Wavelength #57

ISSUE 57 SEPT 2016

To reach our Seafarers

In this issue Company News Complacency UAS /Drones Fatigue

3

4 6 7

Safety First 8 Panama Canal Expansion 11 City and Port of Novorossiysk 14 16 Erika and Prestige

Editorial Dear readers, As I had never been to the Posidonia exhibition before, I was not quite sure what to expect. Of course, I had watched videos of the 2014 event, but they fell short of preparing me for what I was to experience. When I arrived at the Metropolitan Expo, there was a discernible ‘buzz’ about the place. Inside, spread over four halls there was a vast array of exhibits that incorporated the very latest technologies. I found these, along with the videos, demonstrations, talks and printed material, a real eye-opener. At the same time, I realised that there was also an air of excitement among the seasoned members of the industry who were eager to investigate each and every innovation the exhibitors had to offer. To my mind, this was a clear indication of their commitment to ensuring that shipping moves forward with the times and is always seeking to embrace change for the better.

Speaking of change, the article submitted by Marine Operations highlights how drone technology can have a positive impact on the maritime industry. It also identifies some of the dangers of adopting new technologies, a point reinforced by the Technical Department’s contribution that emphasizes the importance of the human element in ensuring that technological advances are correctly utilised. While the debate about the potential benefits and pitfalls of using new technology is well documented, these articles focus on the principles that the maritime industry treads very carefully prior to the adoption of new technology, and that the success of any adoption is heavily reliant on seafarers strictly following the maintenance procedures it requires and rigidly abiding by the regulations and laws that govern its use. In short, a lack of compliance, as further exemplified in the Trieste security breach described in the Safety First article, can lead to setbacks not only for the individuals involved but also for the companies and the industry as a whole. This is something that must be avoided at all costs because not keeping pace with change responsibly will inevitably result in failure, which is not an option in this highly competitive globalised world.

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

Panama Canal Read about the expansion on page 11.

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

Company News The M/T CE-MERAPI Story – farewell to a stalwart of the Company fleet Built at Namura Shipbuilding in Japan in 1996, the M/T CE-MERAPI was one of the first third generation double-hull tankers. At that time, along with her sister ship M/T CE-BREEZE, she was one of the largest double-hull Aframaxes to have been constructed.

Classed with the American Bureau of Shipping, the M/T CE-MERAPI was delivered to the Company at the tender age of nine. She proved to be an invaluable member of the Company fleet by serving continuously and consistently for the following eleven years without incident or accident. She performed exceptionally well on all her voyages, most of which were in the demanding Black Sea/Med trade up until July 2016, when her new owners took delivery of her just before her twentieth birthday.

After undergoing some modifications, she will take up new duties as a storage vessel in the North Sea for at least another decade. This bears testament to her sturdy construction and quality maintenance, as exemplified by her being assigned the highest grade (1) in her latest CAP survey in 2014.

So, it is with a combination of disappointment and pride that the Company says farewell to the M/T CE-MERAPI. The disappointment stems from saying goodbye to such a reliable and consistent performer and the pride derives from the knowledge that she will begin her new role in excellent condition as a result of the high quality care with which she has been treated. Therefore, it is with mixed feelings that we wish to thank all the seafarers who served on her over the years and who will definitely miss her.

Focus on Personnel Capt. Rommel Y. Reyes Captain Rommel Y. Reyes has been with the Company since March 1995, when he joined as a cadet. Just over twelve years later, on 31st July, he became a Captain when he took command of the NINEMIA, a 123,000dwt tanker.

Since then he has earned the trust of his crews and demonstrated his ability to perform a leadership role under varying circumstances as illustrated in his heading the rescue operation of a French sailor in 2014. Moreover, his conscientious attitude has been witnessed in his ability to identify and analyse near misses so that they become meaningful and can help prevent other seafarers from being exposed to risk of injury or worse. Due to this analytical ability, his extensive knowledge of maritime operations and his approachability, Capt. Rommel Y. Reyes took up the post of Ship Board Training Officer in order to convey his knowledge, experience and expertise to our Seamen.

Capt. Rommel Y. Reyes’ employment record not only shows that abilities and qualities enhance career prospects. It also indicates that a demonstration of loyalty to the Company along with high levels of performance and hard work lead to a better, more rewarding future for our Seafarers. This is a principle that has been readily grasped by the Athens office, where there has been an annual staff retention rate of over 98% in the past five years.

Issue 57-Sept 2016

3

Technical

Complacency – small deficiencies leading to serious problems 1. Heavy Fuel Oil & Diesel Oil tanks daily draining The draining of a small quantity of the settling & service tanks content is required at every watch in order to remove any accumulation of water, sludge & catalytic fines.

A lack of draining can have serious implications. It can cause: - a black-out & loss of propulsion due to the accumulation of water at the bottom of the service tank.

- an increased concentration of sludge & catalytic fines at the bottom of the tanks.

Catalytic fines accumulate at the bottom of fuel tanks and are agitated during rough weather, thereby increasing the content of cat fines in the fuel sent to the purifiers and engines. Catalytic fines will cause a sudden and severe wear of piston rings, piston crown grooves and cylinder liners.

DRAIN THE FUEL TANKS DAILY!!!

2. Exhaust gas boiler / Economiser drain The drain of the economizer must be clear to avoid water ingress to the turbine side of the main engine turbocharger in the case of a holed tube or during washing of the economizer.The consequences of water ingress to the turbocharger and main engine may be catastrophic. It may result in: - damage to the turbocharger rotor and casings.

- contamination of the main engine lubrication with water in engines where there is a common lubrication system of the engine and turbocharger.

Blocked drain may cause water to overflow into the exhaust duct

3. Auxiliary boiler furnace drain.

Ensure that the furnace drain pipe is clear and there is no accumulation of water in the furnace during the washing of boiler tubes.

Furnace washing water contains sulphuric acid which can waste the lower part of the boiler tubes very rapidly.

4

Issue 57-Sept 2016

4. Inert Gas Fan casing drain The IG fan is washed at the end of each discharging operation to remove any soot or carbon deposits. A blocked drain pipe will cause water to accumulate in the casing of the IG fan. The immersed part of the impeller will corrode rapidly in the acidic solution causing serious unbalance & vibration.

Drains of Inert Gas Fan casings Accumulated water will cause rapid corrosion of the immersed part of the impeller

5. Compressed air main starting bottles drain The main air starting bottles must be drained from any water at the bottom drain before starting the main engine.

6. Control Air system draining The complete control air piping, filters and condensate pots must be drained at every watch to ensure the proper operation of the pneumatic control systems of the main engine and boilers. The control air drier must be operated continuously to ensure that moisture-free air is fed into the various pneumatic control systems. A non-operative control air drier and/or a lack of draining of the system can lead to serious operational defects such as a malfunction in the main engine manoeuvring system.

Issue 57-Sept 2016

5

Marine Operations Unmanned Aerial Systems (UAS), or “Drones” s the development of drone technology gathers pace for both military and recreational purposes, unmanned aerial vehicles are becoming more prevalent in the A maritime industry, primarily as a way to save time and money and also as a means to enhance safety.

Resupply at Sea Currently, in order to send urgent medical supplies, mail, documents, spare parts, provisions and the like to a vessel at sea or at anchor, owners and operators must rely on conventional means of delivery such as boats and barges. Alternatively, the vessel can be sent to port to receive a delivery. However, these options are both time-consuming and expensive, with barge deliveries, for example, costing upwards of $1000. Therefore, since resupplying a vessel is commonplace even if the vessel is far out to sea or her next port of call is undetermined, owners and operators are exploring the use of UAS to make urgent deliveries.

It is hoped that the use of such technology will free owners and operators from the constraints of traditional resupply methods. Despite the fact that drone operations are still in their infancy in non-military applications, some exercises have proved promising. For instance, in January 2016, a UAS operated by A.P. Moller Maersk successfully completed an at-sea delivery of a small package to a tanker through the use of a UAS. Maersk conducted this test over a relatively short distance of 247 metres and the payload was Danish butter biscuits weighing just under three pounds.

Although this flight was short, the industry should be optimistic because as technology advances, future deliveries could involve longer flights, heavier payloads and a wider variety of uses. As UAS integrate into the maritime sector’s supply chain, companies may make savings of thousands of dollars per vessel each year on small yet essential deliveries. In other words, a UAS effectively limits or alleviates the need to pay for a boat, crew and fuel to make deliveries. Furthermore, a UAS reduces risk of injury during an at-sea transfer in dangerous sea conditions by decreasing the degree of human involvement.

“Emission-sniffing” Drones Following a proposal by the European Maritime Safety Agency (EMSA) and the European Space Agency (ESA) to introduce “emission sniffing” drones to clamp down on sulphur emissions, particularly in the English Channel, the North Sea, the Baltic Sea and the Gulf of Bothnia, drones could be deployed to measure emissions.

According to a report published in the Wall Street Journal, such drones could be fitted with sulphur and carbon dioxide sensors and travel through the exhaust plume. The initial report was released in November 2015, and subject to experimentation in the summer, operations could be under way by the end of the year. The use of drone technology for emission measurement leading to its subsequent reduction makes complete sense. It is likely to be the most effective way of enforcing the EU’s sulphur directive that limits emissions to 0.1%.

Patrol, Reconnaissance and Surveillance There are numerous examples of the maritime industry and Navy already deploying aerial drones for patrol, reconnaissance and surveillance purposes. One prime example is the utilisation of unmanned helicopters by Canadian Coast Guard icebreakers to navigate through the ice in Canada’s North. Taking this lead, a Canadian bulk carrier recently started using small drones to get an aerial view of hazards that could lay ahead.

Another example can be witnessed in the Port of Busan in South Korea, where the port authority announced last year that it would use drones as a measure to prevent ships from illegally anchoring in nearby sea lanes. This measure involves using HD cameras to identify illegally-moored vessels that can cause accidents at sea. While covering this story, Hellenic Shipping News quoted an official as saying: “In cracking down on illegal vessels invading the sea lanes, we will expand the usage of the drones to check the condition of container stacks or the safety of anchored vessels in the port. Other recent developments involving UAS include an EU Commission recommendation and an Abu Dhabi Ports Association testing programme. The former proposed the establishment of a European Border and Coast Guard which would collaborate with the European Fisheries Control Agency and the EMSA to launch joint operations that would gather information on vessels and cross-border crime. The latter was aimed at increasing surveillance at ports in and around Abu Dhabi. In addition, the Maritime and Port Authority (MPA) of Singapore intends to use UAS in lieu of a boat to monitor spills or other marine incidents. With regard to piracy, it has been suggested that drones could be used to detect pirates in the same way they are used to look for ice floes. This appears to be a great option considering the high incidence of piracy in the Gulf of Guinea and off the Somali Coast.

Currently, drones conduct remote safety surveillance over platforms and rigs as oil and gas companies require access to accurate sources of offshore environmental data. Experts suggest that UAS are capable of operating in some the most challenging environments in the offshore industry, and could be used to meet requirements before oil and gas exploration is approved such as those related to surveys of ice and marine life. UAS can survey and identify elements of a rig or vessel for leaks, damage to piping, structural defects, or other irregularities in locations that are difficult to access or dangerous for human intervention such as offshore risers, flare stacks and the undersides of offshore structures. Additionally, UAS could assist in complicated inspection and survey work in circumstances where a class survey may be required, including hull tank inspections in confined spaces.

Search and Rescue Speed and efficiency are important considerations in this context. If a drone can get to difficult-to-reach parts and identify the problem, it can be rectified more quickly. This is particularly applicable to the refugee crisis and has been highlighted by the EMSA who say that drones could be used to monitor small boats in “socalled hot spots” to support search and rescue efforts.

Risks and Liability Insurance for Industry Admittedly, the assimilation of UAS into the maritime industry has hurdles to overcome, and liabilities such as collision, third-party damage and injury are all variables that should be considered. Currently, the full range of data on which to measure all the risks that UAS pose in the maritime sector is still being developed.

This presents challenges to the industry as well as to insurers. One of the most significant liabilities when operating a commercial UAS is that of cyber security (i.e., malicious actors “hacking” or “spoofing” the UAS), a liability topic that is rapidly developing.

In order to meet liabilities, UAS operators should consider whether they have sufficient levels of insurance such as hull, casualty, loss and product liability in the event of an accident. Overall, while it is clear that UAS have a number of attendant risks, their wide-ranging uses also have the potential to benefit the maritime industry. However, prudence would dictate that legal assistance should be sought in order to conduct a due diligence review of UAS risks well in advance of any UAS flights.

Launching and Flying Drones/Model Aircraft from Vessels A recent Loss Prevention GARD Alert published by GARD P&I provides information regarding a vessel which was detained following the launch of a drone to photograph the vessel proceeding through the Suez Canal. Shortly after the drone had been launched from the vessel, the Master was requested by the Canal Authorities (SCA) to drop anchor. During the SCA’s subsequent inspection, they confiscated the drone and its memory card and the vessel was detained in anticipation of further investigations by the Egyptian authorities.

There are currently no common or international rules governing the use of drones. According to the European Aviation Safety Agency (EASA), basic national safety rules apply but these differ from one country to another. Nevertheless, just like any other aircraft, a drone must always be flown in a safe manner, both with respect to other aircraft in the air and also to people and property on the ground. And while the initial purpose of the latest drone technology is to do good, drones have also been used for illegal purposes and many countries fear that they can be used by terrorists, e.g. as weapons. Hence, in the Suez Canal case, although the intention when launching the drone was simply to document the vessel proceeding through the Canal, this seemingly ‘innocent act’ may have been considered a threat to national security by the Egyptian Military Forces. Regulations governing the use of drones differ from one country to another and failure to comply with any given legislation may have serious consequences for the vessel and the ship owner, including criminal prosecution, especially when a vessel is in port or is sailing within a country’s territorial waters.

Sources: http://www.ship-technology.com/features/featurehow-drones-are-changing-the-maritime-industry-4865807/ http://mfame.guru/drones-maritime-industry-ready/ http://www.gard.no/web/updates/content/21248558/gard-alert-drones-launched-from-vessels

https://blog.kaspersky.com/maritime-drones-deployment/8469/

6

Issue 52-June 2015

Manning and Training Fatigue :

Given the frequency with which the issue of fatigue is raised in the seafaring community, it is well worth reiterating and expanding upon the major points relating to the subject. This will allow seafarers to become fully aware of its causes, signs and the preventive measures that can be taken to reduce its impact on job efficiency.

First and foremost, a distinction should be made between fatigue and weakness. Fatigue is the subjective feeling of tiredness. The onset of fatigue is gradual and it can be alleviated by rest, whereas weakness is more permanent and rest does not have any significant effect on it.

Fatigue can be felt following either physical or mental effort or a combination of both. Physical fatigue can be defined as the transient inability of a muscle to maintain optimal performance, a situation which is most readily manifested and exacerbated by intense physical effort. Mental fatigue is a transient reduction in cognitive performance that occurs due to extended periods of cognitive activity. This type of fatigue induces sleepiness, lethargy or an inability to retain attention.

Generally speaking, fatigue is the normal outcome of working, mental stress, over- or under-stimulation, jetlag, active recreation, depression, disease and a lack of sleep. Moreover, fatigue can have chemical causes. These include poisoning, mineral or vitamin deficiency, chronic blood loss and anemia. Therefore, fatigue can not only be regarded as a normal response to physical or mental exertion but can also signal a physical disorder. It should also be noted that fatigue is not the same as drowsiness. The generic and seafarer-specific causes of fatigue and the signs of fatigue are illustrated in the table below.

Causes

Lack/Poor quality of sleep, insufficient/poor quality of rest between work periods, stress, noise and vibration, ship motion, food intake (timing, frequency ,content, quality), medical conditions, illnesses, repetitive/boring work, poor ventilation or lighting, excessive heat/cold, poor air exchange, alcohol, drugs, caffeine, excessive work load, poor workspace design As fatigue can cause serious problems, it is extremely important to mitigate it. This will lead to good health, increased productivity and a decrease in the chance of being involved in an accident that could harm the seafarer or do damage to the environment, equipment or vessel. Coping with fatigue is far from easy, but it can be organised at different levels. The first level relates to the preventive measures that the seafarer can take. Thus, seafarers should: • try to get 7-8 hours of uninterrupted deep sleep every 24 hours.

• take strategic naps of no longer than 20 minutes whenever possible.

• develop a pre-sleep routine e.g. take a warm shower, do some light reading or meditate.

• sleep on a comfortable bed in a quiet, cool environment.

• avoid eating a heavy meal before bedtime and consuming caffeine within 6 hours of going to bed.

• take meaningful breaks between work periods.

• get proper sleep before periods of high activity.

• exercise regularly to maintain fitness levels.

• eat regular, well-balanced meals.

• keep accurate records of work and rest periods.

Signs

Inability to concentrate, slow response times, inability to be in full control of body movements, mood swings, sudden changes in attitude , headaches, heart palpitations, irregular heartbeats, rapid breathing, fits of sweating, loss of appetite, leg pains and cramps, diminished decision-making capabilities, poor memory, insomnia (increases fatigue further)

The second level concerns what the Master can do to ensure that the difficulties created by fatigue are minimised. In this respect the Master should: • follow international regulations and requirements for clear, concise guidance on operational requirements.

• allow adequate rest for joining crews before they assume duties.

• allow time for proper handovers on crew changes.

• take into account interpersonal relationships, stress, loneliness, boredom, social deprivation and any increased workload due to a small crew size.

• grant shore leave whenever possible, promote onboard recreation and communication with family.

• rotate jobs and make workable and safe watchkeeping arrangements.

• educate and train the crew to recognise fatigue and mitigate it.

• establish and follow procedures to schedule shipboard work and rest periods.

• rotate tasks that demand high physical or mental input with those that do not.

• schedule potentially hazardous tasks for daylight hours and make sure that the crew is adjusted to daytime work.

• ensure there is adequate heating, ventilation, air conditioning and lighting.

• minimise noise and vibration.

• encourage the adoption of a healthy lifestyle.

• establish shipboard practices for dealing with incidents of fatigue.

Another way to tackle the onset of fatigue is to make use of tips to stay awake and alert. These established pieces of advice include working in spaces with good lighting and cool dry air and introducing an invigorating odour like peppermint. Moreover, running, walking, stretching and chewing gum can increase levels of alertness as can engaging in active conversation, which staves off feelings of sleepiness. Another important tip is to remember that alcohol, caffeine and certain over-the-counter medications can disrupt sleep patterns.

Although all these ways of fending off fatigue are extremely useful and effective, there are times when rest might be compromised due to a port operation or preparation or an arrival at a port where a series of inspections has been scheduled. However, the proper programming of duty rotation will help the Master to assign tasks more efficiently and effectively as this will ensure that the seafarers chosen to perform specific tasks are adequately rested and are therefore better able to carry out their duties. As such, it is imperative that the Master pre-plan work and rest hours frequently to adapt quickly to the ship’s schedule which is subject to change from day to day.

Source: www.he-alert.org/en/centre-spreads.cfm

Fatigue affecting seafarers Source: Seaman OnlinePH

Courtesy of Alert!

The International Maritime Human Element Bulletin

Issue 57-Sept 2016

7

SAFETY FIRST! Increase in the Frequency of Eye Injuries in the Fleet Source: ANNUAL CMS ANALYSIS (in-house) Many cases involving eye injuries have recently been reported to Head Office. These have occurred mainly during de-rusting, chipping, drilling and painting jobs or while chemicals are being handled. Despite an emphasis being placed on avoiding eye injuries by Head Office, there has been a sudden increase in the number of eye injuries in the past few months.

Although analysis of these cases has revealed that crew members wear proper safety goggles most of the time, it has emerged that particles have accidentally entered the eye in the following circumstances: - while removing PPE to inspect the quality of the work or on completion of the task - while rubbing or wiping the face when the crew member is hot and sweaty - when environmental conditions such as strong winds blow particles towards the eyes - when PPE is in poor condition - while removing goggles frequently to clean the face - during Dry Dock repairs when a lot of dust particles are left on deck - when particles are left on hair or clothing - during the removal of PPE Even though these circumstances have been identified, CREW NEGLIGENCE and a distinct LACK OF SAFETY AWARENESS are the main root causes for these cases. Therefore, a serious effort should be made to ensure that everyone becomes aware of how COMMON are eye injuries are on board.

Based on the campaigns conducted in the past, fleet vessels should now ONLY PROVIDE CREW MEMBERS WITH NON-VENTED Safety Goggles.

TRUST

Ten Really Useful Safety Tips

Avoid Eye Injuries! ü If small particles enter the eye, avoid rubbing it! ü Place eye wash liquid conveniently in areas such as inside the paint room where jobs with high risk of eye injury are done. ü Make sure you WEAR A PROPER SET OF SAFETY GOGGLES (NONVENTED). ü Discuss your job during the Daily Work Planning Meeting and refer to FIM Chapter B, Section 3, P.P.E. Matrix. ü If you are a supervisor i.e. C/O, BSN and 2/E, check Safety Practices applied onboard, especially during activities relevant to de-rusting, chipping, drilling, painting and handling chemicals etc. ü Check the condition of the PPE and tools to be used prior to commencing the task. ü Be careful while removing safety goggles and coveralls since small particles of rust or dust may be left on your PPE. ü During strong winds, safety goggles must be worn at all times in order for the eyes to be protected against dust particles in the air. ü NEVER wear sunglasses instead of safety goggles during work. ü WEAR PPE UNTIL COMPLETION OF THE TASK

STOP TAKE 5

Safety goggles with a seal can provide more complete protection against grinding dust getting into employees' eyes.

These goggles allow for ventilation and/or have special lenses that prevent fogging.

8

Issue 57-Sept 2016

1. THINK through the task 5. DO the task safely

2. SPOT the hazard

4. MAKE the changes

3. ASSESS the risk

FOR EVERY JOB USE YOUR LMRA CARD

Safety Bulletin 16-03 SAFETY AND SECURITY INCIDENT AT TRIESTE

Source: FLEET VESSEL While the vessel was alongside Trieste terminal, shore officials informed the Master that a crew member was walking along the pier taking photos of the ship from the jetty in a restricted zone. He was immediately stopped by the fire brigade watch man and was escorted to the Pier Master’s office. The Pier Master notified the Master about the incident and the Deck Cadet was escorted back to the vessel. A Note of Protest for “unsafe situation” was issued to the vessel by the Pier Master.

Root Cause: The Deck Cadet 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 Deck Cadet explaining the serious nature of this breach and the possible consequences of his actions of which he was apparently not aware. It is believed that his actions, despite breaking the security and Corrective & preventive action: safety regulations of the terminal and the law had no ulterior motive. Rather, his intention was just to capture a view of the - The Master explained to the Deck Cadet the Company’s standard instructions with respect vessel. This, however, does not alter the serious nature of the to adhering to the law and regarding the use of AV equipment and social media. incident.

- The Deck Cadet was also briefed about the safety regulations and Company policy during Lessons learned: loading/discharging operations at a terminal. He also briefed the Deck Cadet about the difference between an intrinsically safe phone and normal phones. It was explained that The breach in this case has 2 parameters. One is relevant to mobile phones must be switched off on deck and at a terminal while going out. All the crew Safety and the other to Security. was reminded that the use of mobile phones while walking along the pier is not permitted. a) The Safety aspect is relevant to Tanker Vessels and the risk - Additional training will be carried out for the Deck Cadet. Furthermore, this incident will be of explosion/fire when using non-intrinsically safe equipment. discussed in the next safety meeting. b) The Security aspect is relevant to All Vessels and the strict - The details of this incident are being circulated to all vessels. laws that nowadays apply in many terminals all over the world - Specific briefing for such breaches must be carried out by the Manning Agent to all Junior regarding the use of AV equipment and social media. Breaching Officers and ratings prior to their boarding the vessel. A new shore form is to be created. local laws may have serious consequences to the person accused of such a breach, the rest of the crew and the Company - A warning system is to be devised for crew members who are ready for shore leave or itself. disembarkation.

Source of the design: Seahealth.dk

DISTINGUISH BETWEEN UNSAFE ACTS/CONDITIONS & NEAR MISSES:

Issue 57-Sept 2016

9

Marine Art Until the middle of the nineteenth century, the primary task of the marine artist was to paint ships in a harbour or sea-battle setting. Thus, the majority of marine art shows maritime activities, ports and the vessels themselves and can be divided into three main categories: harbour and inshore scenes, naval scenes and ship portraits. In addition, there is a fourth type of marine art which is the least common. This is the seascape, which is a more expressive art form that features light and shadow, form, proportion and colour, making it more in keeping with other types of art.

Seascapes are usually anonymous and generic as they might typically feature a dark sea, headland, dark clouds and perhaps an unidentifiable vessel.

As regards the first of the main categories, harbour and inshore scenes depicted ships whose identity may not have been discernible in an actual location that was recognisable. Such paintings usually show activities such as fishing or unloading cargo and often revealed the artist’s knowledge of seafaring. For example, Liverpool on the River Mersey painted by Robert Salmon in 1809 depicts precise and accurate shipboard activity even to the point of including a goat on board the Phoenix that would have provided milk and eventually fresh meat for the crew.

The second main category of naval scenes shows battles or naval vessels. The former were normally painted to commemorate a significant victory and the latter were done simply to show a ship the captain was particularly attached to. A prime example of a typical naval battle scene was painted by Thomas Buttersworth Snr, who is acknowledged to be one of the greatest marine artists. In his painting of HMS Shannon’s victory over the USS Chesapeake on 1st June 1813, the artist portrayed the victor HMS Shannon with no gunsmoke, making her show up well in contrast to her defeated adversary that was clouded in smoke. This content reflected the superiority of the HMS Shannon’s highly trained crew that took just fifteen minutes to end the battle off the coast of Boston.

The third category of ship portraits provided detailed information about the ship and the onboard activities taking place. Ship portraits were client driven by captains or ship owners who wanted accurate paintings of the vessel in question. This required the artist to study the ship in detail, an activity that was facilitated by the artists having travelled on vessels similar to the ones they were commissioned to paint. Thus, ship portraitists painted to live and support their families. For instance, James E Buttersworth, who was another famous marine artist had to sell around 25 paintings a year for between $20 and $50 apiece to house, feed and clothe his family. Today at auction, his work can fetch up to $300,000. Ship portraitists worked in major port cities and some of them tried to drum up business by waiting on the wharf so that they could approach the captain as soon as he set foot on dry land.

Since they were painted for buyers with a personal interest in the content of the painting, there has been a shift in the clientele for marine art. Today, such paintings are valued for the information they give about the past and are appreciated as works of art in their own right. Marine art, therefore, indicates what people believed to be important.

For instance, in the sixteenth century, paintings were often commissioned by religious seafarers who were grateful for having survived a maritime accident. In the following century, marine art focused on representing what was important to the nation. Apart from painting naval battles, Dutch and English artists produced seascapes that reflected the importance of the oceans to the wealth and power of Holland and England.

Liverpool on the River Mersey

HMS Shannon captures USS Chesapeake, June 1, 1813

HMS Monarch in Portsmouth

Dutch marine artists also painted whaling ships to pay tribute to their nation’s major whaling industry. These were often designed to fit around tall narrow windows in the houses of the time. There were other markets that required the skills of a marine artist, too, since maps and charts were frequently illustrated with ships and seafaring scenes.

Another aspect of marine art was its ability to tell stories other than those relating to war. One example is E. Paulson’s mid-nineteenth-century portrayal of the slave trade in his painting of a slave ship under attack from a British Royal Navy anti-slavery squadron. A further example is James Buttersworth’s painting HMS Monarch, which tells the story of wealthy American philanthropist, George Peabody. He made great contributions to charities and when he died in England, Queen Victoria directed Prime Minister Gladstone to use Britain’s newest warship to return his body to the other side of the Atlantic.

Marine art provides an insight into the history of seafaring nations and reflects life on board the vessels of yesteryear. It also documents the development of maritime technologies and reveals the aesthetic component of the shipping industry that is still evident today.

Sources: www.askart.com/arist_related/Thomas_Buttersworth_Sr/27499/Thomas.Buttersworth.Sr.aspx http://penobscotmarinemuseum.org/pbho-1/marine-art/types-marine-art Dutch Whaling: Groenlandia

Posidonia 2016 It is often the case that figures speak for themselves, so what do they say about this year’s Posidonia exhibition, one of the highlights of the maritime shipping calendar?

Posidonia 2016 saw a record 22,366 visitors attend the five-day exhibition, which was an increase of about 15% on the 2014 figure. Another impressive statistic was that there were over 1800 exhibitors representing 90 countries and territories. These numbers clearly show that the biggest exhibition held in Greece was an unparalleled success.

Although these figures speak volumes about the importance of Posidonia, they do not tell the whole story. Prior to the opening on 6th June, there were four events that allowed the participants to promote team spirit and facilitate networking, all of which were well supported and competitive. For instance, the golf tournament attracted 115 players and the five-a-side football tournament was contested by 28 teams. Additionally, the Posidonia Cup sailing regatta in Faliron Bay provided a real spectacle as evidenced in videos uploaded by ABB and Lalizas that give a competitor’s eye view of the event. Last but certainly not least, the 5km run in Piraeus raised money for the Municipality of Piraeus and the Public Benefit Municipal of Piraeus.

This brief description of Posidonia 2016 barely scratches the surface of what this prestigious event means to the maritime industry. What it does, though, is show how significant the biennial exhibition has become in terms of face-to-face connectivity, a basic requirement in the development and maintenance of strong relationships.

Source: www.posidonia-events.com

10

Issue 57-Sept 2016

The Panama Canal Expansion On 11th June 2016 a Chinese neo-Panamax vessel left the port of Piraeus bound for the Panama Canal.

Formerly called Andronikos, the container ship renamed Cosco Shipping Panama as a mark of respect for the country of Panama was to be the first ship to traverse the Panama Canal following the completion of the waterway’s expansion. The $5bn project to create a second lane, thereby doubling capacity, was the largest carried out on the Canal since its opening just over a century ago.

It took almost a decade to complete the expansion with almost 40,000 workers being employed on the four main components that made up the project. These major components were a new set of locks, an improved water supply, improved navigational channels and a Pacific access channel. The new locks are significantly larger at 180 feet wide and 60 feet deep compared to the old ones at 110 feet and 42 feet respectively. These increases now allow the neo-Panamax vessels, which are too big for the old locks, to transit the Panama Canal. Despite the greater width and depth of the locks, the water required has not increased due to the construction of water-saving basins that recycle 60% of the water used during each transit. In addition to lock and water basin construction, improvements in navigational channels required a significant amount of dredging. In total, more than 150 million cubic metres of material was excavated during this challenging project that has given the Canal a much needed upgrade.

The main advantages of expanding the Panama Canal are quite apparent. Firstly, the improvements will provide greater economies of scale since, for example, the container vessels that can now pass through the waterway are able to carry 13,000-14,000 TEUs compared to the previous limit of around 5000 TEUs. Secondly, there is the introduction of new segments such as LNG vessels that now have new routes available to them. For instance, an LNG vessel leaving the US Gulf Coast for Asia can shorten the voyage by 5000 nautical miles. Additionally, the expansion now allows 80% of the world’s LNG fleet to be accommodated, which is around a tenfold increase on the previous capability. Thirdly, there is the associated environmental benefit with regard to CO2 emissions that are drastically reduced by shortening voyage times.

As of 2nd August 2016, 68 neo-Panamax vessels had transited the expanded Panama Canal since Cosco Shipping Panama’s inaugural passage. Furthermore, by 4th August 266 reservations had been received, which clearly reflects the demand shown by the industry and the recognition of the Canal’s potential to benefit global commerce. On the same day, due to the fact that the performance of the Panama Canal had been in line with Standard & Poor’s expectations, the Panama Canal Authority had its ‘A’ long-term corporate and debt ratings affirmed. This was a strong indicator of the credit rating agency’s trust in the management, operations and investments of the Panama Canal and confirmation of Standard & Poor’s forecast that the waterway will maintain its strong competitive position.

In spite of the apparent success of the project, there have been serious questions raised regarding the decision to upgrade the Canal. One such question relates to the current slump in global shipping. While this is a pertinent issue, it fails to recognise that the new benefits offered by the Panama Canal can only act as a stimulus to commerce and consumer spending. Another question concerns the safety aspect of such large vessels transiting the Canal, especially through the Corte Culebra section, a narrow passage with tight turns bounded by sheer rock faces that make for a very small margin of error. Again, this concern is largely unfounded as pilot training in classrooms, simulators and on the actual locks themselves has made the pilots fully aware of all the dangers and enhanced their skills.

On the whole, the positivity associated with the developments arising from the expansion of the Panama Canal should serve as an example of how the maritime industry can move forwards in times of adversity.

After all, being proactive is far more likely to achieve stimulation and growth than wallowing in any doom and gloom scenarios without even considering innovative solutions.

Sources: www.washingtonpost.com/world/the_americas/an-expanded-panama-canal-opens-for-giant-ships www.npr.org/2016/06/25/483523910/the-5-billion-panama-canal-expansion-opens-sunday-amidst-shipping-concerns www.canalampliado.com/en/inaugural-transit-of-the-expanded-panama-canal-begins

The construction area for the new locks and water-saving chambers part of the Panama Canal expansion project

By Mariordo (Mario Roberto Durán Ortiz) - Own work, CC BY-SA 3.0, https://commons.wikimedia.org/w/index.php?curid=31927850

Final dredging work for the Panama Canal expansion Source: http://www.dredgemag.com/

New lock construction at the Panama Canal Source: www.micanaldepanama.com

Masters to Come under Greater Scrutiny?

Rulings made by the 5th Circuit in a case heard on 14th March 2016 may have an impact on how so-called “magic pipe” cases are dealt with in the US in future. The case, United States of America vs Fafalios (US App LEXIS 4658/5th Cir. Mar 14, 2016), in which the Chief Engineer (Matthaios Fafalios) of the M/V TRIDENT NAVIGATOR was alleged to have given orders for the unlawful discharge of bilge waste oil/water from the vessel while in international waters, resulted in the APPS/MARPOC charges being dismissed.

Following the alleged discharge, the vessel arrived in New Orleans, Louisiana. Fafalios was charged with and subsequently convicted of (i) Failure to maintain the oil record book (ORB) pursuant to the Act to Prevent Pollution from Ships (APPS) 33 U.S.C. §1908(a), the US codification of MARPOL and the related regulations set forth at 33 C.F.R. §151.25 (ii) Obstruction of justice 18 U.S.C. §1505(iii) witness tampering 18 U.S.C. §1512 (b) (3). After being convicted on all three counts, the defendant appealed count (i) successfully. The pertinent question was judged to be whether the C/E could be held liable to “maintain” an accurate ORB once the vessel had entered US waters. The 5th Circuit addressed this issue by focusing on the language of 33 C.F.R. § 151.25 (j), whereby “the master or other person having charge of a ship required to keep an Oil Record Book shall be responsible for the maintenance of such record”. Thus, it was deemed that since Fafalios as C/E was not “the master or other person having charge of (the) ship”, he could not be convicted of the APPS/MARPOL charge and the 5th Circuit reversed the decision.

This was not the first time that such a reversal occurred, but it was the first time the dismissal was allowed to stand. In United States of America vs Jho 534 F3d 398 (5th Cir.2008), the Government intervened and asserted that the defendant could be charged under the theory of “aiding and abetting” the failure to maintain the ORB. Quite how the master will be put under the microscope in unknown since masters usually have only a limited personal knowledge of the operations carried out in the engine room. After all, “magic pipes” are not permanent structures and the master cannot be expected to spend extended periods of time in the engine room. Additionally, such “magic pipe” cases are heavily reliant on corroborating testimony, often accompanied by videos and photos provided by crew members due to the whistle blower provision contained in the statute.

Therefore, establishing that the master had knowledge of illegal engine room activities would require similar evidence.

To summarise, based on premise that the master does not have extensive knowledge of each and every engine operation, it may be concluded that the master is unlikely to be held accountable for the use of “magic pipes” leading to the deliberate falsification of the ORB. However, this does not mean that the master will be automatically distanced from investigations conducted into the illegal discharge of bilge waste oil/water from a vessel he is in charge of.

Source: www.freehill.com/wp=content/uploads/2016/3/NYDOCS1-448357-v1-Client_Alert_3_31_16.pdf

Issue 57-Sept 2016

11

Humankind’s Marvels and Nature’s Wonders Fast Construction We have long been impressed by tall buildings, irrespective of their construction times.

Now, it seems that the speed of erecting an imposing structure is creating an even greater impression. This was certainly the case in late 2011, when a 328-foot, 30-storey tower called T30 was put up in Hunan province, China, in only 15 days!

Since then, Broad Sustainable Building (BSB), a prefab construction firm based in the Hunan provincial capital of Changsha, have taken speed construction to a new level. Prior to erecting their skyscraper in 2015, BSB fabricated the 2736 modules required over a period of four and a half months. Following their preparation, BSB used modular building methods to assemble three floors a day, meaning that the 57-storey skyscraper was completed in just 19 working days! Buoyed by this success, BSB now plans to build a 220-storey skyscraper in three months.

While these feats of engineering are impressive, there is another fast construction that is truly amazing. This took place in Mohali, India, where 200 people working round the clock managed to construct a ten-storey, tube-in-tube high rise with a floor area of 25000m2 in just 48 hours!

Sources: www.theguardian.com/world/2015/apr/30/chinese-construction-firm-erects-57-storeyskyscraper-in-19-days www.dailymail.co.uk/indiahome/indianews/article-2241567

Completed 57 - storey skyscraper in Hunan province Source: http://luxembourg. arcelormittal.com/

The 10-storey high rise in Mohali Source: http://www.newsonair.nic.in/

Tiny Super Engineers While human feats of engineering are rightly given a great deal of attention, there are several of nature’s counterparts that deserve our admiration. One of these is the termite mound, which can reach heights of 10 metres and widths of 15 metres at the base. These incredible structures made from soil, termite saliva and waste are so durable that some colonies of between 200,000 and 2 million individual insects have inhabited the same mounds for centuries. The oldest known mound, which is now abandoned, can be found in the Mionbo woodlands in the Democratic Republic of the Congo. According to carbon dating methods, this mound is around 2200 years old.

Although it is initially their size that gains our appreciation, termite mounds also have architectural features that cannot fail to impress. Inside these porous structures, where the insects store wood for food, cultivate a fungus that aids digestion, rear their young and attend to the queen, the temperature remains quite stable. This stability is achieved by the termites building a large central chimney, where the temperature does not vary much, surrounded by flutes where there is fluctuation. During the day, these outer parts heat up more quickly than the inner chamber. This forces air up the flutes and down the chimney. The reverse occurs at night. This process also ventilates the mound, thereby removing stagnant air.

If the height of a termite mound does not sound much, then consider the ratio of the height of the structure to the size of the builders. By applying this ratio to human achievements, it can be seen that the Burj Kalifa, the world’s tallest building at 828 metres tall, would have to be around 2500 metres in heights to match the insects’ accomplishment. What is more, engineers in Zimbabwe have engaged in biomimicry by taking a leaf out of the termite building manual so as to construct green buildings in Harare that have regulated temperatures with minimal use of electricity.

Large termite mound

Source: http://www. experiencethewild.com.au/

Sources: www.harvardmagazine.com/2015/II/termites-catherdral-mounds www.bbc.com/earth/story/20150729-2000-year-old-termite-mound-found www.ces.nsu.edu/dept/ent/notes/Urban/termites/termbio.htm

The Mariner’s Astrolabe Classical Greece was the birthplace of the astrolabe. The instrument allowed astronomers to determine the positions of stars and planets as well as to predict when an eclipse would occur. Although its use was fairly common in astronomy, it was not used by mariners until the late fifteenth and early sixteenth centuries, when it became indispensable to sailors wishing to determine the latitude of their ship at sea.

The mariner’s astrolabe, a brass ring graduated in degrees on which there was a rotating alidade, was a simple instrument to use. All the mariner had to do was to measure the noon altitude of the Sun during the day, or the meridian altitude of a star of known declination (how far a star is from the celestial equator) at night. The Sun’s or star’s declination for the date on which the reading was taken was referenced in an almanac. Then the latitude of the ship could be found using the simple equation: latitude of ship = 90o – measured altitude + declination. For mariners sailing at night in the Northern Hemisphere, it was easiest to use the North Star since the angle of that star above the horizon was equal to the latitude position of the observer at the time of measurement. During the earliest days of navigation across the oceans, it was far easier to measure latitude than it was to measure longitude. So, to find their way home, for example, sailors had to know the latitude of their port. They would sail north or south until they reached the correct latitude. At that point they would move either east or west, ensuring that they did not deviate from the desired latitude.

Few mariner’s astrolabes survive, so they are far from easy to find. Those that have been recovered are normally in poor condition, meaning that any in fine and original condition are extremely rare. One such example made by Frances de Croos in 1595 was put up for auction recently and fetched £84,000, a price that indicates how important maritime history is to collectors of nautical instruments.

Sources: www.astrolabes.org/pages/mariner.htm www.hubpages.com/education/History-of-the-Astrolabe-and-how-to-make-one www.lewisclark.cet.edu/teacher/activities/geography/northstar.html

12

Issue 57-Sept 2016

Mariner’s astrolabe Source: http://www.museumsontario.ca

Hydrothermal Vents The existence of hydrothermal vents on the ocean floor was known before 1977, but it wasn’t until then that scientists began to study them. In that year, an expedition set out to investigate the Galapagos Rift at around 8000 feet below the surface. What they discovered was a revelation as they stumbled upon an oasis of life in a world of perpetual darkness.

The vents are formed in close proximity to undersea volcanoes. Cold water seeps through cracks in the ocean floor and descends until it reaches magma. Then it heats up rapidly and rises quickly to the ocean floor where it bursts through at temperatures of up to 350oC. During its journey back up to the ocean floor it dissolves minerals and chemicals from the rock. The colour of the ‘smoke’ emitted from the ocean floor depends on the elements dissolved in the heated water. The most common types of vent are known as “black smokers”. These contain mainly iron and sulphur. “White Giant Tube Worms smokers” are their cooler counterparts. They contain more barium, calcium and

By NOAA Okeanos Explorer Program, Galapagos Rift Expedition 2011 - Flickr silicon, making them more alkaline.

NOAA Photo Library, Public Domain, https://commons.wikimedia.org/w/index.php?curid=35246911 Scientists were taken aback by the quantity of life in the unique ecosystems around the hydrothermal vents as it was assumed that life could not thrive in such numbers without sunlight and in the presence of toxic chemicals. The discovery led to the concept of chemosynthesis being established. Applied to the vents, this theory explains how life gets energy from the chemicals dissolved in the heated water, thereby establishing the base of a food web. At this point of the vent food web there are tiny single-celled bacteria called Achaea, which are thought to be the oldest forms of life on the planet that exist without sunlight.

Smaller animals feed on the bacteria and, in turn, they are preyed upon by larger marine creatures.

Among the spectacular creatures in this dark world are giant eight-foot tube worms that dominate the vent landscapes. These worms have bacteria living in them that provide them with food. Small shrimps and crabs feed on the abundant worms in waters so fertile that they can number millions. Other animals unique to vent ecosystems are scaly-foot snails, stalked barnacles, yeti crabs and white-tentacled anemones to name but a few. This list of vent creatures is set to increase in future as only a fraction of the world’s hydrothermal vents teeming with life have been explored. However, while further exploration is likely to bring with it exciting finds, any exploitation of vent fields for commercial gain must be carefully researched first.

Sources: www. ocean.si.edu/ ocean-videos/ hydrothermalvent-creatures www.seasky. org/deep-sea/ hydrothermalvents.html www.thesearethe voyages.net/jc67/ diary.html

White smokers

Shrimps in hydrothermal vent ecosystem Source: http://www.livescience.com/

By NOAA - http://oceanexplorer.noaa.gov/explorations/04fire/logs/ hirez/champagne_vent_hirez.jpg, Public Domain, https://commons.wikimedia.org/w/index.php?curid=3597762

Special Vessel Edward J Moran – Super Tugboat The increase in vessel size has resulted in towing companies having to build more powerful and more agile tugboats to guide massive ships in and out of port. One such tugboat is the Edward J Moran, which is operated by the Moran Towing Corporation in Connecticut. This special vessel was designed “in house” and built by Washburn and Doughty Associates of Maine in 2006. Based on previous 92ftx32ft designs, the Edward J Moran’s slightly increased length and beam allows for greater horsepower without compromising manoeuvring capabilities.

The specifications of the Edward J Moran confirm the success of the venture to construct a tugboat that would be able to undertake the very delicate manoeuvring required to guide LNG tanker vessels in the River Savannah area. Firstly, there is her twin 12-cylinder engine with 710 cubic inches per cylinder that has a power generating capacity of 6,500 HP. This capacity is about twice that of a normal tug vessel. Secondly, with regard to manoeuvrability, the Edward J Moran has Schottel Z-drive twin screw propellers that can rotate 360 degrees. This feature allows the tugboat to change direction readily without losing speed.

The tugboat, which has a maximum speed of 14 knots, also has other features that make her unique. The most impressive of these is the onboard fire-fighting equipment. The vessel is fitted with twin 900hp pumps Edward J Moran Source: http://www.shipspotting.com/ that suck up water and guide it through 12-inch risers before dispatching it through a pair of nozzles that are remotely controlled from the pilothouse. The maximum flow rate is a staggering 11,000 gallons per minute. Another excellent piece of equipment is her winch that can generate 100hp, which is enough to pull the tug even when the engine in full astern. Her electrical service is provided by two 99kW generator sets.

Given the potential damage that can be caused by the incorrect schlepping of LNG tanker vessels due to the hazardous nature of their cargoes, it is essential that tugboats like the Edward J Moran be deployed to keep people, vessels and port facilities safe. Additionally, tribute needs to be paid to the pilots whose skill and experience reduce the risks associated with the delivery of highly volatile cargoes.

Sources: www.marineinsight.com/types-of-ships/tugboat-edward-j-moran-one-of-the-most-powerful-tugboats-in-the-world www.popularmechanics.com/technology/infastructure/a5358/4346840 www.tugboatinformation.com/tug.cfm?id=621

Issue 57-Sept 2016

13

Cities and Ports

Novorossiysk

The City In ancient times, the shores of the Tsemes Bay were the site of Bata, which was a Greek colony

that specialised in the trade of grain. Little is known about the area before the 18th century apart from Genoese merchants establishing a trade outpost there in the Middle Ages. From 1722 the Bay was under the control of the Ottoman Empire, but following the Russo-Turkish War, the coastline was ceded to Russia in 1829. Then the admirals Mikhail Lazarev and Nikolay Raevsky established an eastern base for the Black Sea fleet in 1838.

This is generally acknowledged as being the year when Novorossiysk was founded.

Iconic statue in Novorossiysk Development as a seaport was rapid during the nineteenth century, especially after the railway was completed

By Own work, Public Domain, in 1888. The growth of Novorossiysk led to it being granted city status in 1866 and becoming the capital of https://commons.wikimedia. org/w/index.php?curid=6472293 the Black Sea Governorate in 1896. In 1905, the city became the seat of the Novorossiysk Republic, but this was short-lived as in August 1918, Novorossiysk was the main centre for Denikin’s White Army. This situation lasted until March 1920. Over 20 years later, during World War II , the city suffered again. Most of it was occupied by the Germans in September 1942, but a part of Novorossiysk called Malaya Zemlya was defended by a number of Soviet sailors. Their heroic defence allowed the Soviets to maintain control of the bay, thereby preventing the Germans from bringing in supplies by ship. The sailors managed to hold out for 225 days, which gave the Red Army time to liberate the city. As a result of the sailors’ heroism, Novorossiysk had the title ‘Hero City’ bestowed on it in 1973.

Today, Novorossiysk is home to 250,000 people. Despite this relatively low population for a city, Novorossiysk is industrially significant as it produces metal goods and cement. The city is also an important centre for processing food and is home to the Maritime State Academy, the Novorossiysk Polytechnic, a Greek Society and Greek consulate. Visitors to the city have a range of things to see and do. They can visit the history museum or the museum in the house of the writer Nikolay Ostrovsky, who wrote “How the Steel is Tempered”, one of the most famous books of the Soviet era. There is also an art gallery, an aqua park and the battleship Mikhail Kutuzov, which was once the most advanced light artillery cruiser in the Soviet Navy. For those who enjoy water sports there are beaches in the area where diving and yachting take place. Last but not least, the city plays host to an international festival for young performers called “Sea Knot”.

The Port

The Port of Novorossiysk is situated on the eastern part of the Black Sea at the top of Tsemesskaya Bay. It has been one of the major gateways for Russian foreign trade since the end of the 19th century, but it wasn’t until 1957 that the Soviet government began constructing modern facilities. The first of these were berths in the Port’s western and central districts, the Sheskharis oil terminal, new lumber handling equipment, a passenger terminal and other infrastructure. This move has led to the Port of Novorossiysk becoming Russia’s largest sea port in terms of cargo volume.

The success of the Port of Novorossiysk can be put down to its numerous competitive advantages. The first of Container terminal at the these is location. Novorossiysk lies at the crossroads of international transport corridors which connect Russia to Port of Novorossiysk Courtesy of: http://report.az/ the Mediterranean, the Middle East, Africa, South and South-East Asia as well as North and South America. Thus, the location can allow vessels to save time. For instance, the voyage from South-East Asia to cargo destinations in southern or central Russia via Novorossiysk is around eight days shorter than the route via the Rotterdam/Hamburg – St. Petersburg corridor. A second advantage is that Novorossiysk has the deepest berths in the region. The maximum depth is 24.5m at the oil loading terminal and 14.5 m at the berths for the transhipment of bulk, general and container cargo.

Another competitive advantage relates to the natural conditions. It is one of the few Russian sea ports not to freeze in winter, which allows yearround navigation. Moreover, the system of sea walls and breakwaters form a buffer to protect its harbour sufficiently well enough to allow the Port facilities to operate in all but the most violent storms. Other advantages include the ample covered and open storage facilities, state-ofthe-art handling equipment together with extensive road and rail networks that provide access to major industrial, agricultural and population centres. Last, but certainly not least, the Port of Novorossiysk has flexible assets that allow for a timely response to shifts in trends on the Russian and global shipping markets. The annual cargo turnover nowadays is around 87 million tonnes. NCSP, which belongs to the leading stevedoring company in Russia, handles over 95% of this cargo, thereby making it a major player at the Port.

Apart from merchant navy operations, Novorossiysk is home to military activities. In 2003, Vladimir Putin signed a decree to establish a naval base for the Black Sea fleet in the city.12.3 billion rubles was allocated for the construction of military facilities and infrastructure at the base, including units for coastal troops, aviation and logistics. By 2020, 80 naval vessels are scheduled to be stationed at the Novorossiysk base.

Sources: www.triposo.com/loc/Novorossiysk/history/background | www.britannica.com/place/Novorossiysk | www.nmtp.info/en/holding/about/history/port

www.worldportsource.com/ports/review/RUS_Port_of_Novorossiysk_1537.php | www.davishunter.com/home/place/Novorossiysk

View from the hill beside the city

By bibikoff (Own work) [Public domain], via Wikimedia Commons

Quiz

Test your Brain 1. What digit is the most frequent between the numbers 1 and 1,000?

2. A merchant can put either 8 large boxes or 10 small boxes into a carton for shipping. In one shipment he sent a total of 96 boxes. If there are more large boxes than small boxes, how many cartons did he send? (He sent both large boxes and small boxes) 3. Peter works in a butcher’s shop. He is 1.92m tall and wears size 12 shoes. What does he weigh?

4. If you cut a pie with one straight cut, you get two pieces. A second straight cut that crosses the first produces four pieces.

A third straight cut can produce as many as seven pieces. What is the maximum number of pieces you can produce with six straight cuts?

5. There are two numbers that when multiplied give 10,000 but neither of those numbers contains a zero. What are the two numbers?

6. A family drives to their holiday destination. The first half of the journey is covered at an average speed of 80km/hr. The second half is covered at an average speed of 120km/hr. What is their average speed for the whole journey?

7. Thirty-five people are at a party. There are twice as many children as women and twice as many women as men. How many more children are there than men?

8. A man is on the left bank of a river and his dog is on the right bank. The man calls his dog. His dog soon joins him on the left bank. The dog is dry and was not taken across the river on any kind of transport. Nor did it use any kind of bridge. How can this happen?

1. What is the chemical symbol for copper?

A. C

B. Co

C. Cu

D. Cr

2. Which port has a latitude of 18o59’N and a longitude of 72o49’E? A. Colombo

B. Mumbai

C. Manila Bay

A. Cusco

B. Teotihuacan

Crossword

5

6

A. Victory

B. Judith

C. The Golden Hind D. The Revenge

5. In what year did the Exxon Valdez run aground in Prince Willian Sound in Alaska?

A. 1987

B. 1989

C. 1991

D. 1993

A. 1914

B. 1917

C. 1919

D. 1924

6. When did the Panama Canal open?

7. What does ‘CTO’ stand for?

A. Container Terminal Operator B. Container Trucking Operator C. Combined Transport Operator D. Container Turn-in Operator

8. How many countries lie on the equator?

A. 7

B. 9

C. 13

D. 15

9. In which 1970s film was there a spaceship called Nostromo?

A .Close Encounters of the Third Kind C. The Black Hole

B. Star Wars D. Alien

10. What was the first name of the person who devised the Plimsoll Line?

A. Samuel

B. Lloyd

C. Peter

D. Henry

Answers at the foot of the page

1 3

Acro ss

4

7

8 9 10

11

12

13 14

15 16

3. Country where M/T CE Merapi was built (5) 5. Trade Greek colony of Bata specialised in (5) 6. Coast off which M/V Prestige lost propulsion (8) 10. An example of an invigorating odour (10) 11. Element released by 'white smokers' (6) 14 . Master should grant this whenever possible (5,5) 15. Soviet writer who lived in Novorossiysk (7,9) 18. Famous marine artist (12) 20. Industry painted by Dutch marine artists (7) 21. Catalytic fines damage these (6,5) 22. Method used to estimate age of termite mound (6,6) 23. Chinese province where T30 stands (5)

Do wn 17 18

19

20 21

22

C. Calixtlahuaca D. Machu Pichu

4. Which of the following ships was not captained by Sir Francis Drake?

Answers at the foot of the page

2

D. Karachi

3. What is the name of the lost city of the Incas that was discovered in Peru in 1911?

23

1. Stresses that broke M/T Erika's back (7) 2. Rift where hydrothermal vents were studied in 1977 (9) 4 . What the 'A' in UAS stands for (6) 7. Former name of Cosco Shipping Panama (10) 8. This kind of work causes fatigue (10) 9. Percentage increase of visitors to Posidonia 2016 (7) 12. Korean port to use drones for illegal anchoring (5) 13. 'Magic pipe' cases are reliant on this testimony (13) 16. Acid in furnace washing water (9) 17. River where Edward J. Moran operates (8) 19. Alloy u sed in mariner's astrolabe ring (5)

DOWN: 1. Tensile 2. Galapagos 4. Aerial 7. Andronikos 8. Repetitive 9. Fifteen 12. Busan 13. Corroborating 16. Sulphuric 17. Savannah 19. Brass

SOLUTIONS ACROSS: 3. Japan 5. Grain 6. Galician 10. Peppermint 11. Barium 14. Shoreleave 15. Nikolayostrovsky 18. Buttersworth 20. Whaling 21. Pistonrings 22. Carbondating 23. Hunan 7.C 8. C 9. D 10. A

QUIZ answers: 1. C 2. B 3. D 4. A 5. B 6. A

Issue 57-Sept 2016

15

Test Your Brain answers: (1) One, (2) Eleven, (3) Meat, (4) 22, (5) 625 and 16, (6) 96km/hr, (7) 15, (8) The river is frozen!

From Incidents to Regulations Incident: M/T Erika and M/T Prestige sinking causing extensive oil spills Regulations: EU Regulations for double-hull tankers and places of refuge On 8th December 1999 the M/T Erika began her final voyage. At 09:45hrs on that day she left Dunkirk for Milazzo and soon encountered strong winds of force 7-8 and 3-4 metre waves. However, despite the severe weather, the Maltese registered single-hull tanker carrying about 30,000 tons of heavy fuel oil only began showing serious signs of distress on 11th December at 12:40hrs. By that time the M/T Erika was listing at around 15° to starboard due to cracks appearing in the hull. The French Maritime Authorities remained unaware of this problem until 21:15. By 03:00 hours the following day the cracks had widened and at 03:30hrs oil was observed in the sea. At 05:54hrs the Master reported a breach in the hull and an ingress of water. About 20 minutes later, number two starboard ballast tank had opened to half its length. At that point, she could no longer be steered, side shell plating was torn from the ship and at 08:08hrs, her back began to break due to tensile stresses.

Before the bow section sank, the crew was rescued from the stricken ship which was some 70km off the coast of Brittany. The stern section sank while under tow. The total amount of oil spilled was just under 20,000 tons which was equal to all the oil spilled worldwide the previous year. The economic and environmental consequences were felt across the region as income from tourism as well as fishing plummeted and coastlines were severely polluted with oil. Following the disaster, it emerged that the M/T Source: http://tempsreel.nouvelobs.com/ Erika would have been allowed to berth at Donges even while listing, but because she was leaking oil this was not possible due to currents preventing barriers from being set up on the Loire.

Nearly three years later, the M/T Prestige suffered a similar fate. On 13th November 2002, while en route from St Petersburg to Singapore, the 81,000 DWT single-hull tanker developed a list of around 25° to starboard. At the time, she was off the Galician coast and soon after listing, the M/V Prestige lost propulsion, causing her to drift. Then the Spanish Maritime Authorities airlifted everyone but the Master and two crew to safety before Smit, the Dutch Salvage Company, took control of the vessel. She was towed out to sea away from the coast while discussions took place regarding a safe haven. While talks were under way, the situation on board deteriorated until she broke in two on 19th November. At that point, the M/T Prestige was 100 miles off the Spanish and Portuguese coast. Before she sank to the bottom in 4000 metre-deep waters, about 50000 tons of heavy crude was spilled into the sea.

The oil drifted towards the West Iberian coast. It eventually coated about 100 miles of coastline.

Sea and bird life suffered greatly as did the tourist and fishing industries. This incident along with the one involving the M/T Erika raised several questions regarding the prohibition of single-hull tankers. Furthermore, there was much discussion about the requirement for regulations concerning the provision of safe harbour for vessels in need.

In response to the two incidents and the questions they posed, there was a proposal put forward for an amendment to accelerate the phasing out of single-hull tankers and a corresponding phasing in of double-hull tankers or the equivalent design requirements for single-hull oil tankers. There was also a call for the European Parliament and the Council to refuse entry to single-hull tankers The M/T Prestige broken in two carrying the heaviest grades of oil into their ports, terminals and anchorage areas. Single-hull Courtesy of: Captain Frank Marmol tankers were also to be prevented from departing these places. Thus, the initial proposal was that Source: http://www.allaboutshipping.co.uk/ only double-hull tankers could carry heavy grade oil. The only exception was high quality single-hull purpose-built tankers that operated exclusively in the North Sea. As regards the acceleration of phasing out single-hull tankers, the proposal was that no category of single-hull tankers would operate beyond 2015. Moreover, it was proposed that there should be a broader application of tanker inspection (the Condition Assessment Scheme) to gauge the structural soundness of single-hull tankers that are over 15 years old.

In addition to the restrictions placed on single-hull tankers, the European Economic and Social Committee announced that there was a pressing need for the rapid and effective implementation of a clear-cut regime on places of refuge. Consequently, in December 2003, the IMO Guidelines on Places of Refuge for Ships in Need of Assistance were adopted. These guidelines recommend that coastal states should put in place procedures that would enable an efficient and objective risk assessment system to provide invaluable feedback on the feasibility of introducing an integrated approach to the assessment of risk, establishing a common response framework and designating a competent authority to deal with ships in need of assistance. To assess procedures, a simulation took place on 1st September 2015 involving 50 participants from various agencies. Their aim was to test the EU Operational Guidelines on Places of Refuge against the criteria that emerged during the simulation, in which a vessel ran into difficulties outside the jurisdiction of any one state.

Overall, the outcome was successful and later in September 2015 amendments were made to the Guidelines of November the previous year. In January 2016, the amended Guidelines were presented to the European Parliament, where the relevant maritime industry expressed support for the Guidelines and their willingness to apply them in practice. The Guidelines Sources: involved formulating plans to incorporate procedures for international www.eur-lex.europa.eu/legal-content/EN/TXT/?url=CE;EX%3A52003AE0415 coordination and decision making, examining the ability to provide a place of www.emsa.europa.eu/implementation-tasks/places-of-refuge/html www.bea-mer.developpment-durable.gouv.fr/IMG/pdf/RET_ERIKA_En_Site.pdf refuge and freely sharing information with neighbouring states and all parties www.marcon.com/marcon2c.cfm?SectionListsID=85&PageID=234 participating in a response operation. In short, there was to be put in place www.youtube.com/watch?v=ChIfu5XpKVs structured and logical decision-making process that would be triggered www.shipstructure.org/ease_studies/Prestige.pdf following a formal request from a ship in need of assistance.

This printed material is FSC ÂŽ certified.

This means that all paper used is from responsibly-managed sources.

Learn more at www.fsc.org/pc