Wavelength #56

ISSUE 56 JUNE 2016

To reach our Seafarers

In this issue Company News

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Windlasses

4

The Squat Effect

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Manila Forum

7

Safety First

8

Day of the Seafarer

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City and Port of Marseille 14 MS Estonia 16

Editorial Dear readers, In this issue, I would like to take another liberty of introducing the 2 C’s of Carelessness and Complacency, neither of which has any place in the shipping industry. Unlike the 4 C’s of Communication, Compliance, Cooperation and Coordination, these two are detrimental to the success of each and every operation conducted by seafarers. When they rear their ugly heads, what follows is an unwanted outcome that can range in severity from a seemingly innocent breach of regulations as highlighted in the Pembroke incident to an unprecedented disaster as illustrated in the sinking of the Estonia. As such, it is imperative that seafarers should be reminded of the dangers associated with being careless or complacent as they have been in the Technical Department’s article on Windlasses and the Safety First piece on Near Misses. The same applies to activities while off duty, especially with regard to careless social media posts that can place seafarers and other stakeholders in harm’s way.

On a much more positive note, this year’s Day of the Seafarer, 25th June, focuses on raising public awareness of the key role played by seafarers within modern society. Given that seafarers make such a positive contribution, the IMO has wisely described them as indispensable because without them, life just would not be the same. What is more, seafarers do not simply do a job. Instead, they subscribe to a way of life fraught with risk and sacrifice.

It is a life that can only be handled by a limited number of individuals, which essentially makes them irreplaceable and reinforces the notion of their indispensability. With this in mind, I would like to pay tribute to our seafarers as well as their colleagues across the globe and join the list of companies, organisations and members of the public who have rightly done so already.

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 A Further addition to the fleet The Company is pleased to announce that the M/V CEGUARDIAN (52,525 DWT) has joined the Company fleet.

The bulk carrier was built by Tsuneishi Heavy Industries (CEBU) Inc. (THI), which is the largest shipbuilding dockyard in the Philippines, in 2006. Delivery of the vessel, which is registered under the Maltese flag, took place in Lianyungang anchorage, China on 24th March 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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Issue 56 - June 2016

Reunited The recent delivery of the CE-Bermuda and the CE-Hamilton, two suezmax crude oil carriers, marks the completion of a decade-long relationship with Teekay, one of the world’s largest marine energy transportation, storage and production companies. These two vessels, formerly named Bermuda Spirit and Hamilton Spirit, were ordered from Hyundai Samho Heavy Industries in Korea at the same time as the Company vessels George S., Mikela P. and Yannis P. All five vessels were constructed in parallel. The Company’s supervision team operated under the direction of site manager, Yannis Vakkas, and construction was completed in 2009.

During the seven years that have ensued since delivery, all five vessels have performed well in a demanding market, and it is with

great pride that the Company can announce that the first two ships of the series have now joined their sister ships in the Company’s fleet. The relationship with Teekay began almost ten years ago, in September 2006, when the construction contracts were signed.

Despite the difficulties encountered in the industry in recent years, the professionalism and mutual cooperation of the two parties has allowed for a successful completion of the relationship. Therefore, the Company would like to thank Teekay for a first-class relationship and wish these vessels safe voyages.

The two vessels during the naming ceremonies in 2009

The two vessels now reunited with their sister ships in 2016

Issue 56 - June 2016

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Technical

Windlasses – maintenance and operation Windlasses consist of several major components, each of which requires regular maintenance and inspection to gauge its condition.

As such, there should be weekly lubrication of the plain bearings, monthly checks of the brake linings as well as inspections of the couplings, hydraulic valves and piping. The latter inspections should involve testing for leaks, tightness and correct operation. Moreover, there should be an inspection of the hydraulic motor base to ensure that it is tight enough and that there is no wear which may compromise its efficiency. Preventive measures such as using anti-corrosive tape to cover couplings can also be taken to prevent rusting. There should also be an annual adjustment of the bearing clearances, gear wheel contact points and hydraulic valves so that the correct operating pressure is maintained.

When an inspection reveals a necessity to replace part of a component, the replacement should always be undertaken in accordance with specific guidelines. For instance, if a brake lining has worn too thin, then the upper and lower linings should be changed together. Furthermore, if the replacement has to be performed at sea, it is imperative that the chain and anchor be safely secured. In such cases, it is preferable for this task to be completed when the waters are calm. Correct replacement of the brake liner unit also requires a set procedure. Both the position of the brake screw down lever and those of the brake bands corresponding to the brake position should be correctly marked so as to avoid misalignments during reassembly.

in the temperature of the hydraulic pipes that drive the main shaft is a sign that an investigation should be conducted into the oil being used, the load on the motors and the hydraulic oil working pressure.

Likewise, a temperature rise in the main or gear shaft should also be noted to determine whether the amount of lubrication is correct. It is also extremely important that prior to and following each anchoring operation there should be a careful examination of the windlass foundations.

As well as maintenance, inspection and monitoring being of prime importance in ensuring the safe and efficient use of windlasses, it is vital that the equipment should never be handled incorrectly.

This has been highlighted by the Technical Department who have issued guidelines to avoid such mishandling. These are shown below.

Source:http://www.marineinsight.com/tech/extremely-important-points-forwindlass-maintenance-on-ships/

In addition, windlasses should be carefully monitored while in use so that any early warning signs of impending problems may be identified. For example, during a hoisting operation, an excessive rise

Guidelines for avoiding windlass damage 1. The overloading of a windlass

(continuous abnormal tension or shock load) can lead to serious damage to the hydraulic motors (motor shaft seizure or explosion of the motor casing).

A damaged motor may lead to anchor & anchor chain loss, chain locker, spurling pipe, bitter end damage and serious injuries to the personnel operating the windlass.

According to OCIMF “Anchoring systems & procedures”: - Windlasses are typically designed to lift a maximum weight of an anchor and 3 free-hanging shackles of cable.

- The hydraulic motor is the weak link of the windlass.

Accidents may occur when heaving in the anchor in adverse sea state/ weather when the anchor chain has been abnormally tensioned beyond the intended safe loading of its windlass.

The ship’s master must be vigilant and act proactively by: • Closely monitoring weather & sea conditions and ensuring that the anchor is recovered in good time before the weather deteriorates.

• Using the main engine to manoeuvre the vessel and relieve any abnormal tension in the anchor chain before ‘heaving in’. This also helps to prevent an anchor from ‘breaking out’ and dragging while weighing.

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2. Chain wheel lifting load --- limitations of the windlass Ensure that the sea depth of the anchoring position is such that the chain wheel lifting load will not be exceeded so as to avoid continuous abnormal tension. Refer to the following calculator for determining the maximum safe sea depth according to the weight of the anchor chain, anchor & chain wheel lifting load.

Damaged bitter end

Fukushima Hydraulic motor shaft seizure due to shock load

3.Precautions prior to operating hydraulic windlasses & winches

3.1. Hydraulic oil water contamination.

The following items should be carefully checked prior to each anchor windlass operation to ensure a successful operation without damage to the hydraulic pumps & motors: HYDRAULIC OIL CLEANLINESS IS THE SINGLE MOST IMPORTANT FACTOR FOR THE PROPER OPERATION OF ANY HYDRAULIC SYSTEM. Return filters & suction strainers are to be cleaned and cartridges replaced according to PMS. Particles found in magnetic filters & strainers are to be carefully examined

by Senior Engineers as they can give an early warning of an impending failure.

Hydraulic oil of the fwd power pack is to be examined for water contamination after encountering bad weather.

Water ingress has been reported through the air vent of hydraulic oil tank. Water contamination can cause serious damage to hydraulic pumps and motors.

The following simple tests are to be carried out prior to starting the hydraulic system: - The oil level is to be checked.

- A visual test must be performed to confirm that the oil is transparent.

- A hissing sound test must be carried out to detect any water contamination.

- A viscosity test must be done using the inclined ruler of the lube oil test kit.

3.2. Air extraction / purging is to be carried out before

3.4. The hydraulic oil cooling arrangement is to be inspected & cleaned prior to anchor heaving when operating in the summer period or in tropical & subtropical areas.

operating the windlass through the air plugs fitted on the hydraulic motor & control valve. Careful air purging is required after any overhauling, dismantling or filter cleaning. Air in the hydraulic system can cause serious damage to valves, motors & pumps. Air purging is done through the plugs located at the highest point of the hydraulic motors. Air purging is to be carried out patiently until pure oil without froth or bubbles emerges from the purging points. It may take more than one hour to completely purge air from a hydraulic system.

3.5.Hydraulic oil allowable operating temperature / viscosity Idle operation of the hydraulic pump is required before heaving the anchor so that the hydraulic oil will reach the specified viscosity according to the instruction manual.

Idle operation from 30 mins to 60 mins may be required in winter time.

Confirm with the Master that the operators of the windlass/ winches are aware of the requirement of idle operation for reaching the allowable viscosity.

Air purging through plugs located at the highest point of the hydraulic motors

Operators should also be aware of the minimum allowable viscosity/maximum allowable temperature of hydraulic oil when operating in areas of high ambient temperatures (more than 30°C). The hydraulic oil temperature should be frequently monitored by observing the thermometer in the hydraulic oil tank of the power pack.

Example of relation between temperature & viscosity Viscosity/temperature diagram for Hydraulic oil VISGA 100 -Recommended minimum oil temperature: 40 degrees C -Recommended maximum oil temperature: 60 degrees C

3.6 .Greasing of bearings, bushings, gear teeth, clutch

gears and hydraulic pump chain coupling ensures smooth operation and reduces the load on the hydraulic motor & pump. Check that all grease nipples are in good condition (without rust or covered with paint). Damaged grease nipples are to be replaced.

Turn the shaft slowly & without any load to the winch / windlass when greasing pedestal bearings. Ensure that grease passages are not blocked.

Grease patiently and check that grease emerges between shafts, pins & bearings.

Greasing is carried out by deck personnel.

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Marine Operations The Squat Effect

The squat effect is just one of the hydrodynamic phenomena a vessel experiences while at sea. This particular phenomenon occurs when a vessel moves quickly through a stretch of shallow water. When a vessel does this, the water that flows under the hull encounters resistance because it is in close proximity to the sea bed. The water then moves faster, creating an area of low pressure under the vessel. When this happens, the ship sinks lower into the water. The effect results from a combination of sinkage and change in trim and can be explained by two principles of physics.

The first of these is the continuity equation, which states that when a non-viscous, non-compressible fluid is in motion, it will move in such a way that the mass is conserved. In other words, when water, which is non-viscous like oil is, is forced into a constricted space, as is the case when a vessel is moving through shallow waters, it will increase speed to conserve mass. This reaction to being constricted can be witnessed by squeezing the end of a garden hose or putting a nozzle like the type seen on fire hoses on the end of one. In both cases the water flows out much more quickly. This increase in speed creates a decrease in pressure, which can be explained by the second physics principle– Bernoulli’s Principle.

This Principle states that when a non-viscous fluid increases speed and therefore, its kinetic energy, there will be a simultaneous decrease in potential energy that manifests itself as a reduction in pressure.

Furthermore, because of the Law of Conservation, which states that the total sum of all energies in a closed system does not change, the amount of energy gained by the water increasing speed will be equal to the amount of potential energy lost.

The squat effect resulting from these two principles operating together can be calculated since it is proportional to the square of the speed of the vessel. Thus, if the speed of the vessel doubles, the distance the vessel will be lower in the water due to the effect will multiply by four.

Moreover, the squat effect is most pronounced when the water depth/ draft ratio is less than four, when a vessel sails close to a bank or in the presence of another ship in restricted waters when a crossing or passing manoeuvre occurs. Under these circumstances, handling problems and groundings can occur. Fortunately, in many cases the squat effect signals its presence to the pilot by slowing the vessel when there is no considerable change in shaft speed. In such a case, speed should be reduced immediately to minimise the squat effect. It should also be noted that the squat effect does not have the same impact on each type of vessel. For instance, due to their block co-efficient, vessels such

as tankers and bulk carriers tend to squat by the bow, which results in sluggish steering ability. Conversely, container vessels tend to squat by the stern.

Unfortunately, though, there have been incidents in which aversive action was not taken for one reason or another. Examples of these are the 1992 grounding of the QE2 off Cuttyhunk Island near Martha’s Vineyard in which the squat effect was believed to have been a factor and the 2000 collision of the bulk carriers Tecan Sea and Federal Fuji in the Port of Sorel, Quebec in which it was known to have been a factor.

At the time when the QE2 grounded, she was travelling at 24 knots and draft was 32 feet (9.8m). The rock which was struck was not charted and was determined to be just over 34 feet (10.5m) below the surface. If the QE2s’ officer’s calculations of the squat effect had been correct, they would have fortuitously cleared the rock by the narrowest of margins.

According to their calculations, 2 feet (0.61m) was how far the squat effect would lower their vessel into the water, but the US National Safety Board investigations found that this was a significant underestimation of the degree of squat the vessel would be subject to at this speed. They concluded that at 24 knots, the squat effect would have lowered the QE2 by between 4.5ft (1.4m) and 8ft (2.4m). Hence, even at the lower estimate grounding would have been a certainty at 24 knots. To ensure clearance with respect to the higher estimate, the iconic liner should have been travelling at half the speed.

With regard to the Tecan Sea- Federal Fuji incident, the collision came about due to shoals formed in the estuary as a result of silting in the Richelieu River. Although dredging operations have sought to deal with the problem, their results have not lived up to expectations. Thus, the aforementioned incident is not the only one of its kind that has occurred at the Port of Sorel because of hydrodynamic performance being compromised. Indeed, there have been another six collisions in which the squat effect has been the primary factor. The reason for this is not only the shallow nature of the waters but also the presence of countercurrents that add to the speed of the water moving under vessels, thereby further decreasing water pressure and enhancing the squat effect. In order to calculate under-kneel clearance as a standard for vessels transiting the confined waters of the port, mariners and pilots use charts and worksheets. Subsequently, this under-kneel clearance standard is utilised by marine traffic regulators to evaluate the squat effect on ships.

While these two incidents reveal the dangers posed by the squat effect, they also indicate how competent pilots and mariners have become at recognising these dangers. If such measures as those taken at the Port of Sorel were not implemented, the detrimental consequences of the squat effect would be witnessed far more frequently.

Sources: www.britannica.com/science/Bernoulistheorem www.fpz.unizg.hr/traffic/index.php/PROMTT/ article/download/1082/929 www.marineinsight.com/.../how-squat-bank-andbank-cushion-effects-influence-ships www.tsb.gc.ca/end/rapports-reports/ marine/2000/m0010039/m0010039/asp

Diagram of vessel experiencing squat effect due to asymmetric flow of water under keel

By Walké & Sémhur - Own work, FAL, : https://commons.wikimedia.org/w/index.php?curid=4052

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Issue 55-March 2016

Manning and Training During the Officers’ Forum, which was held in Manila on 10th and 11th November 2015, the attending Officers raised various issues that have been taken into consideration for further action. Although the Company’s Management System allows for issues to be recorded, followed up and circulated among the fleet, the Officers’ Forum is regarded as a means of augmenting the process through face-toface interaction. Furthermore, the structure of the event is conducive to several perspectives on any particular issue being presented in a short space of time, thereby giving a more holistic view of the issue in question. The following issues relating to crew matters were raised at the Forum. a. Health Issues Seafarers made a request that instructions should be provided concerning their diet which would take into account any of their preexisting health issues and concerns. In addition, it was proposed that a health campaign should be initiated on oral hygiene and how seafarers can best prevent dental and related problems from occurring. As a result, the 2nd Health & Safety campaign launched for 2016 is related to dental care in order to raise awareness and promote habits that will improve oral hygiene. The 6-month campaign will continue until the end of September 2016, when the results will be assessed. b. The Manning of Vessels – Promotions – Rest Hours The Officers from the Philippines made a request that they should be assigned more vessels in the fleet. Furthermore, Capt. Yamat proposed that there should be more promotion of junior officers instead of hiring new officers to fill vacant positions. Capt. V. Tsiris agreed that the Company supports this procedure and added that this could be facilitated by senior officers providing accurate evaluations whenever there is a case of potential promotion. As regards rest hours, Capt. Reyes raised concerns about the difficulties faced in managing rest periods for vessels trading in busy areas. M&T Manager Mr. I. Procopiou agreed that his was an important point and commented that such concerns have already been taken into consideration with regard to aframax vessels with such trade patterns.

c. Accommodation for Seafarers Hotel accommodation for Seafarers coming to Manila from other parts of the Philippines was discussed. Capt. V. Tsiris explained that there are regulations that prevent a manning agent from owning an establishment that provides such accommodation. However, it was pointed out that alternative arrangements are being made for officers arriving in the capital from other regions of the country. d. Other Procedural Items i. Engine Officers with experience on both tankers and dry vessels reported that Fobas (LR) fuel analysis reports for tankers are more informative than those provided by Verifuel (BV) that are used for dry vessels. In light of this, the Company’s Technical Department has recently upgraded the Verifuel testing program and the relevant information has been forwarded to the bulk carriers in the Company fleet. Consequently, the standard of reporting has been greatly improved. Additionally, the sampling kit distribution method and the sampling collection procedures have been simplified. ii. It was also proposed that there should be a supply of bearing heaters so as to ensure the easy and correct mounting of ball bearings. iii. Various other practical issues involving the filing, approval and signing of forms were discussed. iv. There was a request from engine officers that videos from Alfa Laval concerning the overhauling of their equipment should be included on the “Data for Chief Engineer” CD. v. A request for the launch of a safety campaign on how to paint the mooring snap back zone was made. Another safety-related issue discussed was that of Near Miss reports. It was emphasised that such reports are an important tool in the Company’s safety system and should therefore be genuine as the lessons learned from them can help seafarers avoid accidents.

We would like to thank our seafarers once more for the valuable comments and opinions they expressed during the Forum. Each and every point raised will be given due consideration for further action.

Issue 56 - June 2016

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SAFETY FIRST! WHY PROPER NEAR MISS REPORTING IS IMPORTANT Source: ANNUAL CMS ANALYSIS (in-house)

Source of the design: Seahealth.dk

The reporting of Near Misses is a necessary element of our Safety Management System since the frequent analysis of as many cases as possible is a vital tool for Safety Awareness and, therefore, contributes considerably to the prevention of accidents on board.

A near miss event needs to be out in the open for others to learn from it. Otherwise, the event goes no further and in the worst case scenario could lead to a serious accident later on. By focusing and working systematically on near miss reporting, we not only learn a lot that can prevent the situation from happening again, but experience has shown that the whole safety culture also gets a boost. It does so because we become better trained at spotting and observing unintended events and conditions.

Our target should be that cases reported from fleet vessels are constantly increasing in number while having constructive results.

Constructive results are measured as the number of near misses over LTIs / incidents – the higher the number, the better. When the number of reported incidents remains stable, or cases of the same nature are being repeatedly reported, we are not moving towards this target: a. During 2015, there were numerous near misses reported per vessel. However, most of the near misses reported were very poor in terms of originality. It was noted that fewer than 10% of the cases reported appeared to be totally original. As such, only a fraction resulted in some important new lessons being learnt. Most of the cases were very similar to cases reported by the same or another fleet vessel. b. In addition, during Third-Party inspections, it has been frequently noted that a number of vessels routinely report only two near misses every month, which can result in the entire process losing credibility. Two cases per month is the minimum requirement.

Therefore, the crew are urged to report any case noted during their daily work routine, keeping in mind our “no blame” culture. c. Moreover, please note that routine reporting of PPE cases are now considered unacceptable in terms of safety awareness on board. The use of PPE must by now have become an integral

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Issue 56 - June 2016

part of safety culture onboard. Such incidents SHOULD NOT be repeated at all! (These are Unsafe Acts, NOT near misses.) d. Bear in mind that the re-occurrence of near misses is understandable up to a point, but it also implies that the corrective / preventive actions taken are not efficient and that the lessons learnt from reported cases are not put into practice by the crew members.

TRUST

Ten Really Useful Safety Tips The vessel is in operation 24 hrs a day and there are many events that could result in an accident.

Please refrain from sending near misses that have been reported systematically in the past.

Examples of UNSAFE ACTS - Working without PPE - Carrying stuff using both hands on stairways or while the vessel is rolling - Standing within the snap back zone during mooring Examples of UNSAFE CONDITIONS - Oily rags left unattended - Tools and equipment lying around or on stairs - Unsecured items on board (in Galley, on Deck, in the Engine room, in stores) - Scuppers not tightly plugged - Appliances left "switched on" - Unsecured gym apparatus - Emergency equipment misplaced or obstructed The 10 examples above are NOT near misses

Safety Bulletin

Nobody makes mistakes on purpose!

Starting from the 2nd half of 2016, all Masters of the fleet are urged to give the facts of this safety bulletin serious consideration.

Therefore, all vessels are requested to commence a more qualitative approach towards “near miss reporting�. As such, the following practices should be incorporated into the near-miss reporting process from now on.

- Use onboard Safety Meetings and Daily Work Planning Meetings to discuss previous near misses and encourage crew and officers to report cases that are in line with the requirements mentioned herein.

- When reporting near misses, check the near miss historical data of your vessel in terms of numbers per month and repetitive situations.

- Unsafe Acts or Unsafe Conditions should not be reported as near misses!

- The reporting of near misses should include extensive root cause analysis, lessons learnt and suggestion of preventive / corrective actions and best practices, which (if complete) will enable the vessel to close the case without office intervention. In cases where best practices are suggested for implementation across the fleet, or SMS revision is necessary, then office input will be necessary.

The latter will require time to be fully accomplished, but efforts to reach this goal will commence immediately.

FLEET VESSEL REPORTING THE BEST NEAR MISS CASES FOR 2015 Source: ANNUAL CMS ANALYSIS (in-house) For the 2nd year in a row we would like to recognize and praise those seafarers who value the importance of identifying and analyzing meaningful near miss cases.

During 2015, the Masters and crew of one particular vessel have distinguished themselves for reporting a number of original near misses, all of which had in depth analysis and meaningful results. The Masters and crew serving on board at the time are commended by the Head Office for their effort. The list below shows some examples of near miss cases or their root causes being reported concisely by the same vessel: - The high pressure level alarm inside the bridge sub panel failed due to human intervention.

- A valve in the fire line was left partly closed after maintenance work and was discovered in this condition during a later drill.

-The changeover from hand steering to auto pilot was not carried out effectively as the helmsman did not double check that this process was being properly executed.

- Certain engine tests that produced soot from the funnel were carried out without informing the bridge OOW or having been discussed during the Daily Work Planning Meetings. This might have created a potential fire hazard.

We would like to thank the Masters and Crew onboard M/T CE-MERAPI for reporting the best Near Miss Cases of 2015, namely: Cpt. ROLANDO REYES & Cpt. CARLITO MACARAEG and their CREW AIM FOR YOUR VESSEL TO BE THE BEST FOR 2016!

These cases stood out for the following reasons: - Original thinking in identifying the near miss - Adequate investigation and analysis - Correct findings and suggestions for preventive actions - Meaningful lessons learned - Revision of SMS or fleet wide Best Practices Other fleet vessels which demonstrated considerable ability in reporting meaningful near misses are: - CE-Niriis under the captaincy of Cpt Rommel Reyes & Cpt George Saban - Casta Diva under the captaincy of Cpt Bobby Castigador - C E-Alliance under the captaincy of Cpt Marvin Sagum - CE-Venture under the captaincy of Cpt Hassan Md Moin Uddin - Polymnia under the captaincy of Cpt Sergiy Kopchenkov

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Day of the Seafarer It has been estimated that 90% of the household goods you have at home would not be there it if were not for the seafarer. This figure is probably higher than any estimate a member of the public might give, so it is hardly surprising that people in general have little or no idea how important the seafarer’s work is and how much it impacts our daily lives.

To address this lack of awareness and to help seafarers gain the recognition they deserve, the IMO’s 2016 Day of the Seafarer campaign is focused on letting everyone know how and why seafarers are indispensable.

The campaign tagline “At Sea for All” ties in well with this year’s World Maritime Day theme of shipping being indispensable to the world. This theme highlights the fact that seafarers do not only serve at sea to meet the needs of the shipping industry or to further their own career goals by emphasizing their key contribution to society as a whole. This is definitely a message worth spreading and one that has been seized upon by the UN, which has included the Day of the Seafarer in its list of observances.

In light of the World Maritime Day theme, the statistic of more than 12bn tonnes of goods being shipped annually by our 1.5 million seafarers only scratches the surface of what it means to be a seafarer. Apart from being responsible for the operations of ships and for the safe and smooth deliver of cargo, they contribute directly to the world economy at their own risk and personal cost. Just as members of the public are highly unlikely to be aware of how crucial seafarers are to our daily lives, they are probably just as unaware of the challenges faced by seafarers on a daily basis. Along with the inherent danger of their work, there is the isolation that seafarers can experience. This isolation can come about not only because the seafarers are away from their families for extended periods of time but also because they might find it difficult to forge relationships on board due to such factors as differing shift patterns and a perceived lack of time to socialize. Thus, seafarers face holistic health risks as according to the World Health Organisation, health is not simply the absence of disease or infirmity but a “complete state of physical, mental and social well-being”.

25th June, then, should be a day when we pay tribute to our seafarers for carrying out such crucial work under extremely difficult circumstances. It should also be a day that we look back on throughout the year so that we do not fall into the trap of taking our seafarers for granted. To this end, the IMO has an official photo wall where seafarers can post photos online depicting their working lives. A visit to this photo wall from time to time from the rest of us will ensure that we do not forget how indispensable our seafarers are.

A few of the many faces of our indispensable seafarers:

Sources: www.timeanddater.com/holidays/un/seafarer-day www.maritime-executive.com/article/day-of-the-seafarer-photo-wall-ready-for-action www.nepia.com/media/402159/NORTH-Signals-102.PDF

Seafarers’ Social Media Posts Tracked by Pirates The Norwegian Hull Club has recently reiterated how important it is for seafarers to be aware that their social media posts may be read by pirates.

Furthermore, their posts may also be tracked by journalists who can use them as a source of information. In either case, a piece of sensitive information disclosed on social media can easily prove detrimental to each and every stakeholder associated with the company, vessel, or operation referred to in the post. Thus, in line with the confirmation the Norwegian Hull Club has received about pirates actively using social media to gather information, a checklist for consideration prior to posting anything online has been drawn up. This list primarily involves the seafarer asking a series of questions relating to whether it is all right for a superior, client, ship owner or journalist to see the post. While these are relevant questions, answering them introduces a degree of subjectivity that can lead to miscalculations. Other questions relate to the openness of the social media file, default Facebook settings, Facebook friends’ intentions and the company’s media policy. Again, these are pertinent questions, but they may be open to interpretation and therefore be answered incorrectly. The final question asking: “Am I the company’s nominated spokesperson?” is probably the one that is most objective.

Hence, if the answer is “No”, you should definitely not post a reference to any activities relevant to the company or its managed vessels.

This last point is one of many highlighted in the Company’s guidelines regarding social media. Before restating these, it is essential to mention that all the legal rights of each and every employee are fully respected by the Company. That being said, it is essential for all employees to be aware of the risks and responsibilities involved in using social media. The following dos and don’ts summarise the Company’s guidelines, but are not exhaustive, so you should read the Company’s Emergency Response Plan Section 5.4.1 at your earliest possible convenience.

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DO

DON’T

Protect your privacy on social media. Remember that what you post is your responsibility and reflects on you in future.

Refer to anything relevant to Company activities or managed vessels.

Remember that your employment agreement demands secrecy and confidentiality with regard to Company business.

Discuss Company business performance activities.

Comply with the law in aspects of copyright, privacy, criminal law, fair use and financial disclosure laws etc.

Reference or cite colleagues, partners or suppliers without their approval.

Report any violation of the guidelines to your manager.

Publish any material that might lead to embarrassment or damage.

Use a disclaimer if you publish content relevant to the Company in a personal capacity.

Use the Company name or logo in social media activities.

Issue 56 - June 2016

From the table, it is evident that these guidelines are in place not only to protect the Company but also all seafarers and shore-based personnel from those individuals who may use sensitive information to do harm.

If you are unsure of what constitutes sensitive information, a rule of thumb is that it is anything not found on the Company’s website. Finally, if you are in any doubt, do not post.

Cruising the Northwest Passage As a consequence of global warming, the Northwest Passage, which was once regarded as being impenetrable, is set to become the newest cruise itinerary for large passenger ships. After planning and researching for two years, Crystal Cruises, a leading luxury cruise operator, announced that the Crystal Serenity would be transiting the Northwest Passage during a cruise from Seward, Alaska to New York. The 32-day adventure will begin in August this year and passengers should arrive at their destination on September 17th.

Although this will not be the first time a cruise ship has traversed this stretch of water, the Crystal Serenity, at 68,000 tons, will certainly become the largest. She will also be the most luxurious, so her passengers will have to fork out between $21,000 and $120,000 (for a penthouse suite and verandah) to be part of the landmark voyage. Despite the hefty price tag, the cruise sold out very quickly and by all accounts, enthusiasm for further cruises in the same area is growing. However, not everyone is ready to welcome mass tourism of the region.

Objections to the itinerary have been raised by such environmental organisations as Greenpeace as well as by individuals familiar with the problems of navigating polar waters.

Their reservations are based on concerns regarding pollution, disturbance of wildlife and safety even though Crystal Cruises has planned to take every precaution to avoid a catastrophe. As for pollution, the ship will use low sulphur oil (<1%) and no garbage or waste will be disposed of overboard. A support vessel will accompany the Crystal Serenity to collect all the waste and clean up any accidental discharges. The cruise ship will also move at a slow speed both to reduce pollution and minimise the effects of her presence on marine life.

As far as safety is concerned, Crystal Cruises has gone to great lengths to reduce the risk of accidents like that suffered by the clipper Adventurer, which grounded in the Coronation Gulf east of Kugluktuk in 2010. Though ice will be at minimum at the time of the cruise, it does not mean there will be no ice at all. Since the Crystal Serenity is only an ice class vessel without ice-breaking capabilities, this may pose a risk. So, Crystal Cruises will be using a support vessel with such capabilities and employing two ice navigators so that one will be on the bridge at all times. The latter move is in compliance with recommendations made by the authorities despite the fact that SOLAS Polar Waters and the IMO Polar Code do not enter into force until 2017. Other positive moves relating to communication systems, poor weather and remoteness have been made by the cruise operator to ensure safe passage.

Those who were unable to secure a place on the Crystal Serenity this year will be able to cruise in 2017 so long as they hurry because that itinerary is already almost fully booked.

Furthermore, there is a proposed cruise being planned for the Crystal Endeavor, a new mega-yacht owned by the same operator. This 2018 cruise will take the experience to a whole new level. Her 200 passengers will be offered extreme adventures as they will have at their disposal two helicopters, two seven-person submarines and underwater scooters to explore the region.

Sources: www.imo.org/en/Publications/Documents/Amendments%20from%20E190E.pdf www.nbcnews.com/business/travel /crystal-cruises-sets-its-sights-northwest-passage-n192106 www.news.discovery.com/earth/global-warming/northwest-passage-now-open-to-cruise-to-cruiseships-160322.htm www.nunatsiagonline.ca/stories/article/65674_communities_officials_prep_for_cruise_ship_foray_ in_nw_passage/

Seward to New York itinerary for Crystal Serenity Source: http://www.crystalcruises.com/

By bert76 07:28, 29 August 2006 (UTC) (Own work) [GFDL (http://www.gnu.org/ copyleft/fdl.html), CC-BY-SA-3.0 http://creativecommons.org/licenses/by-sa/3.0/) or CC BY-SA 2.5-2.0-1.0 http://creativecommons.org/licenses/by-sa/2.5-2.0-1.0)], via Wikimedia Commons

Some of the Wildlife that might be seen Source: http://thimages.co.uk/

Luxury in a Crystal Serenity penthouse suite Source: http://www.trustedluxurycruises.com/

Security Incident at Pembroke Incident description: One of the ship's junior officers was using a camera whilst passing through the terminal premises. The Third Officer was about to begin shore leave, and while on the bus during transit from the pier to the terminalâ&#x20AC;&#x2122;s main exit, he was observed taking photos or shooting video from inside the moving bus. He was detained by the terminal security personnel and as subsequently reported by the agent, the Third Officer was interviewed by the police at the request of the terminal. He was later released and returned to the vessel. In addition, policemen boarded vessel to conduct an investigation into the incident. They interrogated the officer again and were apparently satisfied by the explanation given relating to the nature of the incident. Prior to disembarking, the police advised the Master that the vessel was free to sail and that they would not be pressing charges against the Third Officer.

Root Cause: The Third Officer failed to comply with the terminal regulations due to obvious ignorance, and largely due to being immature and spontaneous. The Master had a long chat with the officer in question, explaining the serious nature of this breach and the possible consequences of his actions of which he was apparently not aware. He further pointed out to the officer the Companyâ&#x20AC;&#x2122;s standard instructions with respect to adhering to the law and with respect to the use of AV equipment and social media. It is believed that his actions, despite breaking the security regulations of the terminal and the law, had no ulterior motive. Rather, his intention was to capture the views during his outing from the vessel. This, however, does not detract from the seriousness of the incident.

Corrective & preventive action: - The Master has severely reprimanded the Third Officer for this incident.

- Security familiarization checklist VSEC-11 will be revised to inform all crew that all terminals worldwide do not allow recording equipment to be used.

- The details of this incident are being circulated to all vessels in our fleet to ensure such a breach does not reoccur.

Issue 56 - June 2016

11

Humankind’s Marvels & Nature’s Wonders

Jiaolong – the dragon on the ocean floor Just a few decades ago the ways of overcoming the crushing depths of the Hadalpelagic Zone to allow manned submersibles access to the ocean floor seemed unfathomable. Today, though, depths of over 7,000m can be safely reached on board Jiaolong, the Chinese submersible named after a mythical dragon. This 8.3m x 3m x 3.2m feat of engineering dives with a pilot and two scientists protected by a titanium space frame structure.

Despite bearing a dragon’s name, Jiaolong resembles a shark due to its stabilizer fins. The spherical hull (Φ 2100mm) comprises twelve separate lobes which were TIG welded together. Each weld was subsequently inspected using X-ray, ultrasonic, fluid penetration and hydrostatic pressure tests. On board there is an array of hi-tech instruments that allow Jiaolong to navigate efficiently with a support ship. The first of these is a transponder that sends signals to the surface. The others include depth sensors, motion sensors, Doppler sonar and a laser gyroscope. In addition, Jiaolong has four ducted propellers that provide a cruising speed of 1 knot rising to a maximum of 2.5knots and an oil-filled silver/zinc battery ( >110kW ) that supplies the necessary operational power.

Jiaolong being lowered into the water Source: America.pink

In order for the scientists to fulfil such tasks as taking core samples and checking marine structures like cables, powerful lighting is required in the dark world of the ocean’s trenches. This is provided by 8 high intensity sources that allow those on Jiaolong to witness first-hand the alien world that lies deep below us on our amazing planet Earth.

Sources: en.yibaba.com/articles/28066/20150420/china-mother-ship-manned-submersible.htm www.researchgate.net/publication/226553831_China’s_first_deep_manned_ submersible_JIAOLONG

Crop Circles on the Ocean Floor

Like crop circles on land, the crop circles first spotted off the coast of Southern Japan in 1995 gave rise to speculation that they were of other-worldly origin. The patterned circles, which were around two metres in diameter, comprised concentric circles formed from ridges and furrows of seabed material. The origin of the patterns remained unknown until 2011, when a male pufferfish was caught in the act.

Once it was discovered that this small fish was the creator of the intricate design, the phenomenon was studied. Researchers observed ten events in which circles were constructed by between four and eight males over a period of seven to nine days.

Working together, the fish dug ridges in the sand and decorated the peaks with pieces of coral and shells. Their combined efforts not only produced an aesthetically pleasing design but one which also served a practical purpose as their swimming patterns drove the fine sand towards the centre, which was the nesting site.

The small creatures that swam tirelessly day and night to create their underwater art were eventually rewarded by females that approved of their creation. And approval was not given easily.

The spectacular show put on for the females was more likely to be deemed successful if there were more ridges. As this required more effort, it was as if the females were judging the strength of the males so as to ensure that only the best genes were passed on to the next generation..

Sources: www.thisiscolossal.com/2012/09/mysterious-underwater-cropcircle-art-discovered-off-the-coast-of-japan blogs.discoverymagazine.com/d…/underwater-crop-circlesmystery-solved/#.VvT46NJ96Uk

Measuring Speed Seventeenth-Century Style Around the beginning of the seventeenth century, a navigational tool called the chip log was used to measure the speed of a ship. The tool comprised a wedge-shaped board attached to a line of about 150 fathoms (900ft) in length that was wound around a reel so that it could easily be let out.

The line, which was called the log line, had knots tied in it at equal intervals. These intervals varied over time, but eventually ended up at 47ft 3 inches due to refinements made in the definition of a nautical mile. Half-way between the knots were loops. When it was time to measure the speed of the ship, the board was thrown into the sea. Then the number of knots that went overboard in a period of 28 seconds, measured by an hour-glass, was recorded. Counting the number of knots began at a specific point on the log line that was marked by a red ribbon. This method may seem crude, but it was very effective as no calculations were required. Quite simply, the number of knots (to the nearest half as indicated by the loops) counted over the 28-second period gave the ship’s speed in nautical miles per hour or knots. You can confirm this for yourself using the following data: interval between knots=47.25ft; timing period=28 seconds; 1 nautical mile=1852 metres or 6067 feet; number of seconds in an hour=3600.

Of course, there is a slight error, but this is insignificant compared to other factors like currents that could compromise the accuracy of the method to a much greater degree. The chip log was used regularly throughout the day. The results, which were sometimes obtained as frequently as once an hour, were written down in what became known as the ship’s log.

Sources: www.gettyimages.com/detail/illustration/chip-log-navigational-took-stock-graphic/543368287

faculty.humanities.uci.edu/bjbecker/SpinningWeb/lecture12.html www.physlink.com/Education/AskExperts/ae400.cfm

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Issue 56 - June 2016

Special Vessel

Tonsberg - Ro-Ro Cargo Vessel The Ro-Ro cargo vessel, Tonsberg, is the world’s largest ship of its kind. The vessel’s owners, Wilhemsen, took delivery from Nagasaki, Japan in March 2011 and named the Mark V Ro-Ro vessel Tonsberg after the city in which their company was established. Built at Mitsubishi Heavy Industries Ltd., this exceptional vessel of 41,820 DWT is 265m in length, has a capacity deck area of 50,335m2 over 9 decks, 3 of which are hoistable, and is able to transport up to 5,900 cars. While this number is impressive, it would count for little if there were no system in place to minimize the time spent in port. Therefore, Tonsberg has a sequential internal ramp system that allows for the safe and efficient movement of cargo by enabling the simultaneous loading and discharging from all decks. Furthermore, the weather deck has a four-metre-wide ramp to eliminate the need for a shore-based crane during loading.

Efficiency is also a high priority in other areas of operation that enhance environmental friendliness. The hull lines are optimised to produce the minimum resistance in calm water, which together with the increased capacity results in a transport efficiency 20% higher than that of the previous Mark IV Ro-Ro vessels. Furthermore, the turbo generator system reduces the annual fuel consumption by an estimated 5-6%, which results in a proportionate decrease in CO2, SOx and particle emissions. NOx emissions are cut by approximately 3%. Other reductions in emissions are achieved through the use of low sulphur fuel, biodegradable stern tube oil and the minimization of energy consumption wherever possible. For instance, there is a chilled water air conditioning system, extra insulation in the accommodation area for 36 crew arranged in two tiers and several separate light zones in the cargo hold. Finally, Tonberg was built to the voluntary class notation CLEAN standards and delivered with a CLEAN passport.

Needless to say, this world beater of a Ro-Ro ship incorporates an array of features that make her special. However, it is the crew’s ability to operate her efficiently, particularly in port where synchronisation is key, which gains her the recognition of being a modern vessel that is setting the trend for the future of Ro-Ro cargo operations.

Sources: www.marinetraffic.com/en/ais/details/shipid:289932 /mmsi:249904000/imo:9515383/vessel:TONSBERG www.wilhelmsenasa.com/aboutus/ourbusiness/thefleet/Pages/Tonsberg.aspx

Tackling Ocean Plastic Pollution It has been estimated that millions of tons of plastic finds its way into the ocean annually. A fair proportion ends up in five specific areas where currents converge. At these points there are rotating currents called gyres within which there is around six times more plastic by dry weight than there is zooplankton.

The accumulation of plastic over the past few decades has been so great that there are now at least 5.25 trillion pieces of plastic in our oceans. The greatest concentration of this pollutant is found in the infamous Great Pacific Garbage Patch located between Hawaii and California. The The five major gyres where garbage collects impact of so much plastic in the marine environment has already been witnessed and the damage it will inflict on the environment, the economy and on health will be evident for decades to come.

As regards environmental damage, figures reveal that plastic pollution is responsible for the deaths of a million seabirds and 100,000 marine mammals every year. What is more, it is claimed that the survival of over 100 species, including the Loggerhead turtle, is threatened by plastic and that native ecosystems are being jeopardized by the invasive species that are carried on the plastic pollutants. In monetary terms, plastic pollution causes damage to industries like fishing, shipping and tourism to the tune of about $13 billion annually. Taken in isolation, the US West Coast states spend around $500 million per year just to clean up beaches. Last, but far from least, plastic pollution threatens our health. This is primarily because plastic in the ocean adsorbs toxic chemicals until eventually their concentrations are increased by several hundred thousand times. These organic pollutants enter and bioaccumulate in the food chain. As a result, such toxins are found in much higher concentrations in fish, including those species consumed by humans. When toxins are consumed at these levels they can be carcinogenic, they can cause malformations and they can impair reproduction.

The picture painted of the effect plastic pollution is having is neither exaggerated nor pleasant, so is anything being done about it? The short answer is ‘yes’, but given the enormity of the task, it will take a long time to make any significant change to the situation. However, it is encouraging to know that there is an initiative in place to tackle the problem. This initiative has been formulated by the Ocean Cleanup, whose CEO is 21-year-old Boyan Slat. This organization has raised money to deploy the world’s first system to passively clean up plastic from the oceans. The system, which will be up and running as a feasibility research operation in the second quarter of 2016, will span 2000m. The research will take place for two years off the coast of Tsushima, an island located between Japan and South Korea. Additionally, there will be evaluation of whether the plastic recovered can be The Ocean Cleanup system used to collect used as an alternative source of energy. rubbish from the ocean The next phase, five years after the first deployment, will be to increase the scale of operation. The Ocean Cleanup hopes to deploy a 100km long system that will allow for a large proportion of the Great Pacific Garbage Patch to be taken away. The Ocean Cleanup, whose mission it is to remove plastic from the oceans, has a mammoth task ahead and one that is not likely to yield a great deal of rapid success. That being said, it is worth pointing out that any success is better than no success at all as it will reduce environmental damage, help the economy and diminish health risks to some degree.

Sources: www.theoceancleanup.com www.maritime-executive.com/article/cleanup-device-will-be-worlds-largest-floating-structure www.youtube.com/watch?v=pcXS4bTxLjI

Issue 56 - June 2016

13

Cities and Ports

Marseille

The City

As the oldest large French city, Marseille has a long history dating back to around 600 BC. It was founded by Greek mariners who came from Asia Minor and called the place Massalia. After settling, the Massalians established trading posts both along the coast and inland, thereby founding such settlements as Nice and Arles. Later, they ventured further afield and by the 4th century BC, they had visited the coasts of Britain and Germany.

However, the benefits gained from such ventures were cancelled out when Massalia fell to Julius Caesar. Then, there followed a gradual decline until Massalia was almost abandoned as a result of centuries of adverse conditions brought about by invasion and epidemic.

In the 10th century, Massalia received much-needed protection under which it was able to repopulate and prosper once again as a shipping and staging post for the Crusades. At the beginning of the 13th century, Massalia formed a Palais Longchamp Park

By Georges Seguin (Okki) - Own work, CC BY-SA 3.0, republic which was granted independence by the courts of Provence. Massalia https://commons.wikimedia.org/w/index.php?curid=1881660 became stable, but the city suffered a major setback in 1423, when it was sacked by Alfonso V of Aragon. Again, the Massalians were forced to pick themselves up, which they did with the help of Réné I of Provence, who restored prosperity. In 1481, the city became part of the Kingdom of France. The union, however, was never solid, so Marseille enthusiastically joined the French revolution. Five hundred of the inhabitants marched to Paris in 1792. On the way they sang “The War Song of the Rhine Army”, which we know today as the French National Anthem. In the 19th century, Marseille was able to expand through events such as the elimination of the Barbary pirates, the conquest of Algeria and the inauguration of the Suez Canal.

Following the German occupation from November 1942 to August 1944, during which Marseille developed a strong resistance movement, the city underwent a period of rebuilding. This was probably most apparent in the industrial and port complexes around Fos. There was also a redistribution of population and economic activity as the central areas became less densely populated and suffered industrial decline, while peripheral areas expanded. The overall growth led Marseille to become an important economic centre in South-East France.

Today, the oldest industries such as manufacturing soap from olive oil, food processing, shipbuilding, The courtyard of the Old Charity Hospital metallurgy and precision engineering have either largely disappeared or diminished inimportance. They have https://commons.wikimedia.org/w/index.php?curid=1002094 been overtaken by lighter industrial developments. In Marseille itself, electronics, data processing, biomedicine and telecommunications have taken root, while the city’s maritime location has led to the development of industries and services relating to offshore exploration and engineering. Marseille also has good external transportation links. There are two northbound motorways, a high-speed train (TGV) connection to Lyon and Paris as well as the third largest airport (Marseille-Provence) in the country.

Although new buildings have sprung up alongside several iconic historic structures like the Old Charity Hospital, which was completed in 1750, attention has been paid to green spaces. Parks like Palais Longchamp are substantial and provide residents and visitors alike with respite from the pressures of urban life. Likewise the Municipal Office for Culture administers several museums, historic sites, an opera house, a national dance school and ballet company, all of which cultivate an appreciation of Marseille away from its commercial appeal.

The Port

The Port of Marseille is the largest in France, the fifth largest in Europe and the third ranked crude oil port in the world. As such, it is a substantial employer. Over 32,000 people are employed directly, while port-related jobs account for around 7% of the total employment in Marseille.

The Port of Marseille Fos, which places an emphasis on quality services, is divided into two parts: the Eastern Harbours and the Western Harbours.

The former part is close to the city and operates all the ferry traffic, cruise ships and Ro-Ro vessels. Additionally, it accommodates containers and bulk cargo like sugar, wheat flour and alumina in its 7 inner and 2 outer docks. The latter part is where crude oil, oil products, chemicals, and gas are handled along with containers, other bulk cargoes and Ro-Ro traffic. Annual traffic in recent years has been around 80 million tons. As regards, repairs, these are conducted in the Eastern Harbours at Mirabeau and Dry Docks 8/9, where large merchant ships can be catered for. Floating repairs are carried out mainly at the outer jetty.

Like many historic cities, the key word “resilient” springs to mind when thinking about Marseille and its inhabitants. However, this word does not adequately represent the people who live there as they are not averse to having a joke by omitting certain crucial details. A case in point is when they refer to access to the Old Port being blocked off by a tongue. Though it seems impossible, it was, in fact, true as the tongue in question belonged to a whale which fell off the back of a lorry and halted traffic until it was removed from the road. Hence, in the same way that Marseille’s climate is atypical of the Mediterranean as a whole due to its location in a sheltered depression surrounded by hills, the people of Marseilles are often regarded as being different in that they are much more welcoming, helpful and friendlier than the inhabitants of other large French cities.

Sources: www.britannica.com/place/Marseille www.marseille-port.fr/en www.internationaltransportforum.org/jtrc/DiscussionPapers/DP201409.pdf

Port of Marseille Fos

Source: http://container-mag.com/

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Issue 56 - June 2016

The Old Port of Marseille

By Thomas Steiner - photo taken in marseille, France with a digital Sony camera, CC BY-SA 3.0, https://commons.wikimedia.org/w/index.php?curid=844642

Quiz

Test your Brain 1. How can you use only four nines in an equation to make 100?

2. When spelt, which number has its letters in alphabetical order?

3. Alan is four times older than his daughter, Cathy. In sixteen years’ time, he will be twice as old as her. How old is Cathy now?

4. A snail falls to the bottom of a 20-metre well.

It climbs up 3 metres during daylight hours and slides back down 2 metres at night. How many days will it need to climb out of the well?

5. If you have two twins, three triplets and four quadruplets in a room with you, how many people are in the room?

6. When written, what is the lowest number that contains the letter ‘a’?

7. What is the highest number that is not spelled using the letter ‘n’?

8. You are in a dark room. You have only one match and there is a candle, an oil lamp and a gas heater in the room. Which do you light first?

Answers at the foot of the page

1 How many tons of rubbish are estimated to be in the Great Pacific Garbage Patch?

A 1 ton B 2.5 tons C 3.5 tons D 5 tons 2. What was the name of the ship that Charles Darwin sailed on?

A Mary Rose B Beagle C Endeavour D Calypso 3. How many mature oak trees were required to build a Royal Navy battleship with three decks in the eighteenth century?

A 2000 B 2500 C 3000 D 3500 4. While attempting to rescue seafarers in December 1981, the heroic crew of the lifeboat Solomon Browne lost their lives. Which English county did they come from?

A Cornwall B Devon C Dorset D Norfolk 5. Named after a nineteenth-century French mathematician, what is the force that affects prevailing winds and the rotation of storms and whirlpools?

A Beaufort B Coriolis C Laplace D Galois 6. In which country would you be if you were at the furthest point from any ocean?

A Uzbekistan B Nepal C China D Russia 7. Which of these seas has no shores?

A Weddell B Sargasso C Bohol D Laptev 8 In which city was the Titanic built?

A Southampton B Liverpool C Dublin D Belfast 9. The structure that is attached to the seabed and acts as a marker is named after which common marine creature?

A Dolphin B Seal C Whale D Shark 10 Norwegian explorer, Thor Heyerdahl, sailed in a raft in his 1947 expedition.

After which Inca god was the raft named?

A Kuka-Mama B Kon-Tiki C Manco-Kapak D Mama-Zara Answers at the foot of the page

Crossword

SOLUTIONS ACROSS: 2. ChipLog, 6. RedRibbon, 9. Adventurer, 11. Weekly, 12.

GreekMariners, 13. Scuppers, 14. Stockholm, 16. Automatically, 17. Terminals, 18. Philippines, 21.

SquatEffect, 22. Doppler 23. Original, 24. Tsushima DOWN: 1. Pirates, 3. Tongue, 4. GlobalWarming, 5. Gyres, 7. Cuttyhunk, 8. Heaters, 10. Indispensable, 15. HissingSound, 19. Pufferfish, 20. Titanium

Issue 56 - June 2016

15

"Test your brain" answers: Quiz answers: 1C, 2B, 3D, 4A, 5B, 6C, 7B, 8D, 9A, 10B

From Incidents to Regulations Incident: MS Estonia Sinking Regulations: IMO resolutions/SOLAS amendments relating to Ro-Ro safety In the early hours of 28th September 1994, the Ro-Ro cruise ferry Estonia left Tallinn on the Baltic Sea. Previously named Viking Sally, Silja Star and Wasa King, she had been built at the Meyer Werft shipyard in Papenburg, Germany some 15 years earlier. Although the weather on that fateful night was worse than normal for the time of year, it was certainly not extreme. The wave height of 4m and south-westerly winds of 18-20m/s should not have posed a threat to the 20,300 ton, 157 metre-long Estonia as she had successfully coped with similar conditions on previous crossings. However, shortly after departing for Stockholm on this occasion something went terribly wrong.

At about 01:15 the bow doors failed, allowing the waters of the Baltic to sweep onto the vehicle decks. Soon the ship was listing heavily towards starboard. At 01:22 a broken distress call was made. Eight minutes later the Estonia was lying on her side and by 01:50 the ships coming to help had lost sight of her on their radar screens. Despite this setback, the first ship arrived on the scene at 02:12, closely followed by four ferries. The first rescue helicopter reached the location 70 minutes after the Estonia had sunk. Over the next three hours six more vessels and half a dozen more helicopters were in attendance.

The Estonia sailing on the Baltic Sea

By Staszewski - Own work, The scan of photo of MS Estonia., CC BY-SA 3.0, Of the 989 passengers and crew on board, just 138 were picked up, one of whom succumbed to https://commons.wikimedia.org/w/index.php?curid=10002962 injuries in hospital. At the scene of the sinking it became blatantly obvious that the ships lacked the preparation necessary for rescue. They were only able to rescue 34 individuals. The rest were plucked from the sea by helicopter. The rescue boats could not be launched in the conditions, meaning they were virtually useless during the ongoing tragedy. Fortunately for 16 survivors, the crew of the ferry Isabella improvised by deploying evacuation slides and pulling people up them.

A tragic picture of the events aboard the Estonia emerged following interviews with survivors and an investigation into one of the worst European disasters in maritime history since the Second World War. On the Ro-Ro vessel, there was an alarm given in Estonian, which allowed the crew and some of the passengers to become aware of the situation. A second announcement in English was never made, thereby leaving non-speakers of Estonian in the dark. Some of the crew, however, acted altruistically at first. They started to guide passengers, form human chains and distribute lifejackets, but the speed of listing began to create obstacles. Then, the behaviour patterns of those on board became obstacles in themselves as they realised they were in a death-trap. Panic ensued, leading to more primitive behaviour. People clambered over each other to escape. There was screaming, falling objects and breaking glass. There was chaos.

The investigating committee determined that the speed of listing resulted in fewer than one-third of those on board being able to get out. Those who did so faced further problems. Firstly, a significant number of life rafts did not inflate correctly. Secondly, the ship’s boats could not be launched, leaving little hope of rescue for those who were poorly dressed and without lifejackets. The panic that set in led to uncontrolled abandonment. The people who either fell or jumped into the cold water (~10°C) were unable to survive long enough to be saved. All the findings related to the incident served to accelerate a review of all aspects of safety aboard Ro-Ro vessels, including search and rescue requirements.

Estonia’s life raft filled with water

By Accident Investigation Board Finland. - [1] Image source by Accident The IMO Assembly of November 1995 adopted five resolutions directly relating to Ro-Ro passenger ship safety. Investigation Board Finland., Public Domain, https://commons.wikimedia.

These were a safety culture in and around passenger ships, the strengthening, securing and locking of shell org/w/index.php?curid=7496546 doors on Ro-Ro ships as well as recommendations on a decision-support system for Masters on passenger ships.

This Assembly was immediately followed by a SOLAS Conference on Ro-Ro safety. Regulations adopted at the Conference, which came into force in July 1997, were intended to make sure there would be no repeat of the Estonia incident. The new regulations that were incorporated in the Convention were applicable to all Ro-Ro ships and other passenger ships. In addition, further work was recommended on such aspects as passenger evacuation routes, all of which has since been completed.

As regards the 1995 amendments, there were several significant improvements. These related to the fitting of public address systems utilizing an established working language, improved arrangement, and usage of life-saving appliances, a requirement for all passenger ships to have details of the passengers and requirements for the Estonia memorial in Stockholm provision of a helicopter pick-up or landing area. There were also stability requirements that had to be satisfied. By Tage Olsin - Own work (Photo taken by me), CC BY-SA 2.0, https:// Another aspect of the incident that had to be addressed was that of the Emergency Position-Indicating Radio Beacons commons.wikimedia.org/w/index.php?curid=192969 (EPIRBs).The Estonia had two modern Kannad 460F EPIRB buoys, which had been last checked a week before the voyage. They were in good working order and assumed to have been left switched on after the test. However, no signals were received from the buoys during the rescue operation. This led to the subsequent requirement for all EPIRBs to deploy automatically. Furthermore, the 1994 radar system on the Estonia was based on 1980s technology, which did not record data in a permanent memory. As such, the incident played a pivotal role in the legislation of Voyage Data Recorders.

The lessons learnt and subsequent actions taken by the Authorities have resulted in Ro-Ro and passenger ships embarking on international voyages becoming safer. Design and stability issues have been addressed, but above all, the human element has been improved. Crew training in crisis and crowd management as well as in launching life rafts from listing ships in rough seas has taken safety to a higher level. Moreover, search and rescue operation plans have been put in place between passenger ships, their operators and SAR services. Finally, as of 1st July 2014 all ships on international voyages are required to have ship-specific plans and procedures for the recovery of people from the water.

Sources: www.imo.org/en/OurWork/Safety/Regulations/Pages/RO-ROFerries.aspx www.varsi.net/english/estonia1.shtml www.maritime-executive.com/article/The-Legacy-of-the-MS-Estonia-Tragedy--2014-10-07 www.multi.fi/estonia/estorap.html#_Toe405839571 www.estoniaferrydisaster.net/estonia%20final%20report/22.2+3+4.htm

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