Wavelength #49

to reach our seafarers Maritime Newsletter

In this issue

Issue 49 - September 2013

3.

Matters of Paramount Importance

5.

EU new Ship Recycling Regulation

6.

The ECO concept

8.

Safety First

10.

Pressure Surge of Pipelines.

12.

MLC 2006

14.

The port of Vancouver

>>Editorial The cover page photo on this issue is the Dry Bulk Carrier M/V EVGENIA while discharging in Amsterdam.

All the officers, crew and shore based employees of the company should take a moment to read the announcement from the Management on page 3. It concerns a very serious matter, the importance of which cannot be exaggerated.

In the Company News the Dry Bulk Carrier M/V POLYMNIA was honored with a commemorating plaque for being the very first vessel to call at the new Port Hedland Berth, AP4, of Fortescue Metals Group (FMG).

The very interesting first part (of a two-part article) from our Technical Department on the key issue of Ship Eco Design can be found on pages 6 & 7.

And on pages 12-13 you can find an overview of the very successful implementation of the new MLC 2006 regulation on our fleet.

We hope you enjoy this issue!

And remember you cal always send us with your comments on suggestions via email at: comment@wavelength.gr

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 Readers are welcomed to send any comments, questions or feedback they may have at comment@wavelength.gr Design-Production: www.paradox.com.gr

J.R.Haygood Editor

COMPANY

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Wavelength - Issue 49 - September 2013

The Capesize Dry Bulk Carrier, M/V POLYMNIA, under Captain Juan Genise, was the very first vessel to call at the new berth of Fortescue Metals Group (FMG) in Port Hedland, Anderson Point Berth 4 (AP4) Herb Elliott Port, and thus officially open the new berth for business.

The vessel received from the terminal a commemorating plaque that was presented to Captain Genise.

Matters of Paramount Importance To all company employees Our company expects from all its employees, both ashore and on board the vessels to comply with: (i) all laws and regulations, both international and regional as applicable to the countries in which we operate, (ii) the policies imposed by the company at all times as applicable to each specific operation, and, (iii) standard business ethics and codes of conduct.

Strict compliance with the above is essential in order to protect the interests of the company, but also of the employees involved. Non compliance may incur various penalties or even prosecution under the applicable jurisdictions, depending on the case.

In particular, the company is extremely sensitive about two issues which are of paramount importance: (a) MARPOL violations: no event of illegal overboard discharge, wrongful reporting in oil record books, use of “magic pipes�, tampering / bypassing of oily water separator, or otherwise will be tolerated. (b) Illegal Transfer of fuel/diesel oil: no situation of illegal transactions involving the pumping of fuel oil into bunker barges, wrongful reporting of daily consumptions & ROB figures, stocking of fuel/diesel in bunker tanks, cash transactions, or otherwise manipulation of fuel/diesel oil quantities on board will be tolerated.

Employees found to be involved in such activities will be immediately discharged / made redundant, and the company will not hesitate to have them prosecuted to the extent the law allows. Moreover, the company expects from all employees to help protect the interests of the company and their own, by raising any concerns they may have regarding known or suspected breaches of codes/regulations, or more specifically of any suspect activity as under (a) and (b) above.

If you have any such concerns, they should be raised with your superior officer. In cases, however, that you assess a concern cannot be raised with your superior officer for any reason whatsoever, you are strongly encouraged to raise your concerns directly with the Head Office. Such reporting should be accompanied with as much of specific information or evidence as possible. The company will in all cases protect the identity of employees raising such concerns, and will investigate all allegations to the extent possible.

We trust the above are clearly understood by all, and we expect your full compliance and cooperation.

Wishing you safe seas, Anthony Lambros Quality & Safety Manager / DPA

Wavelength - Issue 49 - September 2013

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10 Signs

Climate change is already happening There is no real debate about whether climate change is occurring. But for many, the discussion, such as it is, can seem confusing. For scientists studying the impacts of climate change, such questions and answers are constantly being revised and refined as more information is gathered. But even as they focus their forecasts, those scientists are increasingly seeing the evidence of global warming happening right now. The following list provides a sampling of some of the key pieces of evidence that climate change is not just a prediction, it is already underway.

1.

Carbon dioxide concentrations in the atmosphere are increasing

This is the first, key point. By analyzing air bubbles trapped in the ice of Antarctica and Greenland, scientists have been able to determine that over the past 650,000 or so years, atmospheric concentrations of carbon dioxide (CO2) varied between 180 and 300 parts per million (ppm). However, that figure has steadily increased and is now closing in on 400. Furthermore, scientists know, from analyzing the isotopes of the carbon in the atmosphere, that the increase in atmospheric CO2 is the result of burning fossil fuels and forests, and not the result of natural processes.

2.

The rate of warming is unprecedented In at least 11,000 years

Of course, Earth's climate has historically undergone numerous significant shifts. It has been, at various times, both much warmer and much colder. How do we know that what is happening now is not one of those natural cycles? Well, for one thing, none of the natural forces - tilts in the planet's axis, wobbles in its orbit, or increased solar activity – apply right now (the Sun, in fact, has been going through a slight cooling cycle even as temperatures on Earth have increased). Another clue that this is human-caused is the speed at which the change is occurring.

4.

Arctic sea ice is in a 'death spiral'

5.

Greenland is losing ice at an accelerating rate

The extent of summer sea ice covering the Arctic Ocean is now decreasing by a rate of about 13 percent per decade, compared to the 1979-2000 average. In 2012, Arctic sea ice extent reached its lowest level in the satellite record. As Arctic ice becomes smaller in extent and thinner in volume, it becomes increasingly vulnerable to further melt, prompting National Snow and Ice Data Center (NSIDC) Director Mark Serreze to say it is in a "death spiral."

Much of this loss is occurring along Greenland's edges, where rapidly-moving glaciers and ice streams are discharging more ice into the ocean than is being accumulated on the ice cap. To date, much of this ice loss has occurred in the southern part of the landmass, but it now appears that these losses are spreading to the northwest. Additionally, in July 2012, Greenland saw melting occur across approximately 97 percent of its surface ice

...to be continued to W50

The hottest decade on record keeps changing

Averaged over all land and ocean surfaces, global mean temperatures have increased by approximately 0.74 degrees Celsius over the past century. More than half of this warming, about 0.4 °C, has occurred since 1979.

Furthermore, the rate of increase is, well, increasing.

Even with year-to-year natural variations, underlying global surface and lower atmosphere warming trends are maintaining an upward trajectory.

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3.

Wavelength - Issue 49 - September 2013

Part 1

Antarctic peninsula is also losing ice at an 6. accelerating rate

EU NEW SHIP RECYCLING REGULATION

The European Parliament on 18 April approved a draft regulation that would adopt the international standards. The Council of the EU, representing the 27 EU member states, on 27 June gave its political support to the Ship Recycling Regulation, which is designed to put the EU in line with the Hong Kong Convention, withoutwaiting for its ratification and entry into force - a process which can take many years.

The UN's Hong Kong convention (agreed in 2009 and not expected to enter into force until 2020) would set labour and environmental standards for the dismantling and recycling of ocean-going cargo vessels and tankers.

Worldwide, around 1000 large end-of-life ships are broken up and recycled every year, as their steel, other scrap metal and equipment constitute valuable raw materials. Most of this ship dismantling takes place in South Asia, often on tidal beaches and under dangerous conditions. While the industry provides thousands of jobs for migrant workers, a lack of environmental protection and safety measures leads to high accident rates, health risks and extensive pollution of coastal areas. Older ships contain many hazardous materials, including asbestos, polychlorinated biphenyls (PCBs), tributyl tin and large quantities of oils and oil sludge.

The objective of the Regulation is to reduce the negative impacts linked to the recycling of EUflagged ships, especially in South Asia. It aims to ensure that these ships are not scrapped on the beached of third countries, but the materials are recycled in EU-approved facilities worldwide, protecting this way the workers' health and the environment. According to the European Parliament (EP) it brings into force an early implementation of the requirements of the 2009 Hong Kong Convention for the Safe

and Environmentally Sound Recycling of Ships, therefore contributing to its global entry into force The new Ship Recycling Regulation will apply to large commercial seagoing vessels flying the flag of the EU Member State, and to ships flying the flag of the third country calling at EU ports or anchorages According to the new rules, the installation or use of certain hazardous materials on ships will be prohibited or restricted. These hazardous materials include asbestos, ozone-depleting substances, PCBs, PFOS, and anti-fouling compounds and systems. Each new European ship, or any ship flying a flag of the third country calling at EU port or anchorage, will be required to have on board an inventory of hazardous materials verified by the relevant administration or authority and specifying the location and approximate quantities of those materials.

European ship owners will have to ensure that ships are only recycled in ship recycling facilities included in the European List. They will have to ensure that each end-of-life ship is prepared for recycling. In order to do this, they will have to provide the necessary information about the ship to the ship recycling facility, notify the intention to recycle the ship to the relevant administration, provide an updated inventory of hazardous materials, and minimise the amount of cargo residues, remaining fuel oil and ship generated wastes remaining on board. They will also have to provide a ready for recycling certificate to the ship recycling facility which will recycle their ship.

recycling ships was stripped from the legislation and exemptions were made for potentially toxic contents. Last-minute dealmaking by national governments would exempt the EU shippers from the 2006 European Waste Shipment Regulation that bars the export of hazardous materials abroad.

That regulation enshrined into law the 1989 Basel Convention on the international shipment and disposal of dangerous cargo, designed to protect developing countries from becoming dumping grounds for advanced nations' unwanted waste. In short, the EU Council, unilaterally decided to exempt itself from the the Basil Convention. Moreover, the regulation does nothing to prevent European Ship Owners from re-registering their vessels under flags that do not set such standards for ship recycling.

Sources: http://ec.europa.eu/environment/waste/ships/ http://www.europarl.europa.eu/news/en/pressroo m/content/20130708IPR16831/html/EnvironmentCommittee-backs-law-to-halt-reckless-scrapping-ofold-ships http://www.euractiv.com/general/activists-shiprecycling-regulat-news-528963

However, under pressure from national governments, the Parliament-backed effort to require EU inspections of overseas facilities

Wavelength - Issue 49 - September 2013

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the

ECO concept

>Technical

For the last few years the shipping industry has been facing a crossroad led by the new challenges as set from an austerity strapped market and a series of new regulations relating to the environment.

Why ECO? Regulations such as Marpol Annex VI – reg. 13 (NOx) / reg. 14 (SOx), EU Directive/2005/33/EC, CARB, US EPA, Energy Efficiency Design Index for new ships (EEDI), Ballast Water Management (BWM) Convention & Ship Recycling, have affected not only the new building industry but also existing ships, since vessels have to operate in an economic and ecofriendly manner.

The following features are currently under consideration as far as both design and operation of Eco Ships are concerned:

Figure 1: Model test of capsize bulk carrier

1. Hydrodynamics The problem with large conventional vessels is that they should meet well established port restrictions (LOA, Beam, Draft, Parallel body length) and also abide by a predetermined cargo volume. Therefore, the only areas that a vessel can be substantially improved are to what it's aft and forward section is concerned.

In that direction, designers are trying to optimize hull form, especially stern and bow.

More specifically, for aft area, there are currently various Fuel Energy Saving Devices under development or better yet, under rediscovery, not only for new building vessels, but also as retrofit on existing vessels.

In addition, various other aspects are being considered such as re-designing vessel's bow and new propeller design for achieving high propeller efficiency by a large diameter, low number of blades, low blade area ration and low RPM. Finally, rudder profile is being also under consideration, since thinner rudder profiles have less drag but are more likely to develop separated flow and cavitation. Other options considered are that of the twisted rudder as well the twin skeg design.

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Figure 2&3: Propeller boss cap fin (M/T CE-WAVE) & propeller rudder transition bulb combined with pre-swirl stator (M/T ALEXIA)

Figure 3&4: SCR installation on Main Engine and working principle

2. Main and Auxiliary Engines Efficiency New types/accessories of engines are being considered for improving efficiency and meet strict environmental regulations to be implemented such as Energy Efficiency Design Index (EEDI) and IMO Tier III NOx limits.

New technologies are summarized as follows:

a. Selective catalytic reduction A reactor is installed in order for NOx to be reduced catalytically by ammonia (as urea) to nitrogen and water.

b. Exhaust Gas Recirculation Exhaust Gas Recirculation (EGR) works by re-circulating a portion of engine's exhaust gas back to the engine cylinders, reducing the amount of NOx generated by the combustion.

Wavelength - Issue 49 - September 2013

Figure 5: Exhaust Gas Recirculation principle

Creatures of the Deep

c. Dual Fuel Engines These engines maybe operated with natural gas (minimum fuel mode, i.e. small percentage of pilot fuel or diesel) or HFO (fuel oil only mode), since they have two different injection systems.

However, a series of questions have been raised regarding extra space for auxiliary machinery/fuel gas supply system, tanks and installation costs and finally TIER III compliance.

Furthermore, classification societies have not issued any guidelines regarding exhaust gas scrubbers installation and operation.

f. New turbocharging technologies such as sequential turbo charging, turbochargers cut-out and new types of turbochargers with two stages for operation at NCR and in slow steaming mode.

(MITSUKURINA OWSTONI)

Figure 7: Exhaust Gas Scrubber installation onboard

d. Ultra-long-stroke Engines - run at a lower speed, enabling the use of larger propellers and consequently significant gains in efficiency. Along with the higher thermal efficiency, and adapted aft hull design, potential fuel savings between 4% to 7% are anticipated, with similar benefits in emissions.

e. Scrubbers - scrubbing technology is being applied in order to clean the emissions before they enter the atmosphere.

Scrubbers are of two main types – dry gas or wet gas. In dry gas scrubber, the exhaust gases flow through a type of filter, which changes the lime into calcium sulphate, which can be taken ashore and disposed.

In wet type, fresh water or seawater will be used along with a chemical to wash the harmful impurities out of the exhaust gases.

Complexities arise due to the scrubbing equipment's need to be placed above the engine, typically in the funnel, affecting vessel's stability and ballast/cargo capacity.

GOBLIN SHARK Originally caught in Japan, the range is wide, but not evenly distributed. The majority of known specimens come from bays of Japan while the rest are mostly found off New Zealand, southern Africa, and in the Eastern Atlantic and Indian Oceans. Two specimens have been taken off the Mississippi and California coasts of the United States. However, sightings are so rare and widespread that the presence of goblin sharks could extend well beyond these areas.

Mitsukurina owstoni is a fearsome looking fish with a large, flattened snout protruding from the top of its head, and has movable jaws than can extend forward to catch prey. The exact purpose of the flat snout is unknown, but as it is not hard or sharp enough to pin or kill prey, it is probably used to detect the faint electric signals that other fish give off. Goblin sharks have rubbery skin, rather than denticles (the sharp, pointed scales found on most sharks). Due to the blood vessels that are close to the skin, the shark has a pinkish-grey colour in life, though in death it appears quite colourless because of its lack of pigment. Teeth are slender and fanglike, similar to those of the sand tiger shark.

Another feature that separates goblin sharks from most other sharks is the lack of a lower lobe on the tail fin, which is also absent in other benthic sharks.

Female specimens seem to be slightly larger than the males.

Source: http://animaldiversity.ummz.umich.edu/accounts /Mitsukurina_owstoni/

>>safety first Title: IT IS GOOD TO TALK! Source: MAIB Safety Digest 02/2012 A pilot boarded a fully loaded product tanker as it approached the port entrance. The master and pilot carried out a brief master / pilot exchange that included a discussion on the use of two tugs to assist in turning the ship off the jetty and berthing.

The pilot took the con and gave instructions directly to the helmsman and the officer controlling the engine telegraph.

As the tanker made the first of two challenging turns the pilot was informed by the jetty manager that, as the cargo documentation was incorrect, the berthing had been aborted and the ship should return to anchor in the port approaches.

The pilot was annoyed by the decision. The pilot asked the master, who was trying to establish the reasons for the decision to abort, if he agreed that the two tugs were no longer needed to turn the ship in the available sea room; the master agreed.

The pilot then called the two tugs by VHF radio and told them they were not required.

As the ship entered the second turn, the pilot realised that the ship's speed was double what he considered appropriate to make the 180˚ turn to starboard.

The pilot attempted to slow the ship by stopping the engines, but the ship started to turn to starboard even with the high lift rudder hard to port. The pilot gave a kick ahead on the engine and the vessel started to turn to port towards another terminal on the other side of the river. In the meantime, the pilot and master discussed a revised anchorage plan. As the rate of turn to port increased towards the jetty, the pilot ordered the engine astern, the rudder hard to starboard and the bow thrust full to starboard. The pilot then ordered the anchors to be dropped.

The ship continued to sheer to port and hit another tanker that was discharging fuel at the jetty, at a speed of 5kts, causing significant damage to both vessels and the jetty (see below figure)

THE LESSONS: 1. The plan was not properly agreed between the pilot and the bridge team from the start; the officers on the bridge were content that the pilot conned the ship to the berth without their active involvement in the passage plan. The master / pilot exchange is a requirement, but rather than just an exchange of factual information, this time should also be used by both pilot and the bridge team to establish and agree an effective plan for the passage.

2. The berthing was aborted unnecessarily by the jetty manager; the problem with the cargo documentation could have been resolved once the vessel was alongside the jetty prior to the start of loading. The manager's actions required the ship to turn round in a busy waterway and carry out an unplanned and challenging voyage back to anchor, and then make the voyage back in again on the following tide. Shore personnel have a responsibility to consider not only their own risks, but also the impact that their actions can have on board the ships that they work with (especially when weighing commercial decisions against safety risks).

3. The pilot's decision to dismiss the tugs was not challenged by the master or the bridge team. The dismissal of the two tugs - which had already been contract and thus paid for by the owners - was not properly considered, caused an unnecessary distraction, and removed a possible safety barrier.

4. The pilot became increasingly anxious as he realised the speed of the ship was much faster than usual, and focused solely on reducing speed prior to making the turn. The pilot did not communicate to the master that the ship's speed was unusually high, or that this worried him. Indeed, the master and pilot distracted themselves by discussing the new anchorage position. Had a proper relationship been established between the bridge team and the pilot, and the relevant information effectively exchanged, the master would have been more likely to have questioned the ship's speed and the pilot's intentions to turn the ship, rather than discussing aspects of the plan that could wait.

TRUST (Ten Really Useful Safety Tips) PILOT ON THE BRIDGE (1) A marine pilot is an experienced and professional mariner whose role is to advise the captain of a ship on the safest route to be taken to bring a vessel into its port of call. Pilots are individuals who are familiar with the coastlines, inland waters, shoals, harbors, ports, weather, tides, shipping regulations and restrictions of the area for which they are licensed and who can communicate with the various port functions such as traffic control, harbour office, tugs and berthing master in the local language.

(2) Despite the pilot's duties and responsibilities, their presence on board does not exempt the master and the officer on watch (“OOW”) from their duties and responsibilities for the ship's safety. The pilot's presence on the bridge is a time for increased awareness and vigilance and is not and should never be a time for the Master and bridge team to relax!

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Wavelength - Issue 49 - September 2013

(3) A comprehensive berth-to-berth passage plan is imperative in order to ensure situational awareness is maintained at all times. The passage plan should include every activity including the passage when the pilot is on board. Sufficient time should be allowed for proper discussion on the passage plan between the master, pilot and “OOW”.

(4) The master and the “OOW” are more familiar with the characteristics and manoeuvring capabilities of the ship as compared to the pilot. The pilot should be made fully aware of the characteristics and maneuvering capabilities of the vessel before and during the period the pilot has conduct of the vessel.

(5) The master (or the “OOW”) remains in command of the vessel's navigation at all times. Therefore, the master and the bridge team should be aware of the pilot's intentions and closely monitor their actions and be in a position to support or query the same at any stage

>>safety first

Safety Bulletin 13-01 Title: GROUNDING OF SEA EMPRESS Source: Gard (UK) Limited P&I Club Pilotage remains a concern in many parts of the world and a number of disasters, such as the well known incident of the "SEA EMPRESS", have put pilots and pilotage services under increased scrutiny from authorities, industrial bodies, classification societies and insurers.

The motor tanker SEA EMPRESS loaded with a cargo of 130,018 tonnes of light crude oil grounded off the Middle Channel Rocks in the approaches to Milford Haven at 20:07 hrs on 15 February 1996. The weather was fine and clear with a west-northwesterly force 4/5 wind. A pilot was on board and the vessel was entering the Haven via the West Channel. The pilot had intended to and initially did approach the Channel entrance within what he termed “the cone of safety”. According to investigation carried out by the MAIB, the immediate cause of the grounding was:

Pilot's failure to take appropriate and effective action to keep the vessel in the deepest part of the channel.

Master failed to appreciate that the actions by the pilot would not be adequate.

The pilot and the master had not discussed and agreed a pilotage passage plan; as a consequence neither the master nor the chief officer knew what the pilot's intentions were.

The master failed to follow the standing orders of his Managers with respect to pilotage matters.

Repairs to the stern of the vessel discharging alongside

Relevant to Master / Pilot / Tugs communication and decision making while pilot is onboard, is also our recent CIRCULATED REPORT 2013/ICR04 with title:

Contact incident during berthing under towage.

Grounding of m/t SEA EMPRESS - approaches to Milford Haven 15 February 1996.

of the passage. The IMO Code of Nautical Procedures and Practices states: “If in any doubt as to the pilot's actions or intentions, the officer in charge of the navigational watch shall seek clarification from the pilot and, if doubt still exists, shall notify the master immediately and take whatever action is necessary before the master arrives”.

(6) If the pilot is to communicate with tugs and/or other shore personnel in a language that is foreign to the bridge team, the master must insist that the pilot relays / translates this communication to the master and “OOW”.

(7) Reluctance to get involved in a situation has contributed to several severe marine accidents (including situations when the master is not on the bridge). It is therefore important that all members of the bridge team have the necessary authority and confidence to query the pilot's actions if they are in doubt. This can be achieved by active

leadership and involvement by the master.

(8) There are clear procedures and instructions to the master and “OOW” on what is expected of them when a pilot is on board. These are included as part of the vessel's Safety Management System (“SMS”) i.e. NOM and Bridge Procedures Guide – chapter 6.

(9) The potential role of fatigue in accidents has been highlighted by a number of recent major incidents. The irregular work schedules, long on-duty periods, on call nature of pilotage work can cause increased fatigue, mood deterioration and low performance.

(10) Bridge Team Management should include how to handle the change in communication, command, and control when a pilot is on board.

Wavelength - Issue 49 - September 2013

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Pipeline Pressure Surge

On existing systems a data logger may be used to indicate where low or high pressures are occurring in a pumping system. Systems in the design phase may be modeled to determine whether high or low pressures may be a problem. Once the surge situation has been defined, either through a data logger or modeling, the best mitigation options may be explored and implemented.

What is pressure surge?

High or low pressure surges travel throughout systems as a result of flow rates changing in the pumping systems. These pressure surges may be a result of pumps starting or stopping, valves opening or closing as well as sudden losses of power to pump stations.

A low pressure wave may create a vacuum in the pipeline such that the pipe may collapse where the vapor cavity is formed.

After a low pressure wave reaches its endpoint, the returning wave may be so strong that it in turn closes pump check valves so quickly that another low pressure surge or downsurge is sent out.

Downsurges are also referred to as Water Hammer. Standard operating procedures are designed to minimize these pressure waves. However, an unplanned pump trip or rapid valve operation will, on an unprotected system, cause much larger pressure waves than under normal operating conditions..

How can pressure surge be controlled?

High pressures may weaken and burst sections of pipe (some pipe materials are particularly sensitive to abrupt changes in pressure).

In addition, pressure surge will increase the loads on pipe supports, especially at bends.

In some systems, pressure waves are reflected back at different times from different parts of the network. When these reflected waves meet, they can combine to cause pressures even higher than the initial surge.

How can a system be analysed?

An experienced engineer can assess whether a simple system is likely to be vulnerable to pressure surge from inspection of the system layout and operating parameters.

A transient analysis will predict the time history of pressures (and flows) throughout a system. From the results, an experienced engineer can determine whether surge protection is required, what form of surge protection is most practical, its design and where it should be sited.

Why is pressure surge a problem?

All sudden changes in the pressure of the system, whether increase or decrease of pressure, can significantly reduce the life expectancy of the installation or may even cause the complete failure of the system.

Small systems are just as vulnerable as large systems.

Sub-atmospheric pressures can cause pipe wall collapse or allow air or water ingress. If the pressure drops below the fluid vapour pressure, then vapour cavities will form and Indicative graph of a pressure surge subsequently collapse, causing additional pressure surges.

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Solutions to the problem to may include one or more of the following: · selection of the appropriate type of valve · a change in operating procedures · a change in valve closure rates · provision of air valves · increase in pump inertia · provision of surge vessels or tanks · installation of surge protection valves Some of these solutions will require periodic checks to maintain their effectiveness.

Sudokou

A surge is defined as: “1. An upheaval of fluid in a processing system, frequently causing a carryover (puking) of liquid through the vapor lines. / 2. The peak system pressure. / 3. An unstable pressure buildup in a plastic extruder leading to variable throughput and waviness of the hollow plastic tube.”

The Hornsleth

Deep Storage Project

Scheduled to be completed by the end of 2013, the “Deep Storage Project” by the Danish artist Kristian von Hornsleth, is aiming to lower a massive, star-shaped sculpture that has taken 4 years and about £1million to engineer, 10,000 meter down the Marianas Trench, the deepest part of the world's oceans, and leave it there permanently.

The sculpture will be approximately 8m tall and made entirely by electropolished stainless steel, which will guard it against erosion or rust in the oxygen-void depths. A nano-engineered outer coating will prevent organic matter from growing on it, ensuring it will remain clear and shiny for when future explorers shine their lights into the depths of the Pacific Ocean.

From your typical artistic point of view, the project does not make much sense, since the sculpture will never be available for the crowds to see. However, the catch is that this awe-

inspiring sculpture will be filled with blood and hair DNA samples, voluntarily given by 5,000 people from all around the globe. And this is the attraction, according to the artist, who explains that the basic question behind the project is, “Who wants to live forever?”.

“The only way the likes of us could ever become eternal,” he says, “is to sample our DNA and hope that, in a few thousand years' time, someone can remake you somehow.

Who, I don't know. I'm not a UFO freak, or a science fiction fan. But I've seen Spielberg films – they'll know where to look.”

Other aspects of the project seem purposebuilt to add to the drama. Take the star-like design of the sculpture itself. Hornsleth calls it “non-deterministic, non-periodical” but there's no denying it bears a striking resemblance to the craft in the movie Superman, the one in which Marlon Brando places the baby Kal-El, just before Krypton explodes.

“It's definitely an artistic event rather than a science project,” says Dr Lynnerup. “And the underwater pressure may have an unknown effect on the samples. But DNA has been isolated from Neanderthal bones. And even current forensic technology can reassemble broken-down DNA.” So could future generations rebuild humans from these samples? “Perhaps.”

Of course, Hornsleth is not the first to stockpile genetic coding. There are more than 1,400 gene banks worldwide, storing seed and gene samples from the world's plant life, with the Svalbard Global Seed Vault, on an archipelago off Norway, being the most famous. And the past few years have seen a handful of human DNA banks emerge. Iceland's deCODE project is slowly storing human genes for medical research, while Chinese scientists are currently cataloguing genetic data from five million residents in the city of Taizhau.

But Hornsleth is philosophical. “All these other projects are like rats on a sinking ship. For me, the Deep Storage Project is 100 per cent art, with scientific Connotations.

Sources: http://www.telegraph.co.uk/culture/art/artn ews/9926943/Kristian-von-Hornsleth-theartist-burying-his-masterpiece.html http://www.pcauthority.com.au/News/34181 0,the-hornsleth-deep-storage-project-isdeeply-darkly-weird.aspx

They won't contain DNA but will sit in various undisclosed locations around the world. The first will be unveiled in the Danish town of Vejle in March, funded entirely by local businesses.

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solutions on pg..15

And then there are the matching art pieces.

While he claims to “hate all that Da Vinci Code crap”, Hornsleth is planning nine identical landbased sculptures as “markers” for future generations to follow.

And yet for all the drama and the schizophrenia, there is a sturdy scientific basis to the project too. Dr Niels Lynnerup, professor of biological anthropology and forensic medicine at the University of Copenhagen, has advised on the DNA storage, suggesting that, instead of complicated freezing techniques, Hornsleth just keep it simple, dry and clean.

MLC 2006 A New Convention?

Or a Pre-existing Standard that Came into Force?

Our Company and MLC Marine Trust Ltd has been appointed by the ship owner as the ship's managing agent to fulfil all or part of the duties or responsibilities imposed on ship owners in accordance with this Convention, as its agent and on its behalf.

The 12 month clock for the commencement of MLC 2006 on 20 August 2013 is already ticking. Ship owners and operators must commence the process of managing the implementation of MLC 2006 and prepare for flag state maritime labour inspections as soon as possible. These inspections include preparation of the preliminary paper work; applying for DLMC I from the flag state; and preparing DMLC II and submission of DMLC I and II for review by the flag state and forwarding a generic seafarer employment agreement to the flag state for review and approval.

What is MLC 2006?

MLC 2006 is a comprehensive range of labour standards covering working conditions for seafarers. The convention includes standards for basic employment rights, safety, health protection, medical care, welfare measures and improved enforcement of minimum working and living conditions and the right for seafarers to make complaints both on board ship and ashore. The convention applies to all ships “ordinarily engaged in commercial activity” and will be applied globally to all ships, regardless of whether they are flagged from nonratified member states, and to all ships over 500 GRT. As such, all vessels that fall under this regulation will need to be certified by 20 August 2013.

The underlying aims of MLC is mainly to promote worldwide protection of the rights of seafarers and to establish a level playing field for ship-owners who provide decent working and living conditions for seafarers and protect them from unfair competition from substandard ships. The way that the convention aims to achieve its target is by structuring an area of 14 maritime standards that will be items for inspection by PSC. The particular items will be part of each company's SMS and are as follows: £ £ £ £ £ £ £ £ £ £ £ £ £ £

minimum age of seafarers medical certification qualifications of seafarers seafarers' employment agreements use of any licensed or certified or regulated private recruitment and placement service hours of work or rest manning levels for the ship accommodation on-board recreational facilities food and catering health and safety and accident prevention on-board medical care on-board complaint procedures payment of wages

For all the above items each Owner must develop policies and procedures in order to meet the requirements.nts.

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Wavelength - Issue 49 - September 2013

As this article is being written, all the vessels of the fleet have already been inspected by the R/O and successfully passed the inspection and can be considered as MLC certified vessels.assed the inspection and can be considered as MLC certified vessels.

>Manning, Health & Welfare

In order for the officers and crew on board to understand the new convention and comply with its requirements, our company has introduced a Health & Safety campaign that has been running onboard the vessels since the beginning of 2013, addressing a new topic every fortnight. After the compliance date the campaign will focus on refreshing the crew's knowledge and understanding of the new regulations.

In addition, our company has arranged an MLC officer to board each vessel of the fleet in order to explain the details of the new convention and prepare the crew and the vessel for the relevant implementation.

As you may be aware, the MLC introduces a complaints procedure that allows seafarers to lodge complaints relating to any matter that is alleged to constitute a breach of the requirements of the MLC. However, a similar procedure has already been adopted by our company in the relevant Manuals (Procedure 23 for Tankers and Procedure 21 for Dry Bulks).

Of course, not all matters concerning the crew on board can be considered as complaints in the context of MLC. Nevertheless, our company strongly believes and has invested for many years now in the good and harmonious relations onboard. As such the company is always committed to discussing and resolving timely and most efficiently any matters of concern, of any crewmember, through proper communication with the ship's Master.

The road to a successful vessel's certification and future good inspection results is not easy.

A vessel in order to pass an inspection successfully must be presented as a clean, tidy and organized vessel. An inspection for MLC certification is divided in three stages:

First stage : Second stage: Third stage:

DOCUMENTS INSPECTION VISUAL INSPECTION OF VESSELS ACCOMMODATION CREW INTERVIEWS

In the first stage all documents of the vessel and particularly those related with the crew (e.g. Seafarers Employment Agreements, PreEmployment Medical Certificates, Certificates of Competency, Seamen's Books) will be inspected in order to verify compliance with the guidelines of the new convention.

In the second stage the inspector will check the cleanliness and tidiness of the vessel's accommodation, paying particular attention to the vessel's Galley, freezers and stores, which must be in excellent condition and without expired items. Apart from the galley, which is considered the heart of the accommodation and therefore it is of critical importance, the crew cabins and the common areas (laundries, public toilets smoking rooms) must also be perfectly clean and tidy.

In case any damaged equipment or furniture are found, or any of the cabins and/or common areas are found dirty, the vessel will face problems with her certification. At this point the author would like to highlight that the cleanliness and tidiness of a vessel is of paramount importance. Not only is it important for the MLC inspection, but also for the general hygiene and presentation of the vessel, since this is the place where the seafarers live for the duration of their contracts.

Of course such an achievement can not be accomplished solely by the three members of the catering department. It can only be achieved and maintained if all the crewmembers respect and take care of the place where they live, eat and work.

The third stage is the crew interview by the inspector in order to verify that the crew is satisfied with the living and working conditions and that they are not exploited either by the RPS (manning agents) or by the Owner.

Wavelength - Issue 49 - September 2013

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THE PORT OF VANCOUVER

by John R Haygood

The first Englishman to reach Burrard Inlet, was Captain George Vancouver (1757–1798). He arrived in the summer of 1792 only days after the Spaniard explorer, Dionisio Alcalå Galiano (1760–1805) and named the inlet after his friend, Sir Harry Burrard (later Admiral).

Vancouver is among British Columbia's youngest cities: the first European settlement in what is now Vancouver was not until 1862. A sawmill established in 1863, began the city's long relationship with logging. In 1870, the colonial government surveyed the settlement and laid out a town-site. This site, with its natural harbour, was selected in 1884 as the terminus for the Canadian Pacific Railway (CPR).

The City of Vancouver was incorporated on April 6, 1886, the same year that the first transcontinental train arrived. CPR president William Van Horne arrived in Port Moody to establish the CPR terminus recommended by Henry John Cambie, and gave the city its name in honour of George Vancouver. On June 13, 1886, the entire city was razed to the ground by the Great Vancouver Fire. Following the fire the city was quickly rebuilt and Vancouver's population grew from a settlement of 1,000 people in 1881 to over 20,000 by the turn of the century and 100,000 by 1911.

The port of Vancouver received a major boost in 1914, with the opening of the Panama Canal. This new route allowed the port to successfully compete with other international ports for a share in the international trade as an alternative route to Europe. As part of a development programme for the port, the first grain elevator was built in 1916, in order to cope with the expected in crease of grain trade due to the Panama Canal. Within a year from the completion of its construction, the elevator was breaking all world records for grain trade.

During the 1920s the local government, won a legal battle that eliminated the freight rates imposed on good transported by rail through the mountains.

This allowed the further development of wheat trade as the production of the Canadian Prairies could now be transported by rail to Vancouver and shipped from Vancouver port, instead of being shipped through the eastern ports. The completion of an upgrading project of the port in 1923, run by the Harbour Commission, made the Ballantyne Pier the most technologically advanced port in the British Empire.

During World War II, Vancouver experienced a shipbuilding boom, as a result of the contribution to the war effort. At the peak of the war there were 30,000 workers, many of them women, working in the BC Shipyards.

During this period, the Burrard Yarrows alone, built over 100 ships.

In 1967 construction begun at Roberts Bank, an area situated on the south side of the estuary of the Fraser River, approximately 35km south of Vancouver. Upon completion of the construction in 1970 Roberts Bank became Canada's largest coal export terminal. Nowadays, Roberts Bank is also known as the Outer Harbour of Vancouver port. 'Westshore' is the busiest single coal export terminal in North America and it typically ships over 20 million tonnes of export coal a year. Early in 2010 a $49-million equipment upgrade was completed, bringing its capacity from 24 million to 29 million tonnes per year.

In addition to the 'Westshore' coal terminal, Roberts Bank is also home to the 'Deltaport' container terminal, the largest container terminal in Canada.

In January 2010, Deltaport added a third berth and doubled its capacity. It is now one of the busiest import/export ports in North America and a major hub for container trucking companies. Deltaport's container facility is designed to handle the largest container ships afloat and features Super Post-Panamax container cranes. The container facility completed a $400million expansion in late 2009, adding a third berth and doubling its capacity to 1.8 million TEU (20-foot equivalent units).

In 2008 after nearly 150 years of independent existence and operation, the three Port Authorities of Vancouver (Fraser River Port Authority, North Fraser Port Authority and Vancouver Port Authority) merged to form the Vancouver Fraser Port Authority, now known as Port Metro Vancouver, with 25 major marine terminals: three container, seventeen bulk cargo and five break bulk cargo.

Today Port Metro Vancouver is the largest port in Canada, the largest in the Pacific Northwest, the largest port on the West Coast of North America by metric tons of total cargo (with 76.5 million metric tons) and the 50th largest port in the world. The port trades $43 billion in goods with more than 90 trading economies annually.

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Quotes It is well to remember that the entire population of the universe, with one trifling exception, is composed of others.

John Andrew Holmes [1874-1937, American physician and writer of Wisdom in Small Doses] Fear is not in the habit of speaking truth; when perfect sincerity is expected, perfect freedom must be allowed; nor has anyone who is apt to be angry when he hears the truth any cause to wonder that he does not hear it.

Tacitus [Publius (or Gaius) Cornelius Tacitus (c. AD 56 – 117) was a senator and a historian of the Roman Empire. The surviving portions of his two major works, the Annals and the Histories, span the history of the Roman Empire from the death of Augustus in AD 14 to the years of the First Jewish–Roman War in AD 70.]

Jokes My advice to you is get married: if you find a good wife you'll be happy; if not, you'll become a philosopher.

Aristotle [In Ancient Greek: Ἀριστοτέλης, Aristotélēs, 384 BC – 322 BC, was a Greek philosopher and polymath, a student of Plato and teacher of Alexander the Great. His writings cover many subjects, including physics, metaphysics, poetry, theatre, music, logic, rhetoric, linguistics, politics, government, ethics, biology, and zoology.

Together with Plato and Socrates (Plato's teacher), Aristotle is one of the most important founding figures in Western philosophy. Aristotle's writings were the first to create a comprehensive system of Western philosophy, encompassing ethics, aesthetics, logic, science, politics, and metaphysics.]

Chinese Wisdom Tea tempers the spirit, harmonizes the mind, dispels lassitude and relieves fatigue, awakens the thought and prevents drowsiness.

Lu Yu [733–804, Lu Yu is respected as the Sage of Tea for his contribution to Chinese tea culture. He is best known for his monumental book The Classic of Tea (Chájīng), the first definitive work on cultivating, making and drinking tea.]

solutions

A guy was driving when a policeman pulled him over.

He rolled down his window and said to the officer, "Is there a problem, Officer?"

"No problem at all. I just observed your safe driving and am pleased to award you a $5,000 Safe Driver Award. Congratulations. What do you think you're going to do with the money?"

He thought for a minute and said, "Well, I guess I'll go get that drivers' license."

The lady sitting in the passenger seat said to the policeman, "Oh, don't pay attention to him - he's a smartass when he's drunk and stoned."

The guy from the back seat said, "I TOLD you guys we wouldn't get far in a stolen car!"

At that moment, there was a knock from the trunk and a muffled voice said, "Are we over the border yet?"

An Irishman drinks at the pub until they close.

He stands up to leave and falls flat on his face.

He tries to stand one more time and falls again.

He figures he'll crawl outside and get some fresh air and maybe that will sober him up.

Outside, he tries to stand up and falls flat again.

He gives up and crawls the four blocks to his house, crawls up the stairs and pulls himself into bed.

The next morning, his wife stands over him shouting, "So, you've been out boozing again!"

"What makes you say that?" he asks, putting on an innocent face.

"The pub called -- you left your wheelchair there again."

Fred is 32 years old and he is still single.

One day a friend asked, "Why aren't you married?

Can't you find a woman who will be a good wife?"

Fred replied, "Actually, I've found many women I wanted to marry, but when I bring them home to meet my parents, my mother doesn't like them."

His friend thinks for a moment and says, "I've got the perfect solution, just find a girl who's just like your mother."

A few months later they meet again and his friend says, "Did you find the perfect girl? Did your mother like her?"

With a frown on his face, Fred answers, "Yes, I found the perfect girl. She was just like my mother. You were right, my mother liked her very much."

The friend said, "Then what's the problem?"

Fred replied, "My father doesn't like her."

Wavelength - Issue 49 - September 2013

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Port State Control Concentrated Inspection Campaign on SOLAS Chapter II-1 The Paris, Tokyo, Indian Ocean and Black Sea Memorandums of Understanding (MOUs) on Port State Control will be carrying out a joint Concentrated Inspection Campaign (CIC) to verify compliance with SOLAS Chapter II-1.

The CIC will last three months: from 1 September, 2013, till 30 November, 2013.

The CIC will focus on safety of propulsion and auxiliary machinery, especially the working order and maintenance of main engines, auxiliary engines, auxiliary equipment and their related alarm systems.

These installations will be verified in detail for compliance with SOLAS Chapter II-1 during regular PSC inspections and special attention will be given to crew familiarity with safety and emergency procedures.