faint moan. They open the casket and find that the woman is actually alive.

She lives for 10 more years and then dies. They have another funeral for her. At the end of the service, the pallbearers carry out the casket.

As they are walking, the husband cries out, "Watch out for the wall!"

2013 Chinese Year of the Snake On February 10th , 2013 was the Chinese New Year moving from the Dragon to the black (Water) Snake.

This year of the Snake is meant for steady progress and attention to detail. Focus and discipline will be necessary for you to achieve what you set out to create.

The Snake is the sixth sign of the Chinese Zodiac, which consists of 12 Animal Signs. It is the enigmatic, intuitive, introspective, refined and collected of the Animals Signs. Ancient Chinese wisdom says a Snake in the house is a good omen because it means that your family will not starve.

Cab Driver Goes to Heaven A cab driver reaches the pearly gates.

St. Peter looks him up in his Big Book and tells him to pick up a gold staff and a silk robe and proceed into Heaven.

Next in line is a preacher. St. Peter looks him up in his Big Book, furrows his brow and says, "OK, we'll let you in, but take that cloth robe and wooden staff."

The preacher is shocked and replies, "But I am a man of the cloth. You gave that cab driver a gold staff and a silk robe. Surely I rate higher than a cabbie!"

St. Peter responds matter-of-factly, "This is Heaven and up here, we are interested in results. When you preached, people slept. When the cabbie drove his taxi, people prayed."

Wavelength - Issue 48 - March 2013

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ILO Maritime Labour Convention, 2006 The ILO's Maritime Labour Convention (MLC), 2006 provides comprehensive rights and protection at work for the world's more than 1.2 million seafarers.

The Convention aims to achieve both decent work for seafarers and secure economic interests in fair competition for quality ship owners.

The ILO Maritime Labour Convention, 2006 (MLC 2006) was ratified on 20 August 2012 and will enter into force on 20 August 2013, for all ships above 500 tons in international trade.

The convention consists of the sixteen articles containing general provisions as well as the Code, which consists of five Titles: ·

Title 1: Minimum requirements for seafarers to work on a ship

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Title 2: Conditions of employment

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Title 3: Accommodation, recreational facilities, food and catering

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Title 4: Health protection, medical care, welfare and social security protection

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Title 5: Compliance and enforcement