Wavelength #55

ISSUE 55 MARCH 2016

To reach our Seafarers

In this issue Company News

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Inert Gas Systems Part 2

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Log Books

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Safety First

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Deficiencies

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City and Port of Shanghai 14 Herald of Free Enterprise 16

Editorial Dear readers, A recurring theme seems to have emerged in this issue of Wavelength and it relates to four key words. These words, which I have taken the liberty of terming the four C’s: Communication, Compliance, Cooperation and Coordination, appear to crop up continuously, irrespective of the issue in question.

Unfortunately, though, the importance of these key words is most often highlighted when they become conspicuous due to their absence. The absence of effective communication, for instance, was pivotal in causing the Herald of Free Enterprise disaster. Likewise, the lack of compliance identified by the USCG in their bulletin (MSIB 16-15) indicates how improper maintenance can lead to a breach of regulations and subsequent penalties. As regards cooperation and coordination, the Safety First article on a navigation clearly establishes the need for these two concepts to be integrated into pilotage operations. Last, but certainly not least, there are the low-tech Log Books whose correct maintenance requires all four C’s to operate concurrently.

It is well known that when things go terribly wrong in the shipping industry, investigations often reveal deficiencies in one or more of the four C’s. Conversely, when they are correctly in place and utilised effectively, they can enhance standards of safety and operation. Safe, incident-free voyages in which seafarers make use of all the tools available to them bear testament to this and clearly show that when things are done in the right way and in the right frame of mind, there is a far greater likelihood of a positive outcome.

I sincerely hope you enjoy this issue of Wavelength. If you have any comments, suggestions or questions about the content, please do not hesitate to contact me at comment@wavelength.gr.

Best wishes,

Nick Seaman

Company News Another addition to the fleet The Company is pleased to announce that the M/V CORAL ISLAND (55,699 DWT) has become the newest addition to the managed fleet. The bulk carrier was built by the Oshima Shipbuilding Co. Ltd in Japan in 2006 and has been strengthened for heavy cargoes. The re-delivery of the ship, which is owned

by Continental Shipping Limited and registered under the Maltese flag, took place in Singapore on 27th January 2016.

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 the bulletin do not necessarily reflect those of the publishers.

Editor: Nicholas Seaman Email: contact@wavelength.gr Design-Production: www.remdesign.gr

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Ms Agapi Tzanidaki It was with great sorrow that we learned that our beloved colleague Ms Agapi Tzanidaki passed away peacefully at a relatively young age on 22nd December 2015. During her final moments, she was surrounded by her husband, two sons, friends and close colleagues.

Agapi joined the Company in the late seventies. She was in charge of procuring spare parts and lubricants for the entire fleet and spent the whole of her professional career in the Technical Department. She served faithfully for 36 years, during which she helped in the training and professional development of numerous young superintendents.

Agapi made a great contribution to the efficient and safe operation of all the ships by ensuring that the required spare parts were always delivered onboard on time. Moreover, she was highly motivated to improve the procurement process. As such, she was keen to embrace innovation and led the transition to a paperless, fully computerized system covering all aspects of the ordering, forwarding and inventorying of space parts.

In 2011, Agapi was requested to act as sponsor during the naming ceremony of the M/V Polymnia at New Times Shipbuilding in China.

She took great pride in being given this honour.

Apart from being a dedicated, earnest and loyal employee who

always worked with passion, integrity and energy, she was a good friend and a great person to have had as a colleague. Agapi was also a loving wife and devoted mother who will be sorely missed.

It was a privilege to have known Agapi. She will be remembered as a warm, vibrant and wonderful individual whose friendliness, charm and intelligence made an impression on all those who worked with her.

Sounding the horn of the Polymnia for the first time.

Exemplary Galley It is not often that the galley crew gets the recognition it might deserve. However, when praise is truly due, it should be given. This was the case when M/T Mikela P. under the command of Stefano Oleksandr called at Kalundbork in Denmark. The pilot/mooring master, Frederico Papa, and the PSC inspector congratulated the crew on the excellent condition and cleanliness of the galley, refrigerators and storage compartments.

It is evident from the photographs below that chief cook, Troian Yevhan, assistant cook, Cleofas Enrique, and catering trainee, Ocanada Clent, take the utmost care and pride in carrying out their duties to the highest standards. As such, the galley department of M/T Mikela P. is to be highly commended and their standards should set an example to the rest of the vessels on how to keep galley compartments in the best possible hygienic condition.

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Technical Part 2: More fundamental components

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Inert Gas Systems

Safety and Design Aspects Cargo tank protection against over/under-pressure Serious incidents have occurred on oil tankers due to cargo tanks being subjected to extremes of over or under-pressure. Whilst SOLAS regulations have been modified to require that tanks be fitted with full flow pressure relief devices or individual tank pressure monitoring, it is still essential that venting systems are thoroughly checked and properly maintained to ensure that they are correctly set for the intended operation.

asphyxiating, great care must be exercised when work on the plan is undertaken.

Before opening up any equipment, it is recommended that the inert gas plant is completely gas-freed.

If any component of the inert gas plant is to be examined internally (e.g. scrubber, deck seal), the standard recommendations for entering enclosed spaces must be followed.

Failure of Inert Gas System In case of Inert Gas System failure, action must be taken immediately to prevent any air being drawn into the tanks.

Blind flanges should be fitted where applicable or the plant should be completely isolated.

All cargo and/or ballast discharge from inerted tanks must be stopped, the inert gas isolating valve closed, the vent valve between it and the gas pressure regulating valve opened, and immediate action taken to repair the inert gas system.

Extreme care is required to maintain these large rotating pieces of equipment in optimum condition. Damages to the electric motor or centrifugal fan can occur due to the presence of dynamic unbalance.

Maintenance of Inert Gas System The inspection and maintenance of Inert Gas System components should be carried out in accordance with the Maker’s instructions.

The Company’s planned maintenance system (PMS) is based on the Maker’s instructions and the suggested maintenance programme of the IMO publication for Inert Gas Systems.

It is particularly important to ensure that non-return barriers function correctly, especially the deck water seal and non-return valve, so that there is no possibility of petroleum gas or liquid petroleum passing back to the machinery spaces.

A record of inspection of the inert gas plant, including defects and their rectification should be maintained onboard.

Furthermore, a minimum number of spare parts recommended by the Maker should be kept onboard for maintenance.

Safety considerations with Inert Gas Systems 1. Backflow of cargo gases In order to prevent the return of cargo gases or cargo from tanks to the machinery spaces and boiler uptake, it is of paramount importance that the non-return barriers (deck seal, non-return valve) are properly maintained and correctly operated at all times.

2. Tank pressure When an inerted cargo tank is maintained at a positive pressure, such pressure must be adequately reduced before any tank-lids, ullage plugs or tank washing openings are opened.

3. Health hazards • Entry into cargo tanks should be permitted only after they have been gas freed. To ensure the dilution of the toxic components of inert gas to below their Threshold Limit Values (TLVs), gas freeing should continue until tests with an oxygen analyser indicate a steady oxygen reading of 21% by volume and tests with a flammable gas indicator show not more than 1% LFL. • Inert Gas on Deck: Certain wind conditions may bring vented gases back down on to the deck even from specially designed vent outlets.

In these conditions, all non-essential work should cease and only essential personnel should remain on deck, taking all appropriate precautions.

When the last cargo carried was a sour crude, tests should also be made for hydrogen sulphide. If a level of 5 ppm is detected, no personnel should be allowed to work on deck unless they are wearing suitable respiratory protection.

• Inert Gas Fans:

The fans must be maintained according to the PMS. One should note that the running hours are for indication only.

Overhauling of fans and motors are based on condition monitoring, vibration levels, amperes per phase drawn by the electric motor, bearing temperature, etc.

Washing of the centrifugal fan is required after each discharging operation to remove any soot accumulation. Before washing ensure that the casing drain is clear.

A blocked drain will cause acidic water to stagnate in the fan casing, leading to the accelerated corrosion of the lower part of the impeller and rendering the fan unusable in a very short period of time.

• Deck seal: Steam heating coils are provided for ensuring that the water inside the deck seal will not freeze. The heating coils of the deck seal should be kept closed and blanked when not in use.

There have been cases of deck seal water (sea water) passing through a corroded heating coil and increasing rapidly the salinity of the boiler feed water, thus disrupting the discharging operation.

Design aspects of the Inert Gas System The following design improvement items of Inert Gas Systems have been applied to our Newbuilding vessels: 1. Well known and reliable Makers for Inert Gas System and P/V valves are selected.

2. Two (2) Inert Gas Blowers of 100% capacity each are provided for redundancy.

3. Two (2) fixed Oxygen analyzers are provided.

4. A Cargo Vapour Pressure Monitoring (pressure sensors) & Alarm System is provided for Cargo and Slop tanks.

5. One (1) spare P/V valve is provided for ballast tanks (in case of inerting).

6. The size of P/V valves correspond to increased loading rates.

7. Pressure drop calculations are prepared by the Shipyard in order to ensure that the capacity of the Inert Gas Plant is in accordance with the Specification.

A capacity test of both Inert Gas Fans is carried out during sea trials.

8. In order to ensure that there is no water carry-over from the deck seal to cargo tanks, a test is carried out during sea trials.

• Ullaging and inspection of tanks from cargo hatches.

9. The shaft of Inert Gas valves is positioned horizontally and not vertically in order to avoid soot accumulation.

The low oxygen content in an inert gas system can cause rapid asphyxiation. Care should therefore be taken to avoid standing in the path of vented gas.

10. There is increased dry film thickness (DFT) for the internal coating of Inert Gas pipes.

• Repair of Inert Gas Plant: Taking into consideration that inert gas is

11. Access (platforms, ladders etc.) is provided i.w.o. all equipment for proper operation and maintenance.

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Marine Operations Log Books

The idea of having to keep official records in log books for up to five years may seem excessive or tedious to some, but there is no escaping the fact that maintaining accurate and legible entries in all statutory log books is of paramount importance. Apart from being a legal requirement, record keeping is an infallible indicator of how everyone connected with the ship perceives their roles and obligations both within the Company and the shipping industry as a whole. As such, meticulously kept logs reflect a commitment not only to carrying out duties correctly but also to preserving the integrity of the Company’s name and complying fully with international maritime regulations.

Given the importance of correctly maintaining all logs, it is worth reiterating what they should contain and offering some reminders as to how they should be kept in accordance with the instructions provided.

Official Log Book Authorisation for the maintenance of the Official Log Book is restricted to department heads, but the responsibility for ensuring its accuracy and authenticity ultimately falls to the Master. The Official Log Book is regarded as a precise detailed documentation of the ship’s specifications, movements and actions such as checks, tests, drills, training, musters and inspections as well as all the official procedures carried out by seafarers and comprehensive information about all those performing duties on board. Furthermore, the Official

Log Book should have entries relating to any accidents, emergency situations, illegal activities or losses on the ship. There should also be a record of those scheduled events like drills and inspections that were not carried out or failed to be completed, including the reason(s) why. Therefore, the Official Log Book, an official channel of communication between the Master and the registry to which it belongs, is a comprehensive narrative of the ship’s actions and activities on board. It must also be pointed out that any failure to keep the Official Log Book or make false entries constitutes an offence. As such, it is imperative that all the records are accurate and made in the correct manner by authorized personnel. Here are some reminders to help ensure these criteria are met.

• Official Log Book entries should be made without undue delay as their accuracy may be seriously compromised when there is a time lapse between the event and its recording.

• Entries cannot be made by unauthorized personnel unless designated by the Master.

• Entries must be signed and witnessed by appropriate personnel.

• Entries must be accompanied by a date and time and, where required, the name of the port or latitude and longitude if at sea.

• The accuracy and completeness of all entries are to be verified by the Master.

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• Amendments or deletions can only occur with the Master’s authorisation. When such changes are authorised, the correction should be made by putting a single line through the item to be changed so as not to make it illegible and initialling the change.

• Entries that cannot be made in the Official Log Book for any reason e.g. length must be made in a separate document and annexed to the Official Log Book. A reference to where the entry is must be made in the Log Book itself.

Oil Record Book Although the Official Log Book gives a comprehensive narrative, it is not exhaustive. For every activity involving oil, separate entries have to be made in the Oil Record Book. Every oil tanker of 150 gross tons and above is required to have Oil Record Books Part 1 (Machinery Space Operations) and Part 2 (Cargo/Ballast Operations), while all ships of at least 400 gross tons must have a properly maintained Oil Record Book Part 1 (MARPOL 73/78 Annex 1). Again, the Oil Record Book is extremely important and it is always subject to close scrutiny during inspections and audits, which means that the slightest sign of an incorrect entry can lead to serious consequences. In order to avoid complications, the following reminders should be borne in mind.

• Entries should only be made in an Oil Record Book that conforms to the requirements of the Convention. They should always be made without undue delay with precise measurements and details.

• Each entry must be signed by the officer in charge and each page by the Master. Without these signatures, the entries are void.

• Entries are to be made in chronological order and there should never be a whole line left blank between successive entries.

• Any accidental discharge or one made under exceptional circumstances must be recorded along with the reason for such a discharge. This must be done without undue delay.

• Records of any oil filtering equipment failure must be kept.

• Tank nomenclature should be recorded according to the format provided in the International Oil Pollution Prevention (IOPP) Certificate.

• Any transfer of oily mixtures, tank washings and dirty ballast to reception facilities on land must be recorded together with the time and date of such a transfer. Receipts of such transfers from shore facilities should be attached to the Log. • Sea-based operations like Ship-to-Ship (STS) transfers are to be recorded with the longitude and latitude at which they take place.

• The Oil Record Book must be available for inspection at all reasonable times and must be kept for 3 years following the final entry.

• Entries in the Oil Record Book must be consistent with the data recorded on the OIL CONTENT METER of the OILY WATER SEPARATOR.

Manning and Training Garbage Record Book The Garbage Record Book in which all garbage disposals and discharges, including accidental ones is to be maintained according to Regulation 10, Annex V of MARPOL 73/78 and comply with the requirements in their revised form which entered into force on 1st January 2013. Any ambiguity in the record keeping of activities relating to garbage can lead to serious problems. Here are several reminders that can help avoid such ambiguities.

• Personnel making entries in the Garbage Record Book should be aware of all revised regulations as and when they come into force.

• There should be no doubt as to which category each type of garbage belongs and how it should be dealt with.

• Each discharge entry must be accompanied by the ship’s position and relevant signatures.

• The crew should always follow the ship’s Garbage Management Plan carried on board.

• Great care must be taken when the volume of garbage is calculated and recorded. Checking and re-checking will help prevent erroneous entries from being made.

To ensure the correct action is taken when dealing with garbage, placards notifying personnel of the discharge requirements of Regulations 3,4,5 and 6 of MARPOL Annex V should be clearly displayed as applicable.

Medical Log Given the isolation ocean-going vessel can experience, the required medical assistance may be far away. Therefore, accurate entries of medical issues and treatment provided are essential so that there is proof of compliance with the Maritime Labour Convention, 2006, which establishes standards for medical care on board (and ashore). Here are some reminders of what should be included in the Medical Log and elsewhere.

• An inventory of all the medicines and medical supplies should be made at least once a year and attached to the Medical Log. Expiry dates must be recorded and medicines resupplied accordingly.

• Whenever the treatment of a seafarer needs to be relayed ashore, the Master or designated medical care provider must record the case as comprehensively as possible in the Medical Log as well as in any other required format.

• Recording every medicine dispensed is essential and must be entered in the Medical Log without undue delay.

• Entries must be signed by the medical care provider and the patient (where possible) and endorsed by the Master.

• The Medical Log must contain the circumstances under which medical assistance is required together with the nature of the medical issue, the treatment provided and the effect of that treatment.

GMDSS Radio Log The Global Maritime Distress and Safety System Radio Log Book should be kept in accordance with SOLAS Regulation IV/17 and ITU RR App. II. The Radio Log should be near the radio equipment so as to be readily accessible for entries and surveys. Here are some reminders of what should always be entered in the Radio Log. It should also be borne in mind that all entries must be as detailed as possible so that they communicate efficiently every operation involving the Radio equipment.

• The Radio Log must contain a summary of all distress, urgency and safety communications as well as all other important incidents relating to the radio service.

• The position of the ship must be recorded as least once a day where appropriate.

• There should be a summary of the condition of the radio equipment, including its sources of energy.

• Details of all personnel assigned responsibility for sending a distress alert and operating all the radio equipment on the ship must be logged.

• There must be a record of all the necessary instruction and information given on the use of radio equipment to relevant crew members.

• There must be entries showing the results of the testing of the distress and safety radio equipment by means of a test conducted at least once a day without radiating a signal.

• The results of the testing of the DSC distress and safety radio equipment by means of a test call at least once a week must appear in the Log. • A record of pre-sailing checks to ensure that all the equipment is working efficiently is to be logged.

• There must be entries giving the results of every daily on-load and off-load battery test, every weekly hydrometer or load test of the batteries as well as every monthly security check of each battery and its connections. (MSA Radio Log)

Ship Security Log Book With the prevailing concerns regarding piracy and other developments, the safety of seafarers has been put under the spotlight. Thus, it is imperative that the Ship Security Log Book i.e. Visitors Log (form V-SEC05) in the Company’s case be maintained in accordance with the adopted amendments to SOLAS 1974 (London, 9-12 Dec 2002) specifically in compliance with the new SOLAS chapter XI-2 and the International Code for the Security of Ships and Port Facilities (ISPS Code). Here are some reminders of the basics that must never be overlooked.

• Entries recording the last ten calls at port facilities/STS operations must be attached to the log.

• All entries of the ship having a valid International Ship Security Certificate (ISSC) or a valid interim ISSC must appear in the Log Book along with the details of the issuing authority.

• There must be entries of the current security level under which the ship is currently operating and those under which the ship was operating during the previous ten calls at port facilities/STS operations.

• Entries of any changes in security level or security measures must be made along with details relating to such changes.

• Records of drills and training with regard to all aspects of security must appear in the Ship Security Log Book. The names and signatures of all the participating seafarers together with briefing/debriefing details must accompany these records.

Given that it is not uncommon for log books to contain ambiguities or be incorrectly filled out, it might appear that the regulations stipulating the requirements for log book entries are subject to interpretation.

This is certainly not the case as they are clearly fundamental channels of communication that must be maintained according to the regulations laid down by governing bodies. If such channels break down, misunderstanding can occur, safety can be compromised and suspicious may be aroused, all of which can lead to serious repercussions. Therefore, it is imperative that all log books conform to the IMO template, be correctly filled without undue delay and contain no ambiguous or vague entries.

Sources: www.classnk.org/jp/hp/pdf/activities/statutory/ism/flag/isle/MSN004.pdf www.brymar-consulting.com/wp-content/uploads/Misc/ORB_120700.pdf www.lr.org/en_images/213-35802_FINAL_-_GMP_FAQs_-_V3_TCM155-246541.pdf www.ilo.org/dyn/normlex/en/f?p www.un.org/en/sc/ctc/docs/bestpractices/1111.pdf www.marineinsight.com/guidelines/important-points -for-logbook-keeping-on-ships-part-1 ibid part2

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SAFETY FIRST! Key findings – Navigation related incidents Source: IMT MS - 02/2015 Incident statistics reveal that navigation-related incidents in the year 2015 have exceeded the trend experienced by the industry in previous years. In most cases, resources and tools that could have been utilised to avert such incidents were available. However, they were not effectively utilised by the bridge team. An analysis of such events has revealed the following: A. Passage planning meeting does not encompass key aspects A pre-passage briefing prior to the commencement of a voyage forms a key aspect of safe navigation and must be conducted in an earnest and detailed manner. The briefing/meeting must simulate the entire passage on paper or ECDIS and ensure that all hazards are highlighted.

The company’s Navigations Operation Manual includes a requirement to carry out such pre-passage briefings prior to commencement of a voyage and critical passages. NOM Section 1, Paragraph 1.1.4 “Appraisal”, states: “An overall assessment of the intended passage should be made by the Master, in consultation with the navigating officer and other deck officers, who will be involved, when all relevant information has been gathered. This appraisal will provide the Master and his bridge team with a clear and precise indication of all areas of danger, and delineate the areas in which it will be possible to navigate safely taking into account the calculated draught of the ship and planned under-keel clearance.”

B. Ineffective use of available navigational aids Navigational tools such as parallel indexing, visual bearings, navigational advice provided by VTIS and trial manoeuvre function within ECDIS/RADAR have proven to be very effective in ensuring safe navigation. As part of any on-board training/navigational audit the Master/Superintendent should emphasise the use of the aforementioned tools and verify their implementation.

C. Ineffective utilisation and management of alarms and alerts • Collision avoidance alarms such as CPA/TCPA/BCR • Off track alarms and shallow water alarms Most navigation-related incident reports indicate that alarms were muted or incorrectly set at the time of the incident. In the NOM and the Bridge/ECDIS checklists there are instructions to ensure the effective management of alarms on radars, ECDIS, echo sounders etc. The correct implementation of these instructions should be verified during navigational audits.

Electronic aids to navigation are equipped with a number of alarms and alerts, which if used effectively will ensure a safe transit.

D. Lack of Situational awareness • Vigilance towards changing scenarios & developing risks – Assess, Analyze & Act At times a vessel may encounter a scenario that may need a Last Minute Risk Assessment (LMRA). Such scenarios can only be detected through effective situational awareness.

Situational awareness can be enhanced with a proper delegation, monitoring and feedback mechanism in place.

E. Inadequate Master/Pilot exchange process • Pilot not absorbed into the bridge team • Lack of information sharing • Questioning a pilot’s intentions when in doubt and intervening when required

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TRUST

Ten Really Useful Safety Tips Available resources and tools on the bridge, WILL prevent navigation related incidents • During passage planning briefings, there should be a step-by-step walk-through of the entire passage, including the identification/ mitigation of all possible hazards.

• Identify critical passages and mitigate associated hazards. Use your risk assessment tools!

• Make sure ALL navigating officers actively contribute in the preexecution meeting and that each bridge team member understands his roles and responsibility during a passage, especially during enhanced watch-keeping levels.

• Carry out effective navigational audits to check if the officers are complacent, and if developing situations / risks are being identified in a timely manner.

• Never distract the bridge watch keeper focused on his own prevailing work load!

• Set the RADAR auto alarms to pre-warn of developing targets.

• Ensure that the pilot’s intention and plans are communicated to the team.

• Ensure that the pilot shares manoeuvring characteristics / limitations.

• The pilot’s plan for tug engagement should be clear to the bridge team • Question the pilot’s intentions when in doubt and intervene when required!

With his local knowledge and experience, the pilot brings additional value on board. Hence, the pilot’s effective integration into the bridge team is necessary for the safe completion of any passage.

An over-reliance on the pilot’s decision should be avoided. It is the Master who is ultimately responsible and accountable whilst the vessel is under pilotage.

F. Ineffective Navigational audits • Are officers able to prioritise immediate concerns?

• Is the bridge team communicating effectively and working as one cohesive unit?

• Do the junior officers have any inhibitions in questioning the Master’s intention?

• Are the navigation related Near Misses properly reported?

EFFECTIVE FUNCTIONING OF THE BRIDGE TEAM will ensure SAFE NAVIGATION!

Safety Bulletin

Fire prevention in engine rooms Source: Gard - Loss Prevention Circular No. 02-12 Introduction Every year fires on board ships lead to loss of life and severe damage to the ships themselves. The majority of fires on board ships originate in the engine room.

The leading cause of engine room fires is the failure of a flammable oil system followed by the impingement of oil onto a high temperature surface. In addition, many engine room fires have an electrical source, such as electrical short-circuits and thermal overheating in the switchboards.

The identification and protection of high temperature surfaces in the engine room is considered to be a very effective measure to prevent engine room fires and is also fairly easy to implement on board. The purpose of this circular is therefore to increase awareness of the potential dangers associated with exposed high temperature surfaces in engine rooms. The existing regulatory requirements have been highlighted to focus attention on our responsibility to ensure that the engine room systems are maintained in a safe condition and in compliance with relevant regulatory requirements at all times during operations.

Rules and regulations The IMO Safety of Life at Sea (SOLAS) Convention provides the key regulatory framework for fire safety on board ships and Ch.II-2/Reg.4 covers measures to reduce the probability of oil leaks igniting in engine rooms.

SOLAS recognizes that if fuel oil, lubrication oil or other flammable oil systems leak, the chances of preventing the outbreak of a fire will be greatly increased if all potential ignition sources have been identified and removed, or properly insulated. Accordingly, the following key safety measures became mandatory SOLAS requirements for all ships from July 2003: • jacketed (double) pipes in high pressure fuel oil delivery lines; • insulation of all high temperature surfaces (> 220oC) at risk of flammable oil impingement after an oil-line failure; and • spray shields for flammable oil lines (fuel, lubrication and hydraulic oil) located immediately above or near potential ignition sources.

Compliance with rules and regulations is normally checked by classification societies/flag administrations and port authorities and fire safety in general is, of course, one of the main issues during their inspections on board. But the time available to complete a full survey on board is often short and when it comes to verifying the integrity/ functioning of machinery and systems, the surveyors’ inspection may often appear to be limited to spot checks of known high-risk areas and hazards in the engine room.

Class and port state surveyors normally attend on board while the ship is in port and the engines are, therefore, not running at full load. High temperature surfaces in the engine room are not always detectable in these conditions, even where more sophisticated temperature-measuring instruments e.g., thermo scanning cameras, are used as part of the inspection.

Highest Risks The risks are at their highest when maintenance work is taking place or immediately thereafter. The risks involved with the execution of a specific repair or maintenance operation are not always readily identifiable and are sometimes underestimated due to the perceived simplicity of the work to be carried out.

As a result, additional safety precautions may not be implemented during and after the repair work. Typical examples are missing hot-work permits and the absence of a fire watch. Following a period of maintenance, the time available to prepare the vessel and get her back in operation can be limited, and the refitting of removed insulation mats or spray shields is often left for the crew to complete during the voyage.

Recommendations Fire safety in engine rooms is the result of both good design and the company and crew’s continuous focus on fire prevention measures on board the ship. Therefore, Vessels and the Office should bear in mind that although compliance with fire safety requirements is controlled by authorities and classification societies, it is the company’s responsibility to establish procedures to ensure that the ship is maintained in compliance with the provisions of the relevant rules and regulations (ISM Code Ch.10) and that the crew is properly trained and provided with adequate resources/tools to perform their tasks in accordance with the required standards (ISM Code Ch.6 and Ch.3 respectively).

• High standards of cleanliness in the engine room are essential for fire prevention and any leakages in fuel, hydraulic, or other flammable oil systems must be dealt with promptly. The position and condition of spray shields for both high and low pressure flammable oil lines should be checked regularly, as should the drainage arrangements for jacketed fuel oil pipes.

• Materials used for insulating high temperature surfaces may degrade over time and regular checks should be carried out, both visually and using temperature measuring tools.

• Particular attention must be paid to fire risks when repairs and maintenance are carried out. Prior to the execution of an operation, the risks involved should be identified and additional safety precautions taken. Special attention should also be given to the immediate and proper refitting of spray shields and insulation materials upon completion of maintenance.

Serious fires have arisen because of failure to recognize potential fire hazards, and above all, the best fire prevention is a well trained crew. Training and experience transfer among the crew should aim to create a common understanding of all hazards present in an engine room and their potential consequences.

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Technical Extra Deficiencies The US Coast Guard has issued a very interesting bulletin (MSIB 16-15), which identifies the top five deficiency areas found by Port State Control Officers on foreign flag vessels during 2015 that have led to vessel detentions. The purpose of this bulletin is to share this information with the owners, operators and other involved parties in order to identify and correct safety and environmental protection sub-standard

conditions. It should, therefore, be noted that if any system on board the vessel is not in good condition, the crew should take the necessary corrective actions in accordance with the Company’s SMS. The bulletin is shown below and followed by some photos indicative of why these deficiency areas have been highlighted by the USCG.

Marine Safety Information Bulletin Commandant U.S. Coast Guard Office of Commercial Vessel Compliance 2703 Martin Luther King Jr Ave, SE, STOP 7501 Washington, DC 20593-7501

MSIB Number: 16-15 Date: December 17, 2015 Contact: CG-CVC Phone: (202) 372-1251 E-Mail: portstatecontrol@uscg.mil

USCG Port State Control Detention Deficiency Areas This bulletin addresses the top five deficiency areas that U.S. Coast Guard Port State Control Officers (PSCOs) find on foreign vessels and that have led to detentions in 2015. The purpose of this bulletin is to share this information so that owners, operators, and other involved parties can take proactive steps to identify and correct sub-standard conditions of safety and environmental stewardship, before port state control action is necessary.

1. Maintenance of Ship and Equipment – ISM Code Numerous minor deficiencies may lead to expanded Coast Guard PSC exams. Within the expanded exam, there is frequently a conclusion that there were safety management system (SMS) failures and the PSCO subsequently detained the vessel. The vessel’s master should ensure on board maintenance and drills are carried out and documented as required by the International Safety Management (ISM) and the International Ship and Port Facility Security (ISPS) Codes.

2. Oily Water Separating (OWS) Equipment - MARPOL Vessel crews must ensure the proper operation of the OWS and be able to operationally test the system ensuring alarms and automatic stopping devices are in proper working order. In addition, unauthorized piping or modifications made to the system are unacceptable. Oil record books must also be kept and ensure all entries are made, per the guidance in MARPOL Annex I. 3. Fixed Firefighting Installation - SOLAS Fixed water based fire-fighting systems that protect periodically-unattended machinery spaces must be properly charged in accordance with vessel’s SMS procedures, SOLAS, flag state, and class requirements.

4. Rescue Boats - SOLAS Life saving appliances shall be in working order and ready for immediate use before the ship leaves port and at all times during the voyage, per SOLAS Chapter III Regulation 20.2. PSCOs have discovered a number of vessels’ rescue boats not meeting this standard. Additionally, in several cases, the rescue boat launching arrangements were unable to launch or retrieve the rescue boat.

5. Fire Detection Equipment - SOLAS The common item leading to a detention for fire detection systems involves the smoke detectors. In many cases smoke detectors were simply discovered to be inoperable with no record of being tested, or, the detectors were found covered with plastic thus eliminating their value.

These five items are not all inclusive and in no way cover the entire scope of detainable deficiencies found during PSC examinations. They merely represent a top view summary of what Coast Guard PSCOs have discovered throughout this past year. The Coast Guard’s 2015 PSC Annual Report will provide greater analysis of these topics and detainable deficiencies in general. Vessels are reminded that if any system on board the vessel is not in good working condition, the crew should take the necessary actions to remedy the situation in accordance with their SMS. A record of any actions taken should be maintained as evidence that the SMS is being used effectivelyThis in release conjunction with allfor routine has been issued public maintenance information andprograms. notification purposes only.

Questions regarding this bulletin should be forwarded to the Office of Commercial Vessel Compliance (CGCVC) at 202-372-1251 or by email at portstatecontrol@uscg.mil. This bulletin is provided for informational purposes only and does not relieve vessel owners/operators from any domestic or international safety, operational or material requirement.

-uscg-

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Issue 55-March 2016

USCG top5 observations • Maintenance of Ship and Equipment

Holed ventilator top

Holes on air vent goose neck

Fuel oil leakages in E/R

Heavily wasted E/R fan damper

Corrosion on funnel dampers

Heavily wasted pipes on deck

• Oily Water Separator

Oily water separator (OWS) clogged

• Fixed Fire Fighting Installation

OWS overboard pipe contaminated by oil

• Fire Detection Equipment

Leaking fire line in E/R

Faulty fire detection sensor

• Rescue Boat

Poor condition of lifeboat hull

Defective on-load release mechanism cable

Temporarily repaired sprinkler

Issue 55-March 2016

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Humankind’s Marvels & Nature’s Wonders Montreal Botanical Gardens This urban oasis covers 185 acres and is home to over 26,000 species of flora. Ten of the 52 greenhouses on the grounds are of the exhibition type, each with a specific theme. Among them is the Japanese Zen Garden and the Chinese Garden, which showcases designs from the Ming Dynasty. There is also a tropical food plant greenhouse which highlights the diversity of food producing flora in the tropics. As for the outdoor gardens, the rose garden, alpine garden and poisonous plant garden are of the highest quality.

Montreal Botanical Gardens also places an emphasis on education with numerous activities for younger visitors on offer. In addition, there are guided tours, including birdwatching for avid ornithologists. And for those who find creepy crawlies fascinating, there is an insectarium.

The history of Montreal Botanical Gardens is chronicled in a virtual exhibition, which includes information on what the Gardens are probably most famous for - topiary. Contributions of these horticultural sculptures have been made by artistic gardeners from all over the world. Indeed, international topiary competitions have attracted entries from countries such as Japan, Turkey, Madagascar, China, Belgium, Uganda and, of course, Canada, the host nation of these horticultural spectacles.

Sources: www.travel.usnews.com www.designboom.com

Fingal’s Cave Located on the Scottish island of Staffa in the Hebrides, Fingal’s Cave is a 72-foot tall, 270-foot deep sea cave bounded by hexagonal columns of basalt. The cave was formed by an ancient lava flow and its opening created by erosion due to the action of wind and waves over thousands of years. Its name is thought to have originated from an Irish general, Finn Mac Cumbaill (Fingal for short), who was revered in Scotland.

Largely forgotten since the times of the Irish general, the Cave was rediscovered by the naturalist, Sir Joseph Banks, in 1772.

Like today’s visitors who explore the cave by hiking along the columns of basalt that form the cave floor and lie just above the water level, he probably marvelled at the amazing size, colours and symmetry of the spectacle that greeted him. Apart from the visual offering, there are the incredible sounds to be heard coming from deep within. This audio visual sensory feast provided by Fingal’s Cave inspired the German composer, Felix Mendelssohn to write his “Hebrides Overture”, which premiered in London in 1832. More recently, the geological wonder influenced Pink Floyd to name an early unreleased song after it. Other distinguished guests of Fingal’s Cave include Queen Victoria, Sir Walter Scott, William Wordsworth, Keats, Lord Tennyson, Jules Verne and JMW Turner, who painted the worldfamous cavern and entitled it simply as “Staffa, Fingal’s Cave”.

Sources: www.atlasobscura.com www.staffatours.com/destinations/isle-of-staffa/fingals-cave/

Spectacular topiary Source: http://www.webjazba.com/

Source: http://www.hdwallpapers.im/

Transforming a Desert Despite technological advances, feats of engineering and satellite images that provide meteorological offices with information about weather patterns, it is almost inevitable that Nature will have the final say on what an area will look like after an extreme event. In most cases, such events lead to widespread destruction, long-lasting power cuts, evacuation and loss of life. On some occasions, though, the transformation can be spectacular and suddenly bring a riot of colour to a dull landscape. This was the case in the Atacama Desert in 2015, when, for the first time in recorded history, there were heavy rains twice in one year.

The Atacama Desert, which spans from Chile to Peru, normally consists of salt lakes, sand and felsic lava. The average rainfall is 15mm/year, with a few places like the city of Antofagasta getting around 1mm and some weather stations recording no precipitation whatsoever. Indeed, the region is so arid that even mountains higher than 20,000 ft do not have glaciers. In strong El Nino years, however, the rainfall can increase significantly.

This is because when areas of low pressure move east into the Andes, the warm waters off the coast evaporate enough for much greater rainfall than usual. Although this happens every 5-10 years, what followed the deluges of 2015 was unprecedented.

According to botanists, the rains (7 years’ worth in 12 hours) brought to life the seeds of over 200 plant species which had lain dormant for years. Shortly afterwards, rodents, lizards, insects and birds arrived to take advantage of this newly transformed wilderness.

And wildlife was not the only beneficiary of the transformation. Thousands of tourists were drawn to the area to admire the wondrous life-giving properties of water and witness first-hand how the weather shapes an ecosystem.

Sources: www.dailymail.co.uk www.livescience.com www.washingtonpost.com

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Issue 55-March 2016

Source: "Atacama Desert between Antofagasta and Taltal"

by Valerio Pillar - Flickr: DSC_5461.JPG. Licensed under CC BY-SA 2.0 via Commons

Atacama Desert after rainfall Source: http://matadornetwork.com/

Special Vessel MV Mafuta-Diamond Mining Vessel This vessel, now owned and operated by De Beers, was originally launched in 1983 as the Dock Express 20. Following her acquisition by De Beers and a two-year retrofitting project, she was rechristened Peace in Africa in 2006. Then, in 2013 under the management of Debmarine Namibia, she was given her current name, which is a Swahili noun meaning ‘fat’.

The MV Mafuta is around 8000DWT, 160m long and 28m wide. The vessel, operated by a crew of up to 65 who work 12-hour shifts on a 28-day rotational basis, utilizes a horizontal mining system. This involves deploying a 240-ton, three-storey tall remote controlled seabed crawler equipped to discard stones of the wrong size. After this initial sorting is completed, the material is pumped up to the plant on board via a 650mm internal diameter rubber hose using a 2.4MW IHC centrifugal dredge pump. Once the material has been pumped on board from depths reaching more than 100m, it is screened, sieved and treated until a diamond-rich residue is obtained. This residue, which contains better quality diamonds than landbased stones due to the removal of flaws through wind and wave action, is then transported ashore by helicopter.

Apart from helicopter support that transports the crew as well as the high-value product, the MV Mafuta relies on support vessels to allow operations to continue uninterrupted at sea for 30 months. Among these are shuttle tankers for refuelling at sea (RAS), supply vessels that bring spare parts, lubes, victuals and fresh water, launches that deal with waste and scrap as well as anchor handling tugs (AHT) that offer general support and move anchors when necessary. It has been estimated that operating in the current manner will give the vessel a functional lifespan of up to 30 years.

While it is apparent that the MV Mafuta makes a significant contribution to the economy, the fact that the crawler can cover 15000m2 /day and mine 400m3 of sediment every hour has raised environmental concerns. These have been addressed by the company, which mines in compliance within the framework of an ISO-14001certified Environmental Management System, through research conducted on mined habitat. This research has employed side scan sonar imagine equipment that has revealed a visible recovery of sediments after 12 months. It has also been established that mined areas are quickly recolonized by animals with a preference for the newly formed habitat and that over time, with the re-establishment of organic rich sediments, faunal communities present before mining return. All these findings clearly indicate that the operators/owners of the MV Mafuta are committed to minimizing their impact on the marine environment while providing much needed support to a fragile economy.

Sources: www.epa.govt.nz

www.marineinsight.com/types-of-ships/mining-ship-mv-peace-in-africa-the-diamond-cutter www.imcbrokers.com/blog/overview/detail/offshore-diamond-hunter www.maritimeexecutive.com/article/Big-Green-Machine-Sucks-Up-Namibian-Diamonds-2014

MV Mafuta Source: http://www.theartofdredging.com

The SS United States May Grace the Oceans Again The SS United States is to undergo a nine-month feasibility study to determine whether she can be overhauled and resume service as an ultra-modern commercial vessel. The study has been triggered by an announcement that Crystal Cruises, a luxury travel company, is prepared to spend over $700 million on this challenging venture.

If the refurbishment takes place, it will mark the return of a ship which was once the largest and fastest ocean liner to have been built in the US. In her heyday, the 1950s, she was a spectacular hit with the public who marvelled at her dimensions, power and elegance. At 108 feet longer than the Titanic with her 268,000 HP engines, she crossed the Atlantic on her maiden voyage in 3 days 10 hours and 42 minutes. This record earned her the Blue Riband for the fastest eastward crossing of the Atlantic by a commercial vessel. It was a record that remained unbeaten until 1990.

Her passengers on that maiden voyage had the run of 23 public rooms and were accommodated in 395 staterooms and 14 first-class suites. They were greeted by Postcard of the SS United States sold to passengers as souvenirs an interior of reds, blues, greens and golds together with oyster white walls and deep black linoleum flooring in the passageways, all of which created an opulent ambience. The onboard art work which mainly consisted of glass and spun fibres also contributed to the luxurious feel of the SS United States.

Another important characteristic she possessed was that she could sail in adverse weather conditions without suffering the kind of vibration that would unnerve passengers. This bore testament to her design, which gave those who sailed in her a heightened sense of safety.

Passenger safety was further enhanced by the precautions taken against fire. Apart from the textiles and fabrics being specially treated so that they would be non-flammable, wood was scarce on the ship. There were no wooden fixtures any of the vessel’s public rooms, accommodations or crew quarters, a fact that gave rise to the unofficial specious claim that there was no wood at all on the SS United States except for that in the butcher’s block and the Steinway pianos.

In contrast to the 1950s, the 1960s was a decade of decline for ocean-going liners. By 1968, her main competitors, the Queen Mary and Queen Elizabeth had gone. In 1969 the SS United States followed suit as she was withdrawn from service without warning while undergoing her annual overhaul. Her doors were sealed so as to preserve her contents. These also included the private possessions of the seafarers serving on her who were suddenly denied access to their cabins. At that point she became a reserve ship for the US Navy. Her status as a reserve vessel lasted until 1978, when she was deemed superfluous to naval requirements. Since then several plans have been drawn up for her, all of which have fallen through. These have included making her into a number of time-share condominiums and a running mate for the QE2.

Today, the SS United States is berthed in Philadelphia. She is a shadow of her former self, but thanks to the non-profit group, the SS United States Conservancy, the philanthropist, H.F. “Gerry” Lenfest and fund raisers, she has been given a reprieve. Whether this latest plan to save her reaches fruition or not remains to be seen and is fraught with uncertainty. What is certain, though, is that there are dedicated individuals who understand the importance of not letting her fade into obscurity and preserving her for future generations as part of our maritime heritage.

Sources: www.tradewindnews.com/shipsales/384547/new-life-for-storied-us-cruise-ship www.ssusc.org/americas-flagship/history-glory-years www.fox5ny.com/news/84537441-story

Issue 55-March 2016

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Cities and Ports

Shanghai

The City

Between the 5th and 7th centuries AD, the city and municipality in east-central China, now known as Shanghai, was a sparselypopulated area called Shen or Hudu. During the Song dynasty (960-1126), the area underwent a major change. A self-sustaining agricultural economy was established, primarily due to the migration of Chinese from the west who were forced to flee the invading Mongols. Shipping also developed, taking advantage of a deepwater port and inland waterways. Growth continued but it was not until the Ming dynasty (1368-1644) that a shift in production was witnessed. Around 70% of agricultural land was given over to cotton production. It was a successful transition and by the mid-nineteenth century, Shanghai was home to more than 20,000 cotton spinners.

After the 1850s, the focus shifted as western imperialism became the major driving force. Following the surrender of Shanghai and the signing of the treaty of Nanjing, the city was open to unrestricted trade with the British, French and Americans being granted special privileges. By 1860, Shanghai had become China’s leading port, accounting for a quarter of the country’s total shipping tonnage. Foreign capital continued to drive expansion, especially after the Sino-Japanese War of 1894-5, when it increased to exploit the cheap labour, local raw materials and inexpensive power on offer in the area.

Chinese investment grew from 1914 to 1920, but quickly slowed down mainly because the economic imperialism practised by the West and Japan regained momentum after WWI. In addition, foreign-owned factories paid better wages, so they were the preferred places of employment. From 1937 to the 1960s development was interrupted. The Sino-Japanese War (1937-1945) resulted in serious damage to industrial plants and the fall of Shanghai at the hands of the People’s Liberation Army led to inefficiency and inflation. Following these setbacks, Shanghai showed its resilience by resuming its status as a major industrial and commercial centre.

In order to accomplish this, there have been several housing projects as well as agricultural, industrial and commercial developments. In all, there have been five extensive housing projects that have rid the city of its former slums and have focused on self-sufficiency. Typical of these projects is the one at Pengpu, where residents work in factories nearby and live in complexes comprising apartment buildings, workshops, administration offices, clinics and nurseries. The fields in the area are cultivated specifically for the residents, providing them with fresh fruit and vegetables.

Within the municipality population of 18m, 11m of whom live in the city, there is a large, skilled workforce available to improve efficiency and introduce the technologically innovative ideas required to compete on a global scale. As such, there is a wide range of industries growing in Shanghai. Amongst these are the iron and steel industry, led by the Baosteel Group Corporation, one of the world’s largest enterprises, and the machine and tool industry, which primarily produces manufacturing equipment for electronic devices, lathes and precision instruments. Other industries that contribute greatly to Shanghai’s productivity are the chemical/petrochemical industry and the textile industry. These produce and supply such goods as dyes, pesticides, paint, fertilizers, detergents, zips conveyor belts and industrial abrasives, Shanghai is also a primary source of consumer goods. Furthermore, there is a strong financial presence in Shanghai with two major Chinese banks responsible for managing funds for state enterprises and several foreign banks functioning mainly as underwriters for foreign trade transactions.

As one of China’s major transport centres, Shanghai boasts a highly efficient railway network, including a maglev service between the international airport at Pudong and the city centre as well as extensive bus and trolley services. The growth of the city has also been supported with an increase in the supply of power from coal-fired thermal plants, gasworks and a nuclear power plant at Qinshan in nearby Zhejang province. As regards education, science and culture, there are many universities, research facilities, museums, theatres, cinemas, gardens, libraries, ballet and opera companies, all of which help make Shanghai a global city.

The Port

The Shanghai International Port Group Company Ltd. (SIPG) is the operator of all the public terminals at the Port of Shanghai, and the size of its operation is truly impressive. SIPG operates 125 berths over a total quay length of around 20km, 293,000m2 of warehouses, more than 4.7million m2 of storage yards and over 5000 units of cargo handling equipment. As regards staff, there are around 38,000 employees in the Port of Shanghai, about 17,000 of whom work part-time. This workforce allows Shanghai to serve 200 ports worldwide and its size is indicative of how the port has grown since 2001. In that year 6.43 million TEUs were handled there. That figure leapt to 21.7million in 2006. The rise slowed when the crisis hit, but in 2009 the Port of Shanghai still handled 500million tons of cargo, including 29million TEUs of container cargo.

Today, it is estimated that over 32million TEUs are handled annually. It is also worth mentioning that expansion is ongoing. The newest addition is Yangshan Deepwater Port, which is currently in its fourth phase and set for completion in 2020. In that year, it will be capable of handling 25 million containers per annum with its 20km of wharf being The Yangshan Deep Water Port able to accommodate 50 vessels at a time.

Source: http://shanghaitransforming.tumblr.com/ From these figures, it can be seen that primary growth is in container traffic which is catered for at the Port of Shanghai’s three main terminals at Wusongkou, Waigaoqiao and Yangshan. Together, these terminals can boast facilities and equipment to handle any container vessel. Moreover, it appears that each terminal has specialized characteristics that sets it apart. For instance, the SIPG Zhendong Container Terminal Branch at Waigaoqiao has state-of-the-art technological and information management systems, while the SIPG Pudong International Container Terminal at Yangshan has special facilities to handle hazardous cargo containers and reefer containers. Standards and performance are also extremely high as exemplified by the East Container Terminal at Waigaoqiao, which has won awards and has had its exceptional service recognized by the China Port Association.

With regard to non-container terminals, the Port of Shanghai can handle a wide variety of cargo, and while the list is impressive, it is the sheer volume that is awe-inspiring. The coal terminal, for instance, which handles mainly coal, sand and gravel has a throughput of over 30million tons a year. Another terminal with stunning figures is that of the SIPG Minsheng Controlled Company, which handles bulk grains, oils, feeds and other bulk and breakbulk cargo. On this site there are two silos with a total capacity of 120,000 tons of grains. Among other cargoes handled at the Port of Shanghai are iron, steel, wood, metallic ores, chemical fertilizers and building materials. There are also Ro-Ro and cruise terminals. The former, the Haitong International Automotive Terminal, can cater for 5th and 6th generation Ro-Ro vessels and has a yard to park 7000 cars as well as specialized warehouses for vehicles and components. The latter, which can accommodate three 70,000-ton cruise ships at a time, handles over one million passengers a year. All these headspinning figures make it clear why some analysts have declared that if the Port of Shanghai’s economy could be take in isolation, it would be the fastestgrowing one in the world. Just like in the City, the authorities at the Port have a clear vision of their goals and know how to reach them efficiently without compromising the high standards they set themselves.

Sources: www.britannica.com/place/Shanghai www.worldportsouce.com/ports/commerce/CHN_Port_of_Shanghai_411.php www.amcham.shanghai.org/amchamportal/InfoVault_Library/2013/Gateway-to-the-world.pdf

Shanghai People’s Square Source: www.mandarinrocks.com

Food for Thought If you have in important point to make, don’t try to be subtle or clever. Use a pile driver. Then come back and hit it again. Then hit it a third time – a tremendous whack. Winston Churchill

Trivia Quiz 1. What is the longest distance a vessel can sail in a straight line without touching land?

A18,598 miles B 20,259 miles C 22,229 miles D 23,001 miles 2. What is the highest value legal tender coin in the U.S? A $10 B $20 C $50 D $100

Wise men speak because they have something to say; Fools because they have to say something. Plato

3. How far did the Swedish Warship, Vasa, get before it sank on its maiden voyage in 1628?

A less than 1 mile B exactly 2 miles C just over 10 miles D about 25 miles

Nature does not hurry, yet everything is accomplished. Lao Tzu

4. 67 years after their release in Australia, a population of just 24 rabbits reached one of A 1 million B 100 million C 1 billion D 10 billion

All things are subject to interpretation; whichever interpretation prevails at a given time is a function of power and not truth.

Friedrich Nietzsche Freedom from the desire for an answer is essential to the understanding of a problem.

Jiddu Krishnamurti Patience is a virtue before it wears thin. Then it can become a burden. Thought from the editor

5. What is the average toll fee paid to pass through the Panama Canal?

A $22,000 B $54,000 C $67,000 D $105,000 6. Which was the first nation to recognize the United States in 1777?

A Morocco B Great Britain C Mexico D France 7. How long have sharks been swimming in the oceans?

A 100m years B 250m years C 400m years D 500m years 8. In terms of tonnage, what position in the world’s navies would the US Coastguard hold if it were an independent force?

A 12th B 20th C 26th D 31st 9. According to estimates, about how many shipwrecks on the ocean floor are worth salvaging for treasure?

A 100 B 500 C 1,000 D 5,000 10. What is the length of the biggest sea scorpion ever to have inhabited the oceans?

A 0.5m B 1.5m C 2.5m D 4.0m Answers at the foot of the page

Crossword

ACROSS 4. Entries in Log Books require at least one of these (9) 10. Insulating materials do this over time (7) 11. Desert spanning from Chile to Peru (7) 12. This kind of modification in OWS equipment is unacceptable (12) 13. This gas comes with sour crude (7,8) 17. All logs are accompanied by a leaflet of these (12) 18. Held by the SS United States for years (4,6) 19. Type of train that runs to Shanghai centre (6) 20. Rules and regulations demand this (10) DOWN 1. An original name of Shanghai (4) 2. Composer of the 'Hebrides Overture' (11) 3. Increased on all Ro-Ro vessels in SOLAS 1988 (9) 5. What Montreal Botanical Gardens are most famous for (7) 6. Port outside which the Herald of Free Enterprise sank (9) 7. Diamonds mined in the sea have fewer of these (5) 8. These can overheat in the engine room (12) 9. Wash the centrifugal fan to remove this (4) 13. Lao Tzu said Nature does not do this (5) 14. The pilot should be integrated into this (6,4) 15. Vessel with exemplary galley (6,1) 16. Covered with this smoke detectors do not function (7)

Issue 55-March 2016

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SOLUTIONS ACROSS: 4. Signature 10. Degrade 11. Atacama 12. Unauthorised 13.

HydrogenSulphide 17. Instructions 18. BlueRiband 19. Maglev 20. Compliance DOWN: 1. Shen 2.

Mendelssohn 3. Freeboard 5. Topiary 6. Zeebrugge 7. Flaws 8. Switchboards 9. Soot 13. Hurry 14.

BridgeTeam 15. MikelaP 16. Plastic Trivia Quiz answers: 1C, 2D, 3A, 4D, 5B, 6A, 7C, 8A, 9C, 10C

From Incidents to Regulations Incident: MS Herald of Free Enterprise Capsizing Regulations: Various Ro-Ro design features/ISM Code introduction At 19:20 on 6th March 1987 the MS Herald of Free Enterprise passed the inner breakwater of Zeebrugge harbour. Eight minutes later, the Townsend Thorensen Ro-Ro owned by European Ferries had capsized. She was leaving the Belgian part for Dover, England, with more than 450 passengers, around 80 crew, over 80 cars and almost 50 freight vehicles. At the time of the accident the vast majority of the crew were about to complete a 24-hour shift and were, therefore, very tired. Another important factor was that the MS Herald of Free Enterprise was a spirit class ferry designed to operate on the Dover to Calais route.

Mark Stanley, the bosun’s assistant, whose responsibility it was to close the bow doors, was asleep in his cabin when the vessel set sail. He slept through the harbour stations sounding, which meant that the bow doors were left open and his harbour station was left vacant. The C/O, Leslie Sabel, did his rounds and saw a crew member in orange overalls whom he assumed to be Mark Stanley. This led him to the conclusion that the bow doors had been closed. He then went to the bridge, where he informed Captain Lewry of the ship’s readiness to sail. The Captain, who could not see the bow doors from the bridge, accepted the C/O’s assessment, dismissed the second officer and told C/O Sabel to go for dinner.

This chain of events meant that the doors were open when the Herald of Free Enterprise left. To compound the problem, the vessel had been lowered by filling the bow ballast tanks. This was done to accommodate for the incompatibility of the ferry’s design with the linkspan at Zeebrugge, which was not required at Dover or Calais. So, the vessel was three feet lower in the water than normal when she sailed. The vessel picked up speed and by the time she had reached 15 knots, the water ingress was calculated to have been 200 tons per minute. As she filled, the bow dropped. More water gushed in and a coded announcement was made over the P/A system for a general alarm. At 19:27 the helmsman reported that the vessel would no longer respond. She was then put in reverse, but it was too late.

By this time, the Herald of Free Enterprise was listing 30° to port, and the speed of capsizing meant there was little time to act. Most of the passengers were either in the passenger lounge or in their cabins below deck. Mark Stanley was thrown out of his bunk and realizing what had happened ran to get an axe. He smashed a window in the passenger lounge and tried to get as many people to safety as possible before passing out from blood loss and exposure. He was one of the crew and passengers to be rescued.

The rescue began when the Captain of the dredger ‘Sanderas’ alerted Zeebrugge Port Authority at 19:36. Tugs and a helicopter with a team of divers were dispatched. The Belgian Navy was on exercise in the area and they assisted in the rescue effort, too. Despite their best efforts, the rescuers were unable to save 193 of those on board the stricken vessel. In the aftermath of the tragedy many questions had to be answered, especially since the Herald of Free Enterprise was a modern ferry manned by a qualified crew. During the Department of Transport Investigation, it was determined that negligence was a fundamental factor in the incident. It was also revealed that it was not the first time that a spirit class ferry had started sailing with the bow doors open. In response to the incident, amendments to the SOLAS regulations were made in October 1988.

These entered into force in April 1990, bringing with them fundamental improvements in the design of this type of vessel. Since then indicators displaying the state of the bow doors must be installed on the bridge, watertight ramps must be fitted to the bow sections of the front of the ship and “freeing ports” must be fitted with closing flaps that stop water entering but allow it to drain in the event of flooding. Freeboard, the distance between sea level and the vehicle deck, was increased from 0.76m to 1.25m on all Ro-Ro vessels. Additionally, all such vessels were required to have a maximum angle of heel of 15° after flooding but before equalization. This would provide an adequate standard of protection against capsize in moderate seas with a wave height of 1.5m. Other regulatory changes were scales of draught being marked clearly on the bow and stern so that the Master would determine the ship’s trim and stability after landing and departure. Provision was also made for ensuring the cargo locking doors are locked before the ship proceeds and remaining closed until the ship is at the next berth. New IMO regulations are also in place that prohibit an undivided deck of the spirit class size on a passenger Ro-Ro vessel.

As regards the ISM Code, this incident precipitated a major shift in maritime safety administration. The issue of safety was viewed from multiple perspectives, leading to a holistic approach being adopted in the ISM Code as amended in December 2000. This made provision for safe practices in ship operation and a safe working environment through the establishment of safeguards against all identified risks which function around a safety management system with defined levels of authority and lines of communication. This system involved formulating instructions and developing procedures to enhance safety, establishing procedures for reporting accidents and nonconformities as well as emergency response measures. The Code also made an attempt to regulate shipowners and operators directly by compelling them to identify and document their safety management responsibilities in detail. As such, it made it clear that the ultimate goal of marine safety could only be reached with a strong commitment by shipping companies towards the promotion of ship safety.

Over one-third of the passengers and crew perished in the Channel on that fateful March "Herald of Free Enterprise after salvage" by Archief Ranter - taken by my evening in 1987. They have not been forgotten as memorials have been held for them, late grandfather. Licensed under CC BY-SA 1.0 via Wikipedia - https:// including one in 2012 which marked the 25th anniversary of the tragedy. Moreover, the en.wikipedia.org/wiki/File:Herald_of_Free_Enterprise_after_salvage.jpg#/ response by governing bodies in the wake of the accident has ensured that the tragic media/File:Herald_of_Free_Enterprise_after_salvage.jpg loss of life will never be in vain and has, in all probability, saved countless other lives since the Herald of Free Enterprise capsized.

Sources: www.max-ism-code.tripid.com/id2.html

www.ship-disasters.com/passenger-ship-disasters/herald-of-free-enterprise/ Whittington R: Why Human Error Causes Accidents (2004)

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