ISSUE 60 JUNE 2017
To reach our Seafarers
In this issue Company News Review and Self-evaluation of SEEMP (part 2) Precautions Against Engine Room Fire Safe Food for Travellers
3 4 6 7
Safety First 8 Cyber Alert 10 City and Port of Newcastle, NSW 14 Historic Vessels 16
Editorial Dear readers, Although our world is changing rapidly, there is one aspect of our lives that cannot be altered by even the greatest technological advancements. This relates to our very nature and what it means to be human. More specifically, there is a factor in our make-up that exposes us to as much risk today as it did when we were cave dwellers. The factor in question is vulnerability and it is present in all our interactions with our environment, irrespective of the level of the technological aids at our disposal. A case in point featured in this issue of Wavelength relates to the unprecedented cyber attack that occurred in May 2017. Another, as illustrated in the Quality & Safety article, concerns the increase in vulnerability of seafarers due to their becoming complacent and not following the established procedures that are specifically designed to reduce vulnerability. In these articles it is clear that the human factor is the weakest link and that the degree of vulnerability in any situation depends both on the seafarer’s awareness of the issues that enhance vulnerability and their actions that are performed to address these issues. Moreover, the Quality & Safety article highlights how important it is for seafarers to identify improvements that can be made to reduce vulnerability even further. Similarly, the Manning & Training article describes how travel can render us vulnerable to illness when we consume food and drink and what must be done to eat and drink safely on our travels. Fortunately, our industry is continuously striving to reduce vulnerability and has always been proactive in making changes to increase safety. Even as far back as the 16th century this was quite apparent in the design of the Turtle Ship, which reduced the vulnerability of those on board to attack by foreign forces that favoured close quarter combat. Much more recently, the Norwegian plan to build a tunnel to reduce vulnerability to ships whose voyages expose them to the dangers of sailing in perilous seas illustrates the lengths to which the industry is prepared to go to make seafarers’ lives less vulnerable. In other words, situations are always being monitored, and improved systems and procedures are always being introduced into shipping. All that remains, therefore, is for seafarers to utilize these systems and follow the tried and tested procedures that considerably reduce their vulnerability in situations where they might be harmed. 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 @wavelength.gr
Best wishes, Nick Seaman
Norway to Construct Ship Tunnel. Read about the project on page 11.
https://www.dezeen.com/2017/03/28/snohetta-stadship-tunnel-terraced-stone-arches-norway-news/
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: Remcom ltd
Company News Three Vessels Leave the Company Fleet There is always a hint of sadness when loyal Company workhorses depart the fleet. However, when it is known that their trading days are not over and their new owners will benefit from their capabilities, there is a degree of satisfaction which derives from the knowledge that the Company has maintained them to the highest possible standard. This has certainly been the case with the three vessels that have recently been delivered to their new homes. Two of the vessels in question are Capesize bulk carriers. The CE-DUKE and CE-ALLIANCE are not sister ships from a technical design viewpoint, but they operated as sisters for the Company. Both of them were built in 2001 by top Japanese yards: the former was constructed by IHI and the latter by NKK. Five years later, they both entered service with our Company and in March this year they both departed together for their new home. We wish them both good fortune for their new owners. The third vessel to leave the Company fleet in the same month is the CEVENTURE, an Aframax crude oil/product tanker, which was built by Namura in Japan in 1991. This ship joined the fleet in 2006 as a 15-year-old single-hull tanker. As such, she was our last link with the single-hull tanker era. Soon after joining the fleet she underwent a conversion to a double-hull vessel together with her sister, the CE-WAVE. Delivery to her new owners in Singapore took place at the end of March and we also wish her good fortune.
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Review and Self-evaluation of Ship Energy Efficiency Management Plan (SEEMP), part 2 3b. Hull Maintenance In line with the Company’s planned maintenance policy, an underwater hull inspection and propeller superpolishing are carried out on all Company vessels every 3 to 4 months. These result in the benefit of being able to reduce fuel consumption. Hull cleaning is carried out only if it is deemed necessary during the underwater hull inspection. It should be noted that propellers are polished to Rupper scale “A” and the hull cleaning is carried out in accordance with the Paint Manufacturer’s guidelines with regard to cleaning equipment, brushes etc. so that damage to antifouling paint can be avoided.
3c. Hull coating systems After determining that antifouling paints based on “silyl acrylate” technology yielded good performance results, a decision was taken to continue using these paints. 4. Machinery Optimization 4a. Machinery Maintenance The maintenance of the Main Engine and the auxiliary machinery is carried out in accordance with the Company’s PMS and the Maker’s instructions to ensure their operational efficiency.
The overhaul of the Main Engine turbochargers is carried out by the Maker’s service teams or specialized repair companies which are authorized by the Makers of the turbochargers.
Underwater Hull Cleaning
The timing adjustment of the Main Engine fuel pumps is carried out by the Maker’s Service Engineer (Wartsila or MAN Diesel) or by the Company's experienced and qualified former Chief Engineers.
Propeller polishing
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The inspection of the Main Engine bearings is carried out by the Company’s repair teams led by the Company's experienced and qualified former Chief Engineers. The overhaul of the Main Engine manoeuvring control system is carried out by the Company’s Superintendent Electricians.
The overhaul of the governors of the Main Engine, Diesel Generators and Cargo Pumps is carried out by the Maker’s authorized repair companies. The maintenance / overhaul of the Diesel Generators is carried out by the Company’s repair teams led by the Company's experienced and qualified former Chief Engineers.
h. The installation of “AMOT” Main Engine bearing monitoring systems to ensure optimal reliability
“AMOT” Bearing Wear Monitoring System Display
The overhaul of the Aux. Boiler(s) automation system, Inert Gas automation system, other automation systems, tank level gauging system, draft measuring system, gas detection system and inspection/overhaul of the Main & Emergency Switchboards, generators, starter panels etc. is carried out by the Company’s Superintendent Electricians or by the Maker’s service engineers. The inspection of the “Alfa Laval” Purifiers is carried out occasionally by the Maker’s Service Engineers. (Harbour Support Program of “Alfa Laval”). 4b. Main Engine Efficiency Improvement The following measures/means have been adopted to improve the efficiency of the Main Engine: • Operating according to the Company’s “Economic Operation Guidelines” • Performance Monitoring The performance of the Main Engine is evaluated by the following means: a. The Monthly Main Engine Performance Report (E-06) b. Diesel analyzers to measure the performance of the Main Engine c. A computerized power monitoring system using in-house software
i. A cylinder drain oil analysis j. Engine F.W. cooling water treatment according to the M/E Maker and Chemicals Supplier’s recommendations k. Shaft power/torque meters to ensure accurate onboard power measurement
Shaft power / torque meters
It should be noted that all these measures are efficient and well implemented. 4c. Diesel Generators Performance Optimization The following measures / means have been adopted to optimize the performance of the Diesel Generators: • Carrying out maintenance according to the PMS and the Maker’s recommendations • Operating according to the “Electric load analysis” and the Company’s “Economic Operation Guidelines” • Performance Monitoring a. The monthly Aux. Engines Performance Report (E-07) b. Diesel Analyzers to measure the performance of the Diesel Generators c. Yanmar’s “Ship Supporter” computerised performance monitoring system. Following a successful trial period involving the use of these systems, a decision was taken to extend their use to other Company vessels.
Portable Diesel Analyzer
d. Main Engine fuel oil consumption measurements (Form E-06) & lub. oil consumption measurement (Form E-04) e. The use of fuel additives depending on the quality of fuel f. The adjustment of cylinder lubrication oil consumption, depending on the sulphur content (“Alpha” lubricators) and the engine load g. Upgrading “Alpha” cylinder lubricator for slow steaming operation
Yanmar Ship Supporter Program
It should be noted that the maintenance and overhaul of the Diesel Generators is carried out by the Company’s experienced repair team. Part 3 of SEEMP will focus on the boilers, efficiency and performance monitoring.
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Marine Operations PRECAUTIONS AGAINST ENGINE ROOM FIRE Targeted Inspection Campaign
A
very important campaign was launched in June 2017 to ensure that fuel /lubricating oil/hydraulic oil leakages in engine rooms are eliminated. Active participation of all personnel, aboard and ashore, is required to ensure that this campaign will provide meaningful results. The importance of avoiding hazardous situations that can cause a fire in a ship’s engine cannot be overemphasized. The only sure way to avoid the consequence of a disastrous fire in engine room is not to have one. Constant vigilance and immediate action when hazards are identified will prevent fire outbreaks and save lives. Self-discipline is essential and the fundamentals of fire safety must be put into practice and emphasized at all levels. Major hazards encountered in modern ships are the high, fluctuating oil pressure, vibration from diesel engines leading to fractures of both high and low pressure pipes that cause discharges of high temperature oil onto hot surfaces and auto ignition. Class DNV-GL estimates that more than 50 per cent of all incidents in the engine room originate from oil leakages/spray onto hot surfaces. Other origins are boiler incidents (14%), hotwork (7%) and electrical (9%). Maintenance and proper cleanliness in the engine room are important in reducing the risk of fire. Most fuel oils, lubrication oils and other flammable oils have an auto-ignition point above 220°C. If a leakage hits a surface hotter than its auto-ignition temperature, the liquid may ignite spontaneously. Identifying and removing hotspots is, therefore, considered an important factor in fire prevention.
Fuel pressure gauge, tubing and compression fittings: to be correctly tightened and secured to avoid any fuel leak
Main engine fuel injection pumps, high pressure injection piping and compression fittings: all must be fuel tight!!
Diesel Generators fuel injection pumps and associated fittings must be tight irrespective of the fuel used (HFO or MGO).
Diesel Generator exhaust duct after turbocharger: additional lagging required in way of the hot spot
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The purifier room includes a complex arrangements of fuel pipings, heaters, pumps, filters and centrifugal separators. All the equipment and thermal insulation must be completely free of fuel leaks.
In their latest Safety Alert No: 06-17, the U.S. Coast Guard strongly and rightly recommends avoiding an “out of sight, out of mind mentality”.Therefore, never leave a fuel leak unattended and always take appropriate action urgently to ensure the safety of your fellow crew members, the ship and the environment. Checks must be made on a regular basis by engine room personnel and visiting superintendents so as to identify and rectify promptly any fuel leaks that may develop. These regular checks should be made by the following personnel and at the following times: • The Chief Engineer and Second Engineer during their daily ER round • The Electrical Officer during the daily round • The engine watchkeepers (officers & oilers) • Prior to resuming a UMS operation • Prior to taking over the watch in the engine room • The Health & Safety Officer during the regular safety rounds
Manning and Training A GUIDE ON SAFE FOOD FOR TRAVELLERS
W
henever you travel, you might be put in the position where what you eat and drink can pose health risks. In order to minimize such risks and avoid illnesses caused by unsafe food and drink, it is vital that you should take precautionary measures. You should also be aware of what to do if you get diarrhoea in spite of keeping risks to a minimum.
Prevention of Foodborne Diseases: Five Keys to Safer Food Before leaving home consult your physician for advice on the various diseases to which you may be exposed while you are away from home and the preventive measures you should take. You should also ask about the necessary vaccinations for your itinerary. Make sure you carry in your luggage Oral Rehydration Salts (ORS) and any other medicines you may require while you are travelling. Keep clean Wash your hands often and always before handling and consuming food. Dangerous microorganisms are widely found in soil and water and can be carried by animals and people. These microorganisms can easily find their way onto your hands and be transferred to food. While visiting food markets, be aware of this if you touch raw food, especially raw meat, and always wash your hands thoroughly after handling these foods. Markets in some parts of the world often have live animals for sale. These can transmit a number of diseases including avian influenza (“bird flu”). Therefore, you should certainly avoid contact with these animals and stay as far away from them as you can. Raw and cooked food should be kept separate When frequenting street food vendors or buffets in hotels and restaurants, make sure that cooked food is not in contact with raw food that could contaminate it. Avoid any uncooked food apart from fruits and vegetables that can be peeled or shelled. Dishes containing raw or undercooked eggs such as home-made mayonnaise, some sauces and some desserts (e.g. mousse) may be dangerous. Raw food can contain dangerous microorganisms which could contaminate cooked food through direct contact. This may reintroduce disease-causing bacteria into safe, cooked food. Food should be cooked thoroughly In general, make sure your food has been thoroughly cooked and remains steaming hot. In particular, avoid raw seafood, poultry meat that is still red or has juices that are pink and minced meat/burgers that are still rare because they contain harmful bacteria throughout. Dangerous microorganisms are killed by proper cooking which is one of the most effective ways to make food safe. However, it is critical that all parts of the food be thoroughly cooked, which means that all of it reaches at least 70° C. Food should be kept at safe temperatures Cooked food held at room temperature for several hours can become a source of foodborne disease. As such, it can be a major health risk. Avoid these foods
at buffets, markets, restaurants and street vendors if they are not kept hot or refrigerated/on ice. Microorganisms can multiply very quickly if food is stored at room temperature. By holding food refrigerated or on ice (at temperatures below 5°C) or piping hot (above 60°C), the growth of microorganisms becomes significantly slower down or is stopped altogether. Choose safe water and food Ice cream, drinking water, ice cubes and raw milk can easily be contaminated with dangerous microorganisms or chemicals if they are made from contaminated ingredients. If in doubt, avoid them. Peel all fruits and vegetables if they are to be eaten raw. Avoid those with damaged skin because toxic chemicals can be formed in damaged and mouldy foods. Green-leafed vegetables (e.g. green salads) can contain dangerous microorganisms which are difficult to remove. If in doubt about the condition of such vegetables, avoid them. If available, bottled water is the safer choice for drinking water but always check the seal to ensure it has not been tampered with. When there is any doubt about whether it is safe to drink water, bring it to a vigorous boil before you consume it. This will kill all the dangerous microorganisms present. If boiling is not possible, micropore filtering and the use of disinfection agents such as iodine tablets should be considered. Beverages which are either bottled or otherwise packaged are usually safe to drink. What to do if you get diarrhoea Most bouts of diarrhoea are self-limited and clear up in a few days. Diarrhoea may be accompanied by nausea, vomiting and/or fever. The important thing is to avoid becoming dehydrated. Ensure that you always drink sufficient amounts of fluids. Should bowel movements be very frequent, very watery or contain blood, or last beyond 3 days you should seek medical help. As soon as diarrhoea starts, drink more fluids such as Oral Rehydration Salt (ORS)* solution, boiled, treated or bottled water, weak tea, soups or other safe fluids. Avoid any drinks that tend to remove more water from the body, including coffee, overly sweetened drinks, some medicinal teas and alcohol. Drink as much fluid as necessary to avoid dehydration. Contrary to common belief, medicines which reduce bowel movements are not recommended. * If ORS are not available, drink a mixture of 6 teaspoons of sugar plus one level teaspoon of salt dissolved in one litre of safe water (“taste of tears”).
Remember: Prevention is better than cure The WHO Five Keys to Safer Food global message is adapted in this guide to specifically address the health concerns associated with travel.
Sources: www.who.int/foodsafety/consumer/5keys/en http://urbaninfosystems.net, http://rehydrate.org/
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SAFETY FIRST! Message from the DPA:
O
ur industry has been around for thousands of years. However, it has only really witnessed dramatic advancements during the last 50-60 years. We are in an age where technology plays a significant role in constructing extremely safe ships with numerous failsafe devices making human intervention the weakest link of the safety chain. And, as we know, a chain is only as strong as its weakest link… The majority of problems/failures/incidents/near misses originate from either failing to follow procedures, or observing procedures that have proven to be unsuitable, unclear or outdated. For all of us, on board and ashore, there are two priorities: • Follow the instructions and procedures related to the task in hand, and • Improve the existing guidelines/procedures by proposing revisions to SMS documents. Our biggest enemy of both of these priorities is COMPLACENCY. We have to overcome complacency, which is literally an unwanted side effect of any routine activity. We want everyone to be in a state of CHRONIC UNEASE, which is essentially the opposite of complacency. We want you all to have a continuous skepticism about what you see and do. We want you to probe deeper, to really understand the risks and
exposures, and not just to assume that everything will be fine simply because there are systems in place. Every time I set out to review a procedure myself, I am surprised at how many points I end up addressing, either small or important. This indicates to me that our continuous system review process by Masters and shore staff is not working as we would like. In order to improve this, we have decided to launch a campaign over the coming months. We will target specific areas for review and improvement during this period and we will assign specific tasks to different Masters, Chief Engineers and Chief Officers in the hope of gaining valuable information from their experiences and differing viewpoints. I hope that you will all embrace this process whose ultimate goal is to make our procedures safer, more complete and more up-to-date. Thereafter, the only thing left to do will be to follow them!! Wishing you safe seas, Anthony Lambros / Q&S Manager – DPA I welcome your comments, suggestions or feedback on the contents of this column (Safety First!) at q&s@centrofin.gr
Title:
Exploding Grinding Disc Source: MAIB SAFETY DIGEST 1/2017 Figures: Damaged face mask with inset showing the exploded grinding disc
T
he engineers on a large container vessel were overhauling a slow speed 2-stroke main engine cylinder. They had removed the cylinder head and piston and were getting ready to clean and calibrate the liner. The wear ridge formed at the top end of the cylinder liner had to be ground off before the new piston could be inserted. However, the grinding disc normally used for this was worn out. The second engineer found another one in the store, but the hole in the centre of the disc was larger in diameter than the original and did not fit the spindle of the hand-held pneumatic grinder. The second engineer promptly fabricated a spacer redesigned to give the grinding disc a maximum-rated speed of 22000rpm. The second engineer put on a protective face mask and entered the liner with a ladder. However, as soon as he started grinding, the grinding disc exploded into several pieces. One piece smashed through his mask, hitting him just above his left eye, leaving a deep gash. He lost consciousness and had to be lifted out of the liner. He was hospitalised immediately
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and made a full recovery. The crew could not determine the speed rating of the exploded grinding disc as there were no more similar discs on board. It was most likely to have been rated well below 22000rpm as most general purpose grinding discs are rated between 5000 and 15000rpm. The Lessons 1. Exceeding the safe operating speed of a grinding wheel can cause it to crack or disintegrate. When the wheel speed is doubled, the stresses it experiences are quadrupled. Always ensure that the tool’s rotational speed does not exceed the maximum allowed speed of the grinding disc. 2. Face protection masks are not designed to withstand the impact of high momentum objects striking them. It was extremely fortunate that the second engineer did not lose an eye or suffer fatal injuries.
Safety Bulletin 2017-01
Title:
Working aloft and outboard TRUST: Ten Really Useful Tips Source: Code of Safe Working Practices
P
ersonnel working at a height may not be able to give their full attention to the job and at the same time guard against falling. Proper precautions should therefore always be taken to ensure personal safety when work has to be done aloft or when working outboard. It must be remembered that the movement of a ship in a seaway and extreme weather conditions even when alongside, will add to the hazards involved in work of this type. A stage or ladder should also be utilised when work is to be done beyond normal reach. 1. Personnel working aloft should wear a safety harness with a lifeline or other attesting device at all times. A safety net should be rigged where necessary and appropriate. Additionally, where work is done overside, buoyancy garments should be worn and a lifebuoy with sufficient line attached should be kept ready for immediate use. Personnel should be under observation from a person on deck. 2. Other than emergency situations, personnel should not work overside whilst the vessel is underway. If such work has to be undertaken, lifeboats or rescue boats should be ready for immediate use. Any such work should be closely monitored/ watched by a responsible person. 3. Before work commences near the ship’s whistle, the officer responsible should ensure that power is shut off and warning notices are posted on the bridge and in the machinery spaces. 4. Before work commences on the funnel, the officer responsible should inform the duty engineer to ensure that steps are taken to reduce as far as practicable the emission of steam, harmful gases and fumes. 5. Before work commences in the vicinity of radio aerials, the officer responsible should inform the radio room or person in charge of the radio equipment so that no transmissions are made
ARE YOU SURE THAT ONLY THIS SAFETY HARNESS TYPE EXISTS ONBOARD?
WITHDRAW ANY OTHER TYPE!
ARE YOU ALWAYS USING YOUR LMRA CARD?
whilst there is risk to personnel. A warning notice should be put up in the radio room. 6. Where work is to be done near the radar scanner, the officer responsible should inform the officer on watch so that the radar and scanner are isolated. A warning notice should be put on the set until the necessary work has been completed. 7. On completion of the work of the type described above, the person responsible should, where necessary, inform the appropriate person that the precautions taken are no longer required and that warning notices can be removed. 8. Work aloft (above 2 metres) should not be carried out in the vicinity of cargo working unless it is essential. Care must always be taken to avoid risks to anyone working or moving below. Suitable warning notices should be displayed. Tools and stores should be sent up and lowered by line in suitable containers which should be secured in place for the stowage of tools or materials not presently being used. 9. No one should place tools where they can be accidentally knocked down and may fall on someone below. Nor should tools be carried in pockets from which they may easily fall. When working aloft it is often best to wear a belt designed to hold essential tools securely in loops. 10. Tools should be handled with extra care when hands are cold and greasy and when the tools themselves are greasy.
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Cyber Alert T
he weekend of 13th and 14th May 2017 will go down in cyberspace history for all the wrong reasons. It was the weekend when there was an unprecedented spread of malware across the globe. An estimated 99 countries were affected and attacks were launched indiscriminately. Even the UK’s National Health System was seriously compromised, putting patients’ confidential medical records at risk and their health at further risk as appointments could not be arranged. The spread slowed into the week but the number of infections was still in the tens of thousands across Asia and Russia on Monday 15th May. Attempts were made to determine the geographical source of the malware but no firm conclusions could be reached. However, what was discovered by the security company, Malwarebytes, was that the outbreak concerned WannaCry ransomware. This malware utilizes an exploit called Eternal Blue, a software tool that takes advantage of computer system flows and targets older Windows systems. Thus, those who suffered as a result of the malware infection operated systems that were the most vulnerable. In the wake of this attack, experts predicted that such infections were likely to continue in the near future, a forecast that is supported by the revelation that thousands of new malicious software and viruses are discovered every week. In light of this prediction, it is imperative that cyber awareness at sea should be enhanced and that no online activity should be considered off the hacker’s radar.
Courtesy of: www.maritimecyprus.com
The way to combat potential attacks is to achieve a higher degree of security by ensuring that vulnerability levels are kept as low as possible. This can be done on two fronts: the human element, which is often considered the first line of defence, and the systems factor. With respect to the former, one of the basic problems is that in our haste to welcome new technologies into our working and personal lives to enhance our abilities and experiences, we have not bothered to recognise fully the security implications associated with connectivity. In order to address this issue, the following advice should be borne in mind at all times so that the human firewall can be strengthened and vulnerability can be reduced: • Take extreme care with attachments on emails. • Stay away from free files. • Steer clear of dodgy websites and popups. • Learn to recognise scams. • Do not recycle login credentials.
Courtesy of: www.becyberawareatsea.com
Courtesy of: www.becyberawareatsea.com
• Do not work on unsecure Wifi. • Take great care when you engage with others on social media. • Do not use random USBs. • Change passwords regularly. • Be aware of social engineering as phishing and the honeytrap can trick you into revealing personal information. • Resist pressure to give information to anybody you do not know. In short, be aware at all times that anything remotely suspicious is a potential danger. On the second front, the systems factor, one related problem involves hyperconnectivity in which machine-to-machine technologies communicate with each other. While this setup allows shipping companies to conduct operations more quickly and efficiently, it brings with it a degree of risk as it introduces the concept of the weakest link in the chain that can apply to ship systems such as ECDIS. To ensure that all links are as strong as possible, the following steps should be taken: • Enhance protection through the use of firewalls, intrusion detection systems and a reputable anti-virus. • Make sure updates are installed without delay. • Back up data by storing them offline. • Physically access to any important IT and OT systems on a need-toknow basis. In other words, carefully plan and run a security solution that will afford maximum protection. The recent WannaCry ransomware attack has reaffirmed the fact that cyber vulnerabilities of any nature offer intruders an opportunity to use data to their advantage and to the detriment of the owner of the hacked system. As such, it is vital that safe online practices should become second nature and up-to-date robust security systems should be in place to provide maximum protection. Sources: www.bbc.co.uk, www.wired.co.uk, www.becyberawareatsea.com
Courtesy of: www.safety4sea.com
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Incident in the Dardanelles Strait A
n incident which was reported by the Dogan News Agency led to the detention of the Master and three crew members. On 7th June 2017, the Turkish Captain of the 3,000 dwt Salix was said to have insulted the Turkish President, Recep Tayyip Erdogan. The alleged insult took place while the vessel was transiting the Dardanelles en route to Ukraine. During this part of the voyage, the Turkish Captain was reported to have made the insult over the radio when he was in conversation with vessel traffic authorities. The comments made over the radio were then relayed to the Canakkale port authority. Subsequently, the Captain was removed from command and the Chief Officer anchored the general cargo ship. As legal proceedings began, the Master and three crew members were questioned by coastguard teams. The matter was later referred to court which resulted in the release of the four men on Friday 8th June. In a statement, Ramazan Yilmaz, the head of the Canakkale port authority made the assertion that the Captain was probably drunk. He said: “The Captain of Salix, who was likely intoxicated, insulted President Rocep Tayyip Erdogan via radio channel publicly. VTS authorities briefed me about the issue and I instructed them to anchor the ship and conduct necessary proceedings within the legal framework.” As regards the operators of the vessel, Wakes & Co of the UK, they were unavailable for comment. The lesson from this incident is clear. Masters and officers should be very careful while they are communicating with traffic authorities, agents, customs and immigration officials, pilots, shore technicians and any other individual that boards the vessel. More specifically, no statement should be made that might criticise the people in power
or any system in place in the country being visited. Obviously, this primarily refers to the country’s politicians, presidents, monarchs, political parties and electoral systems, but it extends far beyond heads of state and political figures. Other sensitive issues include religion, religious beliefs and authorities, ethnicity, history, terrorism, conspiracy theories and generally anything to do with cultural heritage. It must always be remembered that Masters and Officers are representatives of their respective Companies and should always behave as such. What they say may well reflect on their employers and could impact on their reputation. It could even change the way the host nation’s port authorities view the future arrivals of vessels from the same company. Moreover, Masters and Officers must realise that they are guests in a foreign country and always show respect, regardless of any personal opinions. Although the advice of being very cautious during discussions with the aforementioned personnel so as not to cause any offence is valid, it may not go far enough. This is especially true when English is being used as a common language since it is not unusual for misunderstandings to occur due to ambiguity, statements taken out of context and mistranslations. Therefore, it is much better and safer for each and every Master, Officer or indeed, any crew members in the Company not to engage in any conversation about any of the previously mentioned sensitive issues. In other words, keep verbal interactions to a minimum and restrict them to work-related topics to the task in hand. After all, it is always better to be safe than sorry as the latter may seriously affect your future career path. Source: www.tradewinds.com
Norway to Construct Ship Tunnel W
e have witnessed vessels crossing the oceans, sailing the seas, passing through canals, moving over terra firma along via ducts, traversing lakes high in the mountains, diving into the deepest trenches and negotiating ice fields. Now, just when we thought we had seen it all, the Norwegian government has announced that we will soon be able to observe vessels going through a tunnel! The Norwegian project, which is set to last for between three and four years, involves building a 1.7km long tunnel through the narrowest point of the Stad peninsula, where the waters are least affected by inclement weather conditions. According to the project plans, the tunnel will have a ground to ceiling height of 49m, a width of 36m and a cross sectional area of 1626m2. In order to achieve these dimensions, 3 million cubic metres of rock will have to be removed, which equates to around 8 million tonnes of rock being blasted at the site. It is proposed that conventional blasting methods should be
Map showing shorter, safer routes using the new tunnel
Courtesy of: Kystverket / Norwegian Coastal Administration
adopted through the use of underground drilling rigs and pallet rigs. The need for such a feat of engineering has arisen primarily for safety reasons. Once the tunnel is ready, it will allow vessel to avoid the waters of the Stadhavet Sea, a notoriously dangerous and exposed area along the Norwegian coast. At present, large coastal express vessels have to cope with a combination of wind, waves, currents and subsea topography that create unpredictable navigation conditions. In stormy weather, which is experienced between 45 and 106 days a year, vessels often have to spend days in the Vanylusfjord or Moldefjord waiting for storms to die down. And even when they do, the height of the waves does not decrease immediately, thereby extending the period of rough seas. Therefore, the tunnel will both cut voyage times and address safety concerns. The budget for the entire project, which will commence next year, is set at £2.3bn with almost £1bn having been earmarked for the tunnel itself. When complete, the tunnel will provide safe passage for ships like Norway’s Hurtigruten cruise vessels. And it will not only be the passengers who can bear testament to ships passing through tunnels as a pedestrian bridge allowing tourists to witness the spectacle is to be built as well.
Computer generated image of ship passing through Stad Skipstunnel Courtesy of: Kystverket / Norwegian Coastal Administration
Sources: www.express.co.uk, www.kystverket.no, www.cntraveler.com
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CULTURE CORNER:
Scrimshaw
John F. Kennedy’s favourite piece of scrimshaw
Courtesy of: http://www.bostonmagazine.com
The art of scrimshaw is thought to have begun on whaling ships operating in the Pacific in the middle of the eighteenth century. Scrimshaw principally describes the handiwork that sailors created on the bones or teeth of sperm whales and the tusks of walruses. In the US, the artform developed during the New England whaling era. First mentioned in The Spectator Volume 8 (1776), scrimshaw was later defined as a “fancy article made by sailors in their leisure hours” in the nineteenth-century book On Many Seas: The Life and Exploits of a Yankee Sailor. Although the origin of the word “scrimshaw” is not clear, it is believed to have derived from the Captain giving his crew the order to go about their scrimshandering after they had completed all their duties. What this order meant was that the sailors should engage in a hobby or pastime to keep busy during their time off. Whaling was also an important industry in the UK in the eighteenth century. It was mainly centred around the area of Greenland with the vessels being based at the main whaling ports of Hull, London, Newcastle and Whitby in England and Dundee or Peterhead in Scotland. At that time, there was no shortage of material that the scrimshoners had access to since a catch of forty sperm whales could yield around one thousand teeth. The process of making scrimshaw art began by preparing the tooth or bone. This involved cleaning and polishing the surface with rough shark skin occasionally being used to smooth it before it was decorated. Once the surface was ready, the sailor would use a crude sailing needle or a blade to cut, engrave or pierce it. Once the design had been completed, it was highlighted using a range of substances. Originally, candle black or tobacco juice was mainly used and later on ink was applied to the engraved surface. The excess highlighting agent was then removed before the artwork was polished. Due to the fact that no specially made engraving looks were used, scrimshaw usually looks quite crude. However, some sailors become so skilled at making scrimshaw that when the movement of ship was at a minimum and they
Fish with a Painless Bite Scientists have recently become interested in a small reef-dwelling fish that has two oversized canine teeth jutting out of its lower jaw. The fish in question is the fang blenny, whose behaviour was first observed in the 1970s, when researchers recorded what happened after predators took the small fish into their mouths. Almost immediately they began to shake violently and opened their mouths allowing their intended meal to make its escape. Now, some four decades later, laboratory scientists in Queensland, Australia are able to explain why predators like groupers are forced to release the fang blenny. The reason is that when the small fish bites, a venom containing opioids is injected into the wound. As soon as these chemicals enter the bite wound, they cause a reduction of around 40% in blood pressure that results in disorientation, faintness and a loss of coordination. These symptoms lead to the predator opening its mouth, which gives the fang blenny asn opportunity to make a getaway. Experiments performed on the fang blenny’s venom have revealed that it is a cocktail of three compounds. It contains a chemical, a neuropeptide, similar to one found in cone snail venom, a second chemical, a lipase, like one found in scorpion venom and an opioid peptide. Moreover, when the venom was administered into mice, it was found that the small mammals suffered no pain. These two findings illustrate how unusual the fang blenny is since the
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Issue 60-June 2017
Selection of scrimshaw pie crimpers
Courtesy of:https:/jeanzimmerman.com
Sperm whaling scene on a sperm whale panbone plaque
Courtesy of: www.whalingmuseum.org
had access to coloured ink, they could produce excellent quality work. In addition to art, sailors on whaling ships made items from whale teeth and bone. These functional items included combs, toys, tools, games (dice) and pie crimpers which proved particularly popular back then. Often these items and the artwork would be sold in port so that the sailors could supplement their incomes. Otherwise, they were offered as gifts or simply kept at home. This practice continued into the mid-1800s, when the whaling industry declined. With a decline in the industry came a lack of interest in scrimshaw. As a result, it was essentially a lost art form until the early 1960s, when John F. Kennedy, who was a keen collector, revived interest in the sailors’ art. Indeed, he was responsible for making scrimshaw fashionable again and it continues to be popular today among artists and hobbyists. Of course, due to the restrictions imposed by the Convention on the International Trade in Endangered Species (C.I.T.E.S), the artist’s ‘canvas’ is no longer sourced from marine creatures. Instead, ostrich eggs, man-made materials and the tagua nut have become the modern scrimshoners’ substitutes for whale teeth and bone. Nowadays, the public can see fine examples of scrimshaw amongst the exhibits in maritime museums in such countries as Australia, the US and the UK. The Hull Maritime Museum, for example, houses the largest collection of scrimshaw (over 350 pieces) in Europe. These pieces give visitors a glimpse of what was of interest to the sailors on whaling ships and what they did during periods of no whales. They also provide evidence that some seafarers have creative talent, something that can also be clearly seen in several of the photos on display on the IMO’s virtual wall. Sources: www.gustavus.com, www.scrimshaw.com, www.prm.ox.ac.uk, https://traveleat.com, www.maritimeviews.nmmc.co.uk, www.hullcc.gov.uk, www.mylearning.org
vast majority of poisonous fish cause excruciating pain. Another fact that makes the fang blenny rare is that it evolved its fangs before its venom and not the other way round. This little fish, of One of the poisonous fang blenny species which there five different species, By Haplochromis - Own work, CC BY-SA 3.0, has also had an impact on other https://commons.wikimedia.org/w/index. php?curid=5056969 reef dwellers. Other fish living on the reef have developed stripes like those on the blenny so that predators are tricked into believing that they too have a poisonous bite. Scientists have come to the conclusion that the fang blenny A second species of poisonous fang blenny may be the only creature to have By Nhobgood Nick Hobgood - Own work, CC BYa venomous bite that operates as SA 3.0, https://commons.wikimedia.org/w/index. php?curid=5729925 a defence mechanism. They have added that while it is unlikely that their research will lead to any new pain medications reaching the market, it does highlight how much there is for us to learn from marine creatures and how important it is for us to preserve marine environments. Sources: www.sciencemag.org, https://phys.org
SPECIAL VESSEL:
Pioneering Spirit – Construction Vessel
Pioneering Spirit, which is the largest construction vessel ever built, left Daewoo Shipbuilding and Marine Engineering (DMSE) shipyard in late 2014. She arrived in Rotterdam in January of the following year for final assembly in Alexiahaven. At 382m in length and 124m in width, her size gives her very good wave response behaviour in comparison to semi-submersible crane vessels. This advantage allows her to install and remove topsides and jackets in seas with wave heights of up to 3.5m. The lifting capacity on board Pioneering Spirit is primarily provided by three pipe transfer cranes, each of which has a lifting capacity of 50t at 33m and a special purpose crane capable of performing a lift of 600t at 20m. Her design of having a bow slot of 122m in length and 59m in width, thereby making her a partially twinhulled vessel, gives Pioneering Spirit the ability to straddle a platform and remove complete topsides in a single lift using 8 sets of horizontal lifting beams. In addition to her remarkable lifting capacity, she has a pipe cargo carrying capacity of 27,000t and can accommodate as many as 571 personnel. Onboard systems include a Kongsberg K-Pos DP-22 dynamic positioning system, 2 cJoy compact joystick control systems, 2 Kongsberg K-Bridge navigation bridge systems that utilise new radar transceiver technology and a system to compound radar images so that a 360° view around the ship can be provided to avoid blind spots. Facilities include a helicopter deck as well as stations for welding and coating. Apart from having a propulsion system that allows for a maximum speed of 14 knots, Pioneering Spirit possesses 13 Rolls Royce azimuth thrusters that give her great accuracy of movement despite her size. Thus, Pioneering Spirit’s capacities have labelled her as a significant step
By KrisScottHall - Own work, CC BY-SA 4.0, https://commons.wikimedia.org/w/ index.php?curid=53499965
forward in offshore installation and decommissioning, especially as her light ice class status allows for an extension of operating periods in Polar Regions. Sources: www.allseas.com/equipment/pioneering-spirit www.ship-technology.com/projects/pioneering-spirit-heavy-lift-construction-vessel
Treasure Hunting from Space It has become commonplace for scientists to use series called Cooper’s Treasure. images from space to gather information about What Miklos has discovered so far has been kept what is happening on our planet. Such information a closely guarded secret so as not to spoil the TV concerning weather patterns, for example, allows surprise factor. However, what has surfaced is that meteorologists to track storms and advise the at the beginning of May, the explorer uncovered authorities on the measures that should be taken to an anchor weighing between 12 and 1500 lbs off avoid loss of life. It is also possible for pictures taken the Turks and Caicos Islands. It is believed to date from spacecraft to reveal what happened in the past. back to the early 16th century and be from one of This was the case when Mercury astronaut, Gordon Christopher Columbus’s ships. While waiting for Cooper, was on a solo mission in May 1963. verification, Miklos will follow the trail left by the On this mission Cooper piloted the Mercury – Atlas shipwreck in an attempt to find out what was on 9 Faith 7 spacecraft equipped with long-range board. As far as gold treasures are concerned, One type of treasure Miklos is detection instruments designed to locate potential hoping to find viewers will have to wait to see how much of the nuclear threats by pinpointing magnetic anomalies. Source: https://regton-detectors.com precious metal has already been recovered. While circumnavigating the planet during the Cold Although Cooper’s charts are known to be accurate, War, he found some anomalies that he knew could not constitute a recovering the treasures is far from easy. Getting special permits, nuclear construction because they were simply too small. Realising securing financial backing, putting together an experienced team and that these anomalies were roughly on routes once used by Spanish assembling the appropriate equipment are both time consuming and galleons and other ships that visited the Americas, Cooper concluded fraught with uncertainty. Additionally, weather conditions can cause that the dark patches on the images must be shipwrecks. significant delays and the remoteness of the wreck sites can make When Gordon Cooper returned to Earth, he secretly compiled charts, the search like trying to find the proverbial needle in a haystack. illustrations, maps and hand-written notes that detailed as far as Fortunately, for Darrel Miklos, Discovery Channel has alleviated his was possible the sites of known or suspected shipwrecks. In all, the load by negotiating deals with the host countries with respect to astronaut gathered hundreds of pieces of documentary evidence research and survey permits as well as working out how the finds will relating to his original discovery. Prior to his death in 2004, Cooper be shared with those countries. gave these papers to his long-time friend, Darrel Miklos, whom he The search for Cooper’s treasure is certain to keep viewers on the met by chance while they were on the same TV show in 1978. Despite edge of their seats, but they should not expect to see every dive result their friendship leading to long conversations about treasure hunting, in a substantial find. Indeed, it has been estimated that each wreck Cooper did not disclose his research to Miklos until 2002. On his will require years of exploration to recover enough treasure to pay friend’s death two years later, Darrel Miklos set about completing the for the cost of the expedition. So, future generations of explorers will quest to recover sunken treasures. He tested the information he had have the chance to continue the search and provide a greater insight been given by cherry-picking a handful of locations identified through into the maritime history of colonial vessels that visited the Americas anomaly readings. All five yielded positive results, so he was certain hundreds of years ago. that the iconic astronaut had been on the right track. Now, more than a Sources: www.foxnews.com, www.natureworld.com www.newsweek.com, www.realclearlife.com decade later, his quest is being documented by Discovery Channel in a
Issue 60-June 2017
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Cities and Ports
Newcastle NSW
The City In 1801, an attempt was made to establish a convict
they had drawn up. Communications improved greatly allowing villages to become established around the town. These villages specialised in such activities as mining and agriculture. In the last decade of the 19th century, the town and port experienced relatively quick growth and Newcastle’s boundaries were extended. This placed an added burden on the authorities who responded by successfully addressing issues concerning amenities, services, the environment and health. The Council’s vision of Newcastle having a bright future never wavered even during the 1920s depression, in the aftermath of the 1989 earthquake and following the recent economic downturn. Their resilience together with that of the locals has led to Newcastle, which was officially declared a city in 1947, becoming what it is today. Apart from the port activities, Fort Scratchley in Newcastle Newcastle has a thriving tourist By Adam.J.W.C. - Own work, CC BY-SA 2.5, https:// industry. Visitors to the iconic coastal commons.wikimedia.org/w/index.php?curid=18051500 city can enjoy a wide variety of activities which will allow them to gain a sense of what life has been like in Newcastle since its founding two centuries ago, what it is like today and where it is going in the near future. Some of the must-visit places are Newcastle Museum, which houses permanent exhibitions, Fort Scratchley, a heritage site with fantastic views of the Pacific, the Cultural Centre, which is home to a public library, an art gallery and conservatorium of music and Blackbutt Reserve, a 182-hectare area of natural bush that provides an authentic wildlife experience. There are also opportunities for visitors to enjoy cycling, coastal walks, canoeing, guided tours and getting up close and personal to arboreal species through the use of tree-top rope bridges, ladders and zip lines. Last but not least, in true Australian style a broad spectrum of sporting activities is on offer, including mountain biking, water sports, fishing, hang gliding and quad biking on sand dunes. As a result of everything Newcastle has to offer, it has been named one of Lonely Planet’s top 10 cities and rightfully so!
The Port Today, the Port of Newcastle is one of the world’s largest
The Port of Newcastle has land holdings of 792 hectares, including around 200 of which is available for further development. As would be expected of a world class coal port, the Port of Newcastle has state-ofthe-art coal handling facilities. These can be found at the Kooragang Coal Terminal, which received heavy investment to the tune of $1.6bn between 1994 and 2011 from the Port Waratah Coal Services (PWCS), the Carrington Coal Terminal, whose recent expansion has substantially increased loading capacity and the Kooragang Island Terminals, where the stacking capacity is 3x8,500 tonnes per hour. The non-coal terminals can also handle cargoes effectively and efficiently. For instance, there are the Kooragang 2-berth and Kooragang 3-berth terminals. The former handles dry bulk like fertilisers and ores as well as vegetable oils and is equipped with top-of-the-line dust extractors. The latter handles alumina and petroleum coke, which are the raw materials for the aluminium smelter at Tomago. At this terminal there are ample storage facilities and two vacuum unloaders that can operate at a maximum capacity of 550 tonnes per hour. In addition, the Western Basin 3-berth handles grains and frozen orange juice, the Western Basin 4-berth handles machinery, mining equipment and other project cargoes, the Dyke 2-berth exports ore concentrates, the Mayfield 4-berth caters for bulk, break bulk, project and containerised cargoes and the Eastern Basin Distribution Centre (EBDC) has the facilities to handle a wide range of cargoes, including steel, timber machinery and containers. The Port of Newcastle’s mission is to promote and support the prosperity of the Hunter Region and NSW in a sustainable manner, gain community involvement and maintain a strong relationship with stakeholders. Its vision is to maintain the Port of Newcastle’s position as one of the leading and most efficient global scale coal exporters and to facilitate the continued growth and development of existing and new trades in a sustainable manner. If the mission succeeds and the vision is realised, the Port of Newcastle will have no worries for the foreseeable future.
punishment centre where the city of Newcastle stands today. The attempt failed, but three years later Lt. Charles Menzies arrived at the Hunter River. The officer had volunteered for the post of commandant at this remote location after it had been decided that there was an urgent need to relocate disruptive prisoners who were serving time at Castle Hill. The decision was taken by Governor King following an uprising by Irish convicts during which 300 inmates clashed with military guards. Once the rebellion had been quashed, nine of the leaders were executed and the worst of the other rebels were considered to be a potential threat to security. As a result, they were to be sent to Coal Harbour at the mouth of the Hunter River. Newcastle got its name from the English city of Newcastle-on-Tyne. At the time it was founded, the area around Sydney was called Cumberland, so Governor King believed it would be fitting to call the area around the settlement Northumberland, the name of another northern county in England. As the principal town of that county was Newcastle, he deemed it appropriate to give the new settlement the same name. Soon after the settlement had been established, mining started and the area was fortified. When Menzies left Newcastle, he was succeeded by Captain James Wallis. During the time when he was commandant (1815-1818), conditions became better and new buildings were constructed. Five years after he departed, military rule in Newcastle came to an end and the town grew into a typical Australian settlement under the guidance of free-spirited pioneers. After NSW had been granted limited selfgovernment and convicts stopped arriving in the area, Newcastle Borough Council came into being in 1859. At that time the population was around 2400 and since the town had no real roads, street lighting, water, electricity, gas or a proper sewage system, the Council had a Part of Blackbutt Reserve daunting task in front of them. Nevertheless, Courtesy of: hunterlifestyle.com.au they persevered and brought to reality the plans
coal export ports. It is also one of Australia’s most diverse regional ports and plays a pivotal role in the economy of the city, region and indeed, the state of New South Wales. It has achieved its high status through a number of landmark decisions that can be identified from its timeline. Among the defining moments of the Port of Newcastle’s development are the establishment of Kooragang Island in the Hunter River Islands Reclamation Scheme (1951), the beginning of exporting coal via the Coal Services Coal Loader at Port Waratah (1976) and the deepening of the Port to 15.2m at a cost of $103m (1982). In 2016, the Port of Newcastle had 2258 ship visits, 1764 of which involved coal cargoes. As regards exports, 161, 399, 667 tonnes of coal left the port. Almost 90% of this coal arrived in Japan (45%), China (14%), South Korea (15%), and Taiwan (14%). The non-coal ship visits amounted to 485 arrivals and there were five main categories of non-coal exports. These were concentrates, whose main destinations were the same as those for coal, aluminium and silica sand, most of which found their way to Japan and wheat, which was transported to countries such as Egypt, Italy, Papua New Guinea, Kuwait and Indonesia. The fifth category comes under the heading of general cargo. As far as imports are concerned, alumina, cement, fertiliser, fuels steel, pitch and tar make up the bulk of the nonStockyard and Machines at Port Waratah Coal Services coal cargoes arriving at Courtesy of: http://pwcs.com.auorg/w/index.php?curid=25845367 the Port of Newcastle.
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Issue 60-June 2017
Sources: www.newcastle.nsw.gov.au, www.newportcorp.com.au, www.port_of_newcastle.com.au
Test your Brain 1. Use each of the numbers 3, 6, 25, 50, 75, 100 once in an equation to make 952. Only use x/+/- and :. 2. A policeman saw a young woman who had not passed her driving test going in the opposite direction to the flow of traffic in a one-way street and yet he did nothing. Why? 3. If red = 1, orange = 2, yellow = 3, and red + orange = yellow, what colours result from adding red to yellow and orange to yellow? 4. A man forgot the new code to his office door, but he remembered the following five things about the code: 1) The sum of the 3rd and 5th numbers is 14. 2) The difference between the 2nd and 4th numbers is 1. 3) The 1st number is one less than twice the 2nd number. 4) The sum of the 2nd and 3rd numbers is 10. 5) The sum of all the digits is 30. What is his five-digit code? 5. Make the names of two cities using all the letters in the following sentence once only: TEL EATS REAL BACON. 6. At a fair there were a number of marbles in a jar. People had to guess the number, but nobody got the right answer. The nearest guesses were 163, 169, 178 and 182. One answer was wrong by 1, another by 3, a third by 10 and one by 16. How many marbles were in the jar? 7. What number under 100 increases by 20% if its digits are reversed? 8. The combined ages of a family of four is 100. The mother is four times as old as the younger child and the father is four times as old as the older child. How old is the father if he is less than ten years older than his wife?
Quiz 1. When was the Gluckauf, the first purpose-built tanker, constructed? A. 1886 B. 1892 C. 1898 D. 1902 2. About how much ballast water is transferred by ships each year? A. 1 billion tonnes B. 2 billion tonnes C. 4 billion tonnes D. 6 billion tonnes 3. Which famous explorer sailed on the San Antiago? A. John Cabot B. Marco Polo C. Amerigo Vespucci D. Ferdinand Magellan 4. Which mathematician made the first working pendulum clock that was considered unsuitable for ships following several sea trials? A. René Descartes B. Christian Huygens C. Blaise Pascal D. Bonaventura Cavallieri 5. In which year did the English Parliament pass the Longitude Act to give cash prizes to anyone who could solve the problem of finding longitude at sea? A. 1714 B. 1742 C. 1768 D. 1782 6. The shipment of 55,000 tonnes of bauxite from Guinea to China is regarded as a milestone in the shipping of this ore. For which metal is bauxite primarily mined? A. Copper B. Aluminium C. Iron D. Titanium 7. Which of the following is not among the world’s top 20 container ports? A. Jebel Ali B. Antwerp C. Suzhou D. Busan 8. Which of the following countries has the fewest ports? A. Argentina B. Iceland C. Norway D. Philippines 9. According to the 2010 BIMCO Manpower update, which of the following countries supplies the fewest maritime officers? A. Sweden B. Latvia C. France D. Germany 10. What is the name of the submarine in Jules Verne’s 20,000 Leagues under the Sea? A. Pequod B. Lydia C. Triton D. Nautilus
Answers at the foot of the page
Answers at the foot of the page
Crossword Across
Down
SOLUTIONS Across: 3.GordonCooper 4.Dundee 5.Firewalls 7.Stadhavet 11.Hunter 13.SirThomasSlade 15.Chatham 17.Rehydration 18.Rotterdam 19.JohnFKennedy Down: 1.FortScratchley 2.Charles 4.DragonHead 6.Wartsila 8.Aluminium 9.SpermWhaleBone 10.FangBlenny 12.Spruce 14.Seal 16.Random TEST YOUR BRAIN answers: 1. ((100+6) x 3 x 75) – 50 / 25 = 952 2. She was on foot 3. Green, Blue (colours of the rainbow) 4. 74658 5. Seattle, Barcelona 6. 179 7. 45 8. 44
Issue 60-June 2017
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Quiz answers: 1. A 2. C 3. C 4. B 5. A 6. B 7. C 8. A 9 . D 10. D
Historic Vessels The Turtle Ship (Geobukseon)
HMS Victory
The Turtle Ship was a class of battle ship that was designed by Admiral Yi Sun-Sin during the Joseon Dynasty. This type of ship was primarily built to thwart the actions of the invading Japanese navy during the seven years’ war of 1592-1598, but remained in commission until the early 19th century, when it became obsolete. There were several different versions of the Turtle Ship, but they were normally 100-200 feet long, made from red pine or spruce and propelled by as many as 80 rowers who were assisted by wind power gained from the sails on two masts. The name of the vessel stems from its broad slightly domed shape that made it look like a turtle.
HMS Victory, whose name commemorated a number or British naval victories prior to her launch, was designed by Sir Thomas Slade, the Royal Navy’s senior surveyor. Construction, which started in 1759, required around 6000 trees harvested in Norway or Eastern Europe. Most of the wood (90%) was oak with the rest being mainly elm, pine and fir. When she was built, she was 277ft long and around 50ft wide. She had three tall masts and with all 37 sails hoisted comprising a total area of 5,400 square yards, she could reach a speed of 10mph, which was fast for the day. In addition, there were 26 miles of rigging on board with around 800 pulley blocks that were used for the rigging and operating the anchor. As regards fire power, HMS Victory was outfitted with 100 cannons on three decks. At the time of her construction, she cost just over £63,000, which is equivalent to almost £8 million today.
A scaled-down turtle ship replica at the War Memorial of Korea in Seoul.
By I took the picture. - Own work, GPL, https://commons.wikimedia. org/w/index.php?curid=265912
Since the Japanese fleet was not able to engage in long range combat, the Japanese favoured short range combat, including ship-to-ship boarding tactics. In order to provide a first line of defence against hostile boarders, Turtle Ships had a thick wooden shell often covered with spikes hidden by straw or thatch that would take the invaders by surprise. It is possible that the wood was clad in metal plates, but there is a difference of opinion among naval historians as to whether this was the norm. Turtle Ships also had artillery in their offensive armoury. Due to the Koreans having gained gunpowder technology from the Chinese in the Ming Dynasty, they had been able to develop their naval artillery capabilities. Their naval weaponry included cannons that fired stone or iron balls, mortars that functioned as a fragmentation projectile and giant arrows with iron tips. These arrows were up to nine feet in length and were the Korean’s preferred projectile because of their longer range, greater accuracy and potential to cause greater damage to the enemy crew by shattering and splintering wood on impact. The bow was adorned with a dragon head intended to strike fear into the Japanese sailors. Smoke could also be emitted from the head so that the vessel could be shrouded in short range combat. In extremely short range engagement, a heavy wooden attachment shaped like a face could be used to ram enemy vessels. Yi Sun-Sin’s brainchild was great success because it embodied his skill as a brilliant military tactician. In addition, he was considered a great leader who ensured that he treated all those under his command with the utmost respect. Indeed, several historians regard Yi Sun-Sin as being in the same league as Admiral Nelson in that they were both undefeated in sea battles even when they faced seemingly insurmountable tasks, they both died at sea and both looked out for their men’s welfare.
Sources: www.navymemorieshop.com/Korea www.humansatsea.com/2016/11/24/armoured-at-sea-the-korean-turtle-ship
HMS Victory today Source: http://www. myonlinemuseum.org
Despite being launched in 1765, HMS Victory was not commissioned until 1778. The extensive weathering she was afforded prior to that date was a major contributor to her long life and her being able to remain in active service for 34 years. Her early career involved her playing important roles in the 1st Battle of Ushant and the Battle of Cape St. Vincent. In 1797, she was due to be taken out of active service and undergo conversion into a hospital ship. However, in October of that year, the Royal Navy lost HMS Impregnable, leaving the fleet one first-rate vessel short. It was decided that HMS Victory would take that spot, so she was refitted in Chatham between 1800 and 1803. The refit included the addition of more gun ports to accommodate four more guns, the replacement of masts and a change in the paint scheme to black and yellow. In April 1803, she sailed once again and in the following month Nelson became HMS Victory’s most famous admiral. Five months into Nelson’s command, HMS Victory led the British fleet against the FrancoSpanish fleet off Cape Trafalgar. The odds were stacked against the British who came under heavy fire. During the battle Nelson was hit. He finally succumbed to his wounds on board, but not before he had been told that he had been victorious. A further 51 men were killed on board HMS Victory and another 102 were wounded, 17 of whom died from their wounds. The ship suffered such extensive damage that she had to be towed to Gibraltar to be repaired. After returning to England, HMS Victory resumed service before being placed in reserve in 1812 and functioning as a depot ship. In 1899, the iconic vessel became the flagship of the Commander-in-Chief, but without proper maintenance she began to deteriorate. In 1921, it was decided that a campaign to save her should be launched. Today, HMS Victory stands as a symbol to British Naval supremacy during her heyday. She is also a reminder of how great leaders can overcome apparently insurmountable odds through a unique combination of skill, vision, determination and direction. Sources: www.nationalhistoricships.org.uk/register/499/hms-victory, www. primaryfats.com, www.widgetry.co.uk/places/hms-victory