Wavelength #61

ISSUE 61 SEPT 2017

To reach our Seafarers

In this issue Company News Review and Self-evaluation of SEEMP (part 3) Safe Mooring Operations Resilience

3 4 6 7

Safety First 8 Mobile Phones: A Navigational Hazard 10 American River Port: New Orleans 14 Historic Vessels 16

Editorial Dear readers, In each and every action that an individual performs there is an associated risk. As you know well, the level of risk is arrived at by assigning the corresponding LIKELIHOOD of an event occurring, and of the possible CONSEQUENCES of such an event.

Therefore, the frequency at which an operation is undertaken is just as important as the possible hazards involved in such an operation. This, of course, is obvious but there is a tendency for people to perceive a potentially dangerous task as being less risky than it actually is when they have performed it numerous times without anything going wrong. Take tasks performed in the home, for example. The surroundings are familiar, there is a feeling of security and it is likely that the individual has completed the task successfully on numerous occasions, thereby diminishing the appreciation of risk. And yet the volume of accidents that occur in the home is staggering. In the shipping industry, it is not uncommon for seafarers to spend months aboard a vessel and for all intents and purposes to consider it ‘home’ for that period of time. To my mind, this is a significant parallel as it brings into play the notion of ‘familiarity breeding contempt’, or perhaps less harshly, ‘letting one’s guard down’.

It goes without saying that tasks performed on board have significantly more risk attached to them than those performed in a domestic environment. As such, the potential pitfalls linked to specific tasks must be communicated clearly prior to undertaking them through well established procedures. Additionally, as highlighted in the Marine Operations article on Safe Mooring Operations, there is always a variety of onboard material available for reference. In this article, the impact of a snap back is clearly illustrated by an analogy to a speeding bullet. This is not intended to instil fear but to make seafarers wary and increase vigilance. The need for signage to supplement painted danger zones on deck also reinforces the need for the constant reiteration of how a task may be performed most safely. Unfortunately, trains of thought can be interrupted by distractions as pointed out in the article on mobile phone usage being a potential navigational hazard. These need to be eliminated through the adoption of and the adherence to a safety culture that should be prevalent across the industry.

Elsewhere, in the Manning and Training article, Safety First, the piece on the Port of New Orleans and the Historic Vessels section, resilience is pinpointed as being key to maintaining a positive attitude and ultimately to survival. The former identifies the core elements of flexible thinking and adaptive behaviour as being fundamental to providing a coping mechanism to deal with difficulties, setbacks and threats, while Safety First rightly hails resilience as a buzzword to be incorporated into all aspects of the industry. Moreover, both articles illustrate how to develop resilience, which is a concept that has been earmarked by the shipping industry to improve onboard safety. The other two articles clearly indicate what has been achieved by resilient individuals in the face of extreme adversity – overcoming the greatest of obstacles. Last but not least, there is Culture Corner, which features shanties that were able to raise morale and, therefore, make sailors much more resilient, a word that was hardly used at the time they were sung, but whose mention is rapidly increasing in modern times.

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

Port of New Orleans

Read about the resilience of the inhabitants of this iconic river port on page 14

Source: http://www.portno.com/

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 Aframax Fleet Expansion The previous quarter marked a long awaited expansion of the Company’s aframax fleet. Four aframax/LR2 tankers joined the managed fleet and brought with them a breath of fresh air in this sector. The vessels were the last such tankers of a historic company, India Steamship. They were constructed in Hyundai Heavy Industries, are fully coated and are able to trade as both crude and product tankers.

The most modern of the four (built in 2010) was renamed Captain. A. Stellatos in memory of our former Marine Operations manager who passed away almost two years ago.

The other three sister vessels (all built in 2008) were renamed with the familiar names of Merbabu, Semeru and Namrata. The first two are names of Javanese volcanoes while the latter is a traditional Indian woman’s name that means “modesty”.

Their main particulars are: LOA: 244 metres Beam: 42 metres DWT: abt 105,800 tonnes at 14.92m draft Class: ABS We wish these quality vessels the best of luck and, of course, safe and calm seas for all those who serve on board them.

Issue 61-Sept 2017

3

Review and Self-evaluation of

Ship Energy Efficiency Management Plan (SEEMP), part 3 4d. Aux. Boilers & Exhaust Gas Boiler Efficiency Improvement The following measures/means have been adopted to improve the efficiency of the Aux. Boilers and the Exhaust Gas Boiler: • Carrying out maintenance according to the PMS and the Maker’s instructions • Operating according to the Company’s “Economic Operation Guidelines” • Operating the Aux. Boilers according to the “Steam Balance” analysis • Treating the boiler water according to the recommendations made by the Boiler Makers and Chemicals Suppliers It should be noted that the Service Engineers of the Chemicals Suppliers (Wilhelmesen, Marichem) frequently visit our vessels in convenient ports to inspect and analyse water samples from the Aux. Boilers.

• Five vessels in the Company fleet are fitted with Green Instruments (Model/Type: G5000) Exhaust Gas Boiler monitoring systems.

• Treating the F.W. cooling water for the Main Engine and Diesel Generators, thereby improving the operational efficiency of the cooling systems • Ensuring the proper functioning of the Marine Growth Prevention System (MGPS), thereby further improving the operational efficiency of the cooling systems 5. Bunker Management a.

The following procedures/practices/guidelines have been developed by the Company and are well implemented: • Fuel Oil Purchasing (Procedure P13) • Fuel Oil Analysis (FIM Chapter F) • Fuel Oil Measurement and Reporting (FIM Chapter F) • Sludge Generation Monitoring (Procedure P14, FIM ChapterC) b. With regard to the “Fuel Oil Analysis”, we have contracts with FOBAS/LRS for the tankers and Verifuel/BV for the bulk carriers.

The testing includes characteristics that have a direct impact on energy use such as calorific value and water content.

The Company has been monitoring the volume of oil residues (sludges) produced in Engine Room per month per vessel (Form DS-09rv09 - Vessel’s Monthly Objectives Performance Report) with an initial aim of monitoring and eventually reducing its environmental impact.

6. Ship Performance Monitoring

Exhaust Gas Boiler Monitoring System

4e. Efficiency Improvement of other Aux. Machinery & Reduction of Power Demand The following measures/means have been adopted to improve the efficiency of other auxiliary machinery and reduce power demand: • Carrying out maintenance according to the PMS and the Makers recommendations • Operating according to the Company’s “Economic Operation Guidelines” • Operating according to the “Electric Load Analysis” • Operating according to the “Steam Balance Analysis” • Conducting frequent inspections of thermal insulation and carrying out repairs as necessary • Implementing the “Odd/Even” policy for the operation of auxiliary machinery (alternating the machinery between odd & even months)

4

Issue 61-Sept 2017

The Company has implemented the “Vessel Performance Monitoring Procedure” (P12) and the following ISM forms to monitor the performance of our vessels: • E-01 : Monthly Engine Log Abstract • E-06 : Monthly Main Engine Performance Report • E-07 : Monthly Aux. Engines Performance Report • E-30 : Consumption of HFO/DO/LO/FW in various operating modes Furthermore, as previously mentioned, the performance of the Main Engine is evaluated by a computerized power monitoring system using in-house software and by using the Diesel Analyzers, while for the Yanmar Diesel Generators, evaluation is conducted by using Yanmar’s “Ship Supporter” computerized performance monitoring system.

In order to enhance the monitoring of ship efficiency and performance, the Company decided to use Helintec’s “Ship Efficiency Monitoring Toolkit” (SEMT).

The following modules of SEMT software are being used: • Trim Optimization • Speed Correction • Hull-Propeller Performance Monitoring

7. Familiarization and Training of Crew and Shore-based Personnel Raising the awareness of and providing the necessary training for personnel both on shore and on board are important elements in the efficient and steady implementation of the adopted measures.

Such human resource development is encouraged and should be considered an important component of planning as well as a critical element of implementation.

Taking this into account and also following the relevant recommendation for improvement (please refer to “Review and Evaluation of SEEMP/2014/Item 9.i), the Company has taken the following course of action: 1. Ensuring the attendance of Marine Superintendents and Superintendent Engineers at various seminars / presentations on SEEMP organized

by Classification Societies 2. Including the following training sessions in the Company’s “On Board Training Programme”: a. A training session for all officers (deck and engine) on Energy Conservation Awareness which is carried out every JanuaryMay-September (at four-month intervals) b. A training session for senior officers (deck and engine) on SEEMP and its contents, which is carried out upon the Seaman’s embarkation on the vessel c. A review of the contents of SEEMP for all senior officers prior to their departure to join their assigned vessel, confirmation of which is sent to Head Office 8. Feedback from Vessels / Suggestions for Improvement of Energy Efficiency Based on the feedback received from the vessels, the following measures to improve energy efficiency have been put forward: • Trim optimization tests are to be carried out in ballast and laden conditions in order for the optimum trim to be identified.

• The ballast quantity is to be minimized. However, vessel’s maneuverability and optimum trim are to be taken into consideration.

• There is to be better coordination between the Deck & Engine Departments during each operation.

• Aux. Boiler(s) loads are to be maintained at levels in accordance with the “Steam Balance Analysis” in order to avoid excessive steam dumping.

• The Aux. boiler burner atomizer is to be cleaned before a discharge operation and not monthly.

• The feed water temperature at the cascade tank is to be kept at 80-85oC. • The Exhaust Gas Boiler is to be used for cargo tank heating during long voyages.

• A new method of cleaning the Exhaust Gas Boiler is to be implemented.

• The main air compressors are not to be not used as an air

supply on deck.

• Fuel flow meters are to be installed in fuel return lines.

• Fuel flow meters are to be calibrated.

• Cabin lights are to be switched off when not in use.

• Energy saving bulbs are to be used for lighting.

• Deck lighting is to be kept to a minimum.

• There is to be frequent draining of air bottles & maintenance of air bottle drain valves.

9. Recommendations for Improvements to SEEMP • The installation of energy saving devices on all modern vessels, namely 5 capesize bulk carriers and 2 suezmax tankers is to be considered.

• Trim optimization tests are to be completed on all vessels.

• Weather routing companies are to be used on specific occasions i.e. Atlantic winter voyages, Far East typhoon season and Indian Ocean monsoon season.

• The “Ship Efficiency Monitoring Tool” is to be used for all vessels.

• Prior to every 10-year Special Survey, consideration is to be given to applying full hull blasting instead of spot blasting – at least for the vertical sides. This is to be done on a case by case basis, with an economic feasibility study to evaluate the initial extra cost vs. the future savings in overall consumption from improved performance.

• The installation of ECDIS units as per the “ECDIS Installation & Implementation Plan” is to continue.

• The Diesel Analyzers are to be provided for additional vessels in the Company fleet.

• The installation of “Coriolis” mass flow meters is to be carried out on a trial/pilot basis on 1 or 2 vessels for evaluation purposes.

• Suggestions from vessels for the improvement of SEEMP are to be taken into consideration.

Issue 61-Sept 2017

5

Marine Operations Safe Mooring Operations Mooring operations require extreme caution, adequate preparation in the form of risk assessments and safety/ situational/ hazard awareness of all crew members so as to avoid serious accidents.

of this with clear visible signage. The mere drawing and painting of snap back zones is not enough as it may provide a false sense of safety to crew members involved in line handling:

The energy stored in a mooring wire/rope is such that a snap back of a mooring line can cause severe injury or even death to the crew members in the vicinity of the entire mooring area. A graphic description of a mooring line snapping is given in the 1980’s US Navy training video, Synthetic Line Snap Back: “At 700 feet per second the parted line snaps back at nearly the speed of 45 caliber bullet. Anything in its path is sent tumbling.

It lashes with a force like the proverbial tonne of bricks. The fragile human body can be torn apart by this vicious assault”.

A Health & Safety Campaign (NR 03/17, Mooring) was initiated in May 2017 in order to ensure that lessons learnt/ best practices described in the references above are fully assimilated and understood by the seafarers who are involved in line handling and

The industry’s past experience has been documented in the form of publications, working codes, circulars and training videos. The latest editions of all the above are available onboard the Company’s ships to assist the crew in carrying out safe line handling operations without accidents: 1.“Mooring Equipment Guidelines (MEG3), 3rd Edition”, OCIMF Publication 2."The Hazards of Snap-back, Initial learning from a serious incident of mooring line failure”, OCIMF Circular, Sept 2015 3."Code of Safe Working Practices for Merchant Seafarers, Edition 2015", by MCA: Chapter 26 "Anchoring, mooring & towing operations" 4."Loss Prevention Hot Spots, Mooring Operations", North of England P&I Club circular 5."Mooring accidents", KARCO's training video One important lesson emphasized in the references above is that the entire mooring area should be considered a potential snap-back zone. All crew working on a mooring deck should be made aware

Groove cleaner, Pressurized Wire lubricator and Grease pump in use.

mooring operations.

One practice that greatly enhances the safety of mooring operations is the proper maintenance of mooring wires by high pressure greasing using suitable wire lubricators.

Wire ropes are lubricated during construction. However, no wire rope can be lubricated sufficiently during manufacture to last its entire life. It is very important to carry out a periodic greasing of the wire rope.

The surface of a wire rope may become covered with dirt, rust, salt, mud and dust during operation. This can prevent grease lubricants from properly penetrating into the wire.

The use of a pressurized wire lubricator offers the following advantages: - It allows for the removal of encrusted debris before the application of new grease by suitable wire groove cleaners.

- The groove cleaner provides a greater path for the new grease to penetrate all the available space within the rope strands.

- It is far superior to manual greasing which achieves only a surface coating of the wire with minimal grease penetration into the wire rope strands.

Mooring wire fully & evenly greased as it emerges from the wire lubricator.

Groove cleaner, Pressurized Wire lubricator and Grease pump in use.

Photo credit: Captain Vasilis Ergas, m/t Pserimos.

Groove cleaner removing the encrusted debris prior the applying of new grease.

Mooring wire fully & evenly greased as it emerges from the wire lubricator

Groove cleaner, Pressurized Wire lubricator and Grease pump in use.

Photo credit: Captain Sergiy Danylchenko, m/t Mikela P.

6

Issue 61-Sept 2017

Manning and Training RESILIENCE Nowadays, in their effort to provide their employees with an environment that will be more productive, healthier and happier, many companies have introduced the notion of resilience. Leading major companies associated with shipping have adapted their procedures to exercise resilience among their employees. What, then, is resilience and what is its application to the maritime industry?

Adapting to change, engaging in positive thinking and looking at situations differently can only work when you take care of yourself both physically and mentally. Paying attention to your physical, mental and spiritual needs allows your mind and body to deal with things when they go wrong. And caring about yourself means that you place greater value not only on your health and safety but also on those of other people.

Resilience is the capacity to bounce back from adversity and is characterized by flexible thinking and adaptive behaviour.

Like the principle of exercising to increase physical fitness and stamina levels, resilience is an acquired ability to skillfully manage cycles of stress and recovery. It can be built into individuals’ characters by appropriate training so that they can manage adversities more easily. Learning such techniques provides a number of ways to cope. So, in case one does not work, an alternative can be used.

Resilience is also based on taking decisive action. Developing confidence in your ability to solve problems and trusting your instinct helps. When making a decision, it is essential to realize that a combination of rational thought and gut feeling are important. Also, prior to taking a decision, it is important to identify any self limiting thoughts that may hold you back and leave them outside.

It may not seem immediately apparent as to how resilience works in the maritime industry, but there is a great deal of information where you can find the basic principles on which resilience has been built. To be more precise, in order to become resilient, you have to treat life as a learning process and use challenges as opportunities to acquire or master skills and build achievement. You have to embrace change and accept it as part of your everyday life even if change can make you feel uncomfortable, make things seem more difficult and become a source of distraction, thereby making you less safety conscious. A negative reaction to change and to other people’s suggestions can eventually cause you to become demoralized and safety issues can be missed. It may be the case that you do not have an influence over the change, but you can choose how to react to it. You can choose to make a drama out of it, but this will keep you from becoming resilient.

Research shows that resilient employees perform better, are more productive and are healthier and happier, which allows them to perform more safely. Resilient people are more likely to speak their mind, take principled decisions and are better at tolerating change and pressure.

The good news is that resilience is a skill that can be learned and like any other skill, the more you practice, the better you get.

Sources: http://www.hrmagazine.co.uk/article-details/focus-on-resilienceto-improve-wellbeing-says-shells-health-chief http://hsse.shell.com/business-and-country/maritime-hssse-site/ resilience.html (resilience Facilitator guide) http://www.onepetro.org/conference-paper/SPE-156598-MS http://www.oneminuteideas.com/downloads/9-steps-to-resilience

You have to train your mind to look for success and not dwell on negativity and failure. Taking positive action and doing something in the face of adversity brings a sense of control even though it does not remove the difficulty. Looking at situations in a different way and being able to identify when you are making assumptions instead of acting on facts is important to help you react in the best and safest manner. If you allow your thinking to dictate how you view something, it will take over. Make your thinking work for your benefit, rather than letting it fill you with doubt or force you to see only the bad side of things.

Issue 61-Sept 2017

7

SAFETY FIRST! Message from the DPA: In this issue of Wavelength, you will see a word that may be new to you, but will soon become a household term: RESILIENCE. This is a new concept in our industry even though it has been around for decades. Initially, when industry experts began studying accidents, which they have been doing for a long time, they developed rules for construction such as SOLAS and MARPOL. Then, the focus shifted to training with STCW, and finally to procedures and systems with the ISM, ISPS and many more. Still, accidents kept happening and the results were often disastrous. Digging deeper into the human element, experts found out that one of the key factors that had not been addressed was human behaviour. On many occasions, well constructed ships were manned by competent, qualified and

experienced officers who, having done their drills and their training, still reacted wrongly, fled, panicked or froze at a critical moment.

A seafarer’s BEHAVIOUR at the critical moment is what can make the difference. You can have all the training in the world, and have responded correctly in all the drills, but will you react correctly in the face of real adversity? This is where RESILIENCE comes in. In short, RESILIENCE is a mental quality that has to be built up, and its contribution to our eventual goal of a safer ship and a better quality of life will be immense.

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

Follow H2S Procedures Source: 1) SHELL (Learning from Incidents), 2) Company vessel case

Hydrogen Sulphide (H2S) is released from many different sources, including cargoes of crude oil, bunkers and refined products such as naphtha, fuel oil, bitumen and gas oils. The dangers of H2S are well known and yet precautions are often ignored, procedures are not followed and the operations are not fully risk assessed.

What happened?

Incident 1 H2S gas venting from tank(s) An oil tanker carrying crude oil with a high H2S content was requested to reduce the H2S concentration by venting to air. The vessel began venting during the night.

In the early hours of the morning, a number of crew members began complaining of headaches and dizziness. The venting was immediately stopped. The investigation found that the H2S had entered the accommodation via the air conditioning intake.

Incident 2 During a ship to ship (STS) transfer between two crude oil tankers, the duty seaman started to feel a slight headache and reported the issue. Soon afterwards, the vessel’s high H2S content alarm sounded and cargo operations were immediately stopped. There were very light winds at the time which allowed the vapours from the loading vessel to settle on the decks of both vessels. The vessels moved to another location to carry out the STS transfer where the wind was able to carry the gas away from both vessels. The seaman was not wearing a personal H2S meter.

Light winds allowed H2S to settle on deck Incident 3 While the vessel was en route to the discharging port, the pump man was securing the cargo reducers on their storage foundations, which were located forward of the starboard manifolds on deck. He was able to smell H2S and he went to check the nearest PV valve. He then tried to operate the vacuum side of the PV valve in order to stop the leakage but the PV valve remained open and he was repeatedly trying to close it. Finally, after several attempts, he managed to close it but, by that time, he had apparently been affected by H2S and started calling for help. The ASD that was assisting him with the crane, transferring and securing the reducers ran to his aid along with the Chief Officer, who arrived on the scene at almost the same time. The Captain contacted the Coast Guard Search and Rescue Operation Centre. Soon, a helicopter arrived to conduct an evacuation operation to transfer the pump man to the nearest hospital. The pump man had decided to rectify the leaks of the PV valve without providing any information Personal to his superiors or awaiting their approval and instructions. This meant he had apparently not followed the safety H S meter 2 procedures or taken the necessary precautions.

Lessons learned • Follow H2S precautions and procedures when carrying H2S content cargo or supplies (ref: ISGOTT 2.3.6.4 “Procedures for Handling Cargo and Bunkers Containing H2S”) • Monitor the wind direction for changes that could affect vessel ventilation systems (ISGOTT 11.1.9) • Always wear your personal H2S meter when the presence of H2S is possible even if the source may be from another location (vessel / platform) • Do not proceed to any task without having a toolbox talk!

Key Message:

Follow H2S Procedures When Exposure is Possible

8

Issue 61-Sept 2017

Safety Bulletin 2017-03

Getting familiar with a new concept: R E S I L I E N C E Source: Maritime Partners in Safety (SHELL initiative)

Resilience is a new concept being introduced in the maritime industry and it aims to enhance onboard safety.

Resilience is the process of adapting well in the face of adversity, trauma, tragedy, threats or even significant sources of stress – such as family and relationship problems, serious health problems or workplace and financial stressors.

A simpler way to put it,

Resilience ----> The ability to bounce back and learn from adversity

Resilience is a quality worth developing to enhance your ability to manage increasingly complex and busy lives. You will also be able to cope more effectively with the larger life problems that we all face from time to time like a change of job or personal family incident.

The tools and skills of resilience can be improved and learned by ANYONE by cultivating: Positive Beliefs / Behaviours / Thought Processes Having a Positive View of yourself is an important mind-set that helps you improve your Performance, Achievements and Quality of Life.

In order to perform our best in challenging situations, we need to have an awareness of how we respond to adversity and the skills in selfmanagement which will support a positive outcome.

Building resilience benefits: • your work environment.

• your life outside of work Resilience can positively influence all aspects of your life, including family and friends.

TRUST: Ten Really Useful Tips “Resilience is the ability to overcome adversities and move on!”

While dealing with a crisis: 1. Accept the reality.

2. Avoid emotional stress.

3. Recognize your own actions.

4. Visualize a positive outcome.

5. Ask for support from others as it will help you make better choices and safer decisions.

6. Take decisive action.

7. Keep things in perspective.

8. Accept that change is a part of living.

9. Take care of yourself.

10. DO NOT see a problem as impossible – break it down see the opportunities it presents and start working on improving the situation.

ACCEPT THAT CHANGE IS A PART OF LIVING At times of change, there can be lapses in safety as we may be distracted by the changes and NOT concentrate on the important things which keep us SAFE. It is important to be aware of this and remain vigilant about safety.

TAKING DECISIVE ACTION This area is also linked to resilience because taking decisive action is empowering and positive. It also allows a person to take control of a situation instead of it controlling them.

TAKE CARE OF YOURSELF Taking care of yourself means that we: Are Physically Fit, / Have Enough Sleep / Are Eating Well.

Our physical resilience and emotional resilience are interconnected and it’s important to grow and maintain both.

When we look after and care about ourselves, we demonstrate better safety behaviours and choices. This benefits not only ourselves but also our family, the crew and others.

Issue 61-Sept 2017

9

Mobile Phones: A Navigational Hazard Following the Marine Accident Investigation Branch (MAIB) report on the grounding of a double-hulled chemical tanker, Atiilio Levoli, on Lymington Banks in West Solent on the south coast of England on 3rd June 2004, the Maritime and Coastguard Agency (MCA) released Marine Guidance Note (MGN) 299. The Note, Interference with Navigation Through Inappropriate Use of Mobile Phones, was published to raise awareness of the dangers associated with using a mobile phone when attention should be focused elsewhere.

During the investigation into the grounding of the chemical tanker, it was determined that the Master’s use of the mobile phone prevented him from acknowledging a position report.

This meant that he was distracted from his bridge team, which directly compromised the vessel’s safe navigation. From a wider perspective, the incident illustrates that the concept of multitasking, carrying out two or more tasks simultaneously, is a myth. This assertion is supported by recent neuroscience research that reveals that the brain cannot do tasks simultaneously.

Instead, we engage in a stop/start process that allows us to switch tasks very quickly. Although his transition seems to be smooth, it is, in fact, far from seamless. As a result, we pay a mental price called the switching cost, which inevitably disrupts performance.

A much more recent incident has confirmed that mobile phone use can be detrimental at a time when attention to a navigation task is the priority. The incident in question occurred at mile marker 125 on the lower Mississippi River on 31st January 2016. On that day, the bulk carrier, Aris T, collided with a tank barge, a towing vessel and shoreside structures, an accident that resulted in a claim of $60m. In a report published by the US National Transport Safety Board (NTSB), it was concluded that the use of mobile phones contributed to the accident. More specifically, the NTSB

Where Waters Meet

Nowadays, whenever an unusual phenomenon is observed, photos or videos of it quickly make their way on to the Internet. One such phenomenon is that of two bodies of water of different colour forming a dividing line where they meet, which gives the impression that there is some kind of invisible force that is preventing them from mixing. Viewers on the web are inevitably quick to voice their opinion on what they have witnessed and often favour the mystical over the scientific, especially when the latter might be somewhat complex.

In order to determine why there appears to be a point where two bodies of water do not mix, it is necessary to establish why they vary in colour and how water molecules mix. As regards colour, oceans and seas have hues that range from green to several shades of blue because the water molecules absorb the longer wavelengths of red, orange and yellow. Variations in colour occur according to factors like depth, algae concentration and, specifically in coastal areas, particles such as silt suspended in the water. In deeper water, the colour is the darkest of blues, while in shallower water lighter aqua colours can be observed as the sunlight reflects off the sandy bottom or reefs. When the amount of organic matter containing chlorophyll increases, greener seas can be witnessed. As for suspensions of sand and silt, these can make the water murky as is sometimes the case where The Mississippi meets the Gulf of Mexico the Mississippi meets the Courtesy of NOAA Gulf of Mexico.

10

Issue 61-Sept 2017

singled out the use of a mobile phone by the Captain of one of the towing vessels, Lorretta G. Cegnac, while he was talking to the pilot aboard the bulk carrier on the bridge radio about how the vessels would safely pass one another. His call with his girlfriend was seen as distracting him from his lookout and navigation duties. As for the pilot on the bulk carrier, he, too, was using a mobile phone prior to the accident to exchange text messages with his family who had sent him photos from New Orleans.

Following the report of the accident, which also resulted in two minor injuries, the issue of mobile phone use on board came under closer scrutiny. This was because despite a concerted effort to alert crews to the dangers of using mobile phones while performing another task, including the Coast Guard’s Marine Safety Advisory 01-10-DISTRACTED OPERATION; Don’t let it be you!, officers on the bridge have continued to use mobile phones and run the risk of not remaining focused on the safe navigation of the vessel. In light of this, one of the top safety improvements on the NTSB’s list is that of eliminating distractions so that seafarers, vessels and shipping companies do not have to suffer the serious consequences associated with key personnel engaging in tasks other than vessel operation.

Sources: www.ntsb.gov / www.gov.uk / www.safety4sea.com / www.psychologytoday.com

Vessel Navigation Task Full Attention Optimal Performance Low Risk of Accident

Mobile Phone Distraction

Introduction of Second Task Diverted Attention Compromised Performance Enhanced Risk of Accident

In each instance where bodies of water seem to be divided there is a steep gradient in depth, phytoplankton or algae (chlorophyll) content or particle concentration. In the case where depth is responsible for colour difference, as it is with blue holes, for example, the contrast is permanent. In the other two cases, it is a temporary state whose duration depends on the motion of the water and its contents. When the waters are calm, the main way the waters mix (they do cross the dividing line!) is by diffusion. As this is a slow process, the characteristics of each body of water change slowly. This is particularly the case where the chlorophyll content causes the colour difference. Therefore, colour change is so slow that it is not discernible to the naked eye. With particles of silt, something different happens as they cross into salty water. They blind with ions in the seawater to form dense aggregates that sink to the bottom in a process called flocculation. This causes the clear salty water to retain its clarity and colour.

Two oceans meeting in the Bay of Alaska

The second way in which waters mix is through physical agitation caused by currents and the weather. This is much quicker than diffusion, which means that mixing is faster. So, during stormy weather, for example, the dividing line soon disappears putting an end to the idea banded about on the web that different bodies of water cannot mix.

Sources: www.scienticamerican.com www.adn.com www.physicsstackexchange.com

Superyacht Innovators

Due to the highly competitive nature of the superyacht industry, manufacturers are continuously looking for ways to utilise technology to enhance performance and passenger experience. One company at the forefront of superyacht construction is Heesen, a well-established Dutch firm. Responsible for building the world’s first fast displacement yacht with hybrid propulsion, Heesen has set a new standard in the world of luxury yachts.

The landmark vessel called M/Y Home was launched in April this year and has been heralded as the first of a new line of superyachts that can achieve very high levels of efficiency and greatly reduce noise and vibration. With regard to efficiency, the major contributing factor is the fast displacement hull form that was devised by Van Oossanen and implemented by Heesen’s in-house naval architects. This design on an aluminium yacht allows for the use of relatively small power sources for a 50m yacht – just 2 MTU 12V motors of 600kW each. As for noise and vibration reduction, this is made possible through the use of 2 water-cooled DC electric shaft motors of 127 kW each. As there are two power source for propulsion, the option of using either source on its own or the two in conjunction is available according to requirements.

With a top speed of 16.3 knots and a transatlantic range of 3750nm at 12 knots, M/Y Home is solid proof that Heesen is really pushing the boundaries of quality, performance and design.

Of course, such an accomplishment counts for little without recognition and commercial success. Heesen has both. In May 2017 at the World Superyacht Awards, which equate to the Oscars of the industry, the Dutch Company was awarded the coveted Neptune Trophy. In addition, in a seven-week period around the time of the Awards, Heesen completed the sales of three superyachts.

Heesen currently seems to be riding on the crest of a wave, but there are also several renowned companies coming up with innovative concepts. Indeed, some of the ideas that have been put forward are simply mind blowing. One of these is to bring the beach to the passengers on board the yacht. This concept was created by designers at Hareide, whose vision comprises a sleek 108-metre yacht that slopes into water at the stern, thereby creating a wooden beach with waves even when there is no land in sight. Such innovations are guaranteed to raise superayacht standards even higher and bear witness to the ingenuity of the designers, engineers and builders in the superyacht industry.

Sources: www.heesenyachts.com / www.superyachttimes.com / www.businessinsider.com.au

World First: Heesen’s fast displacement yacht with hybrid propulsion

Tuna Hydraulics

Over a decade ago, Barbara Block, Professor in Marine Sciences at Stanford University, and her colleagues at Monterrey Bay Aquarium introduced Pacific bluefin tuna into a one-million gallon exhibit. During her observations of the fish, which thrived in their new home, Professor Block noticed that the Bluefin tuna made fine adjustments to their pectoral, median and tail fins. Research into these adjustments revealed little until Vadim Pavlov, a postdoctoral fellow at the University, took up the studies of how these subtle changes were achieved.

The first significant finding was the identification of an unusual sinus, or cavity, which was filled with liquid under the base of the median fins. This discovery was interpreted as revealing the presence of a previously unknown system of vascular channels, muscles and bones that seemed to be a biological analogue of a canonical hydraulic system. In the system, the muscles pressurize the liquid and in doing so, help change the shape and position of the fins to control swimming and manoeuvering. The next step was to identify the fluid involved in the system.

This step began with researchers recording Pacific bluefin and yellowfin tuna so that they could establish exactly how the fish altered the area and shape of the fins according to the movements they executed. Computer model simulations were then used to determine the relationship between fluid flow across the tuna and how this impacted on the forces generated by the fins at different speeds. From the results obtained, it was hypothesized that lymphatic fluid was being used as hydraulic fluid in the locomotion of the tuna, which was previously unheard of. To test the hypothesis, the scientists examined the pathways of blood vessels in the fins, studied tissue structure and analysed the cellular make-up of the fluid. Their findings confirmed their hypothesis and gave them an insight into the workings of the tuna’s hydraulic system. When the pressure in the lymphatic fluid increased, there was a rise in the pressure within the channels of the median fins, which caused the

Heesen’s award winner: Galactica Super Nova

position, and probably the stiffness, to change, thereby altering the hydrodynamic properties of the fins. The ability to make rapid adjustments to the position of the fins allowed for the lift and drag forces to be controlled so that the fish did not roll and undergo a yaw rotation while swimming on long migrations. The system, therefore, helps the tuna become more energy efficient.

In their conclusion, Vadim Pavlov and his colleagues stated that the median fins of the tuna act like hydrofoils and generate lift forces sideways as the plane of the fin makes an angle to the water. They were also able to establish that the biomechanics of the median fins of the tuna are in close alignment with the three elements of a canonical hydraulic system: muscles that serve as a hydraulic pump to create pressure in the fluid, vascular vessels that guide and control the system and the fin rays that act as actuators to convert pressure energy into mechanical energy. As regards applications, researchers believe that utilizing this kind of system in the design of smart control surfaces which can accommodate changes in shape and stiffness is an extremely attractive proposition because it would greatly enhance the manoeuverability of manned underwater vessels. In a broader context, this landmark research, which brought to light the existence of bio-hydraulic locomotion in vertebrates, clearly illustrates how much more there is left to discover about the amazing creatures that inhabit our oceans.

Sources: www.news.stanford.edu / www.sciencedaily.com

Pacific Bluefin Tuna

By OpenCage - opencage.info, CC BY-SA 2.5, https://commons.wikimedia.org/w/index. php?curid=1584724

Issue 61-Sept 2017

11

Culture Corner: Shanties The word “shanty”, also spelt “chantey”, refers to a shipboard song and although its origin is not well documented, it is reasonable to assume that it derives from the French word “chanter”, which means “to sing”.

Shanties were sung on vessels from as early as the 15th century and as late as the early 20th century, when merchant sailing ships became obsolete. During this period, they were most popular in the mid-19th century, a time when the shantyman, the respected song leader, probably had to have the greatest number of shanties in his repertoire.

A second category is the ‘long drag or halyard shanty’ which was used when the work needed a greater setup between pulls. For instance, this kind of shanty was most suitable for prolonged heavy work such as raising or lowering a sail that could weight up to 2,500 lbs. Because the work was extreme the sailors needed a short rest between hauls so that they could get their breath back and adjust their grip. The chorus at the end of each line helped increase coordination. An example of a shanty sung in this situation, and probably one of the most famous shanties, was “Blow the Man Down”.

Blow the Man Down (1st and the 7th calls and responses) Come all ye young fellows that follows the sea To me, way hey, blow the man down Now please pay attention and listen to me Give me some time to blow the man down Come quickly, lay aft to the break of the poop To me, way hey, blow the man down Or I’ll help you along with the toe of me boot Give me some time to blow the man down

Sailors sang shanties while performing shipboard labour Illustration by W. Symons. - Patterson, J.E. “Sailors’ Work Songs.” Good Words 41(28) (June 1900): 391-397., Public Domain, https://commons.wikimedia.org/w/index.php?curid=17346751

As the name of a third category, the ‘capstan shanty’, suggests, this kind of shanty was primarily used during the task of raising or lowering a heavy anchor. The ‘capstan shanty’, examples of which are “Shenandoah” and the classic, “What Shall We Do With The Drunken Sailor”, is regarded as the most developed of the genre with its longer solo and grander chorus.

Shanties served several purpose on tall ships, where work was labour intensive. By singing them, sailors were able to get into a rhythm which increased efficiency during a physical task. Singing also made the hard repetitive tasks more pleasant and less tiring. Other benefits of shanties were that they brought the crew together as they reinforced the idea that all the sailors were in the same boat, so to speak, they had the power to alleviate boredom and they gave the sailors the freedom to express their feelings without fearing any form of retribution.

Moreover, they were far more pleasant than listening to the bosun bellowing out orders. In short, they were an integral part of life aboard and acted as a kind of buffer against the long voyages that could take a tremendous toll on the sailors’ physical and metal reserves.

As such, the shantyman played a crucial role in keeping up morale.

There were many kinds of shanties, each of which was primarily suited to a particular task. The majority of these took the form of a “call and response” in which the shantyman called the line and the other sailors responded in unison. Their response was accompanied by a pull or heave. Since the shanty’s rhythm was dependent on the task at hand and vice-versa, shanties may be generally categorised according to the characteristics of the job being done.

One category is termed the ‘short drag/haul shanty’. This type of shanty was sung during work that required quick pulls over a relatively short time. Such tasks included unfurling sails and raising the masthead during which the shanty helped the sailors stay focused, thereby enhancing efficiency and safety. This was particularly important when seas were rough. Shanties sung during this kind of task included “Haul Away Joe”.

Haul Away Joe (1st part) Louis was the king of France Before the revolution Away, haul away, we’ll haul away Joe But he got his head chopped off Which spoiled his constitution Away, haul away, we’ll haul away Joe Haul away We’ll heave and hang together Away, haul away, we’ll haul away Joe

The call of the shantyman contains simple rhyme, which is a common feature of shanties. In this particular shanty, there is humour – a recurring characteristic that helped lighten the mood.

12

Issue 61-Sept 2017

Sailors Operating a Downton Pump Illustration by W. Symons. - Patterson, J.E. “Sailors’ Work Songs.” Good Words 41(28) (June 1900): 391-397., Public Domain, https://commons.wikimedia.org/w/index.php?curid=17346749

As wooden sailing vessels were susceptible to leaks, the task of pumping out bilge water required a ‘pumping shanty’. Shanties like “South Australia” and “Strike the Bell” were appropriate for bilge water removal using a two-man pump. However, after the adoption of the Downton pump that operated through the use of a capstan, the ‘capstan shanty’ was sung during this task. Although pumping shanties were sung interchangeably at the discretion of the shantyman, the final pumping task at the end of the voyage was exclusively accompanied by “Leave Her Johnny, Leave Her”.

Leave Her, Johnny, Leave Her (Beginning and end) Oh the times was hard and the wages low Leave her, Johnny, leave her And the grub was bad and the gales did blow And it’s time for us to leave her

Leave her, Johnny, leave her Oh, leave her, Johnny, leave her For the voyages is done and the winds do blow And it’s time for us to leave her …

And now it’s time to say goodbye For the old pierhead’s a-drawing nigh

This shanty gave sailors one final opportunity to complain without fear of punishment. In addition to these four categories, there were ‘stamp-‘n’-go’, used when many men held a line and marched along the deck to haul a heavy boat up, ‘whaling shanties’ and ‘forecastle shanties’. However, the latter category is often not considered a true shanty as it was sung after work. Instead, renderings of this type like “Rolling Down to Old Maui” are usually classed as sea songs.

As previously mentioned, the shantyman was not restricted in his choice of shanty. Indeed, he was given free rein to change the order of verses, alter the wording and improvise according to circumstances.

In other words, his versatility was key to his reputation, especially when he had to alter the rhythm so as to adapt the shanty to the task. In the same way that variations existed through the influence of the shantyman, other shanties emerged to assist in tasks that were exclusive to the type of vessel like those adopted by the boat rowers on the rivers of the south-eastern US and by the stokers who fed the furnaces on the steamboats that frequented American rivers.

That shanty genre remained largely unknown to landlubbers until the 1880s as they were not sung ashore. This changed when popular literature introduced them to the public in such works as Redburn: His First Voyage by Herman Melville and Rudyard Kipling’s The First Chantey. Despite the fact that the age of the tall ship transporting cargo on the seven seas ended over a century ago, thanks mainly to modern technology, the shanty is better known by non-sailors today than it was back in its heyday in the mid-18th century. One reason for this is the live performances of shanties by such folk groups as

SPECIAL VESSEL:

The Dubliners. A medley of seas shanties has also been performed by a classical orchestra at the proms. In other genres of music, the influences of shanties has been heard in rock through Bruce Springsteen’s “Pay Me My Money Down” and in metal via Rammstein’s “Reise Reise”, which was based on a shanty of the same name.

There is also public access to shanties in film and television. For instance, the films “Ghost Ships”(1945) and “Moby Dick”(2011) include the shanties “Blow the Man Down” and “Leave Her Johnny, Leave Her” respectively. As for a celebrity connection, Johnny Depp is believed to have developed an interest in shanties during the filming of “Pirates of the Caribbean”. Shanties have even been introduced into a television theme song in the form a version of “Blow the Man Down”, which can be heard when “Spongebob Squarepants” airs. Not to be left out, a video game called “Assissin’s Creed” has embraced the shanty in its Black Flag and Rogue versions.

The fact that the shanty genre lives on bears testament to our recognition of how intrepid sailors braved the harsh conditions aboard tall ships to feed their families and keep global trade moving.

Hopefully, such recognition can lead to a greater appreciation of modern seamen as they are fundamental to the sustainability of globalisation on which modern societies are based.

Sources: www.shantyrenderance.org / www.thepirateking.com / www.brethrencoast.com / www.wikipedia.org / www.traditionalmusic.co.uk

Ramform Titan – Seismic Research/Survey Vessel

Launched in 2013 at MHI in Nagasaki, Japan, Ramform Titan ushered in a new era of seismic research at sea. Her distinct advantage over previous vessels operating in the same field stems from two distinct features: hull design and technology, both of which are confidently claimed to be revolutionary by her owner-operator, Norway’s Petroleum Geo-Services (PGS).

As regards design, Ramform Titan’s dimensions of 104.2m x 70.02m clearly indicate that her appearance is unique in the maritime industry. Indeed, her δελτα – shaped hull, the brainchild of naval architect, Roar Rande, is so different that it has added a new dimension to the phrase ‘thinking outside the box’. In addition to her shape being able to optimize her operational capacity, her sinusoidal waterline allows for greater stability at the beam, which means that her weather window can be extended.

In terms of technological advancements, Ramform Titan was the first vessel to be equipped with Geostreamer® technology, which is a perfect fit for her hull design. Ramform Titan’s 70-metre wide stern makes it possible for her to drag up to 24 steerable seismic streamers that cover an area of 12km2. On these streamers there are hundreds of thousands of encased sensors and positioning units that are suspended between 10 and 20 metres below the surface. Such an array of electronic equipment combined with her extremely stable hull construction and low noise output guarantee higher resolution Picture of Ramform Titan moving right to left density and greater penetration. In short, Ramform Titan represents Courtesy of: www.pgs.com a quantum leap in 3D seismic data acquisition. One further feature worthy of mention is her handling systems that give her crew the ability to deploy and recover the streamers very quickly, thereby considerably reducing the time spent on a project.

Ramform Titan can comfortably accommodate up to 80 personnel who have access to a 225m2 sports arena, a swimming pool, a sauna, a fitness room and three television lounges. As for work space, this includes an auditorium and a tech room containing a stateof-the-art monitoring system. If there is one chink in this iconic ship’s armour, it is that her shape makes it rather difficult to get her onto the pier. However, this pales in significance to what she can achieve in her field and what she has done for her reputation of the industry as a whole.

Sources: www.pgs.com / www.marinetraffic.com / www.onboardonline.com

Issue 61-Sept 2017

13

American River Port: The Port of New Orleans In 1716, France gained control

of Louisiana. One year later, the Port of New Orleans was established by a Paris-based company called Company of the West. The owner of the company, John Law, envisioned the newly-founded settlement as a transhipment and trade centre. The man given the responsibility for paving the way for this vision was Jean-Baptiste le Mayne de Bienville. In 1718 brush was removed to make clearings, but obstacles such as supply shortages, inclement weather and mosquito infested swamps remained.

The first dwellings made of reeds and bark were mainly inhabited by Canadian woodsmen, craftsmen, soldiers from J. Law’s company, slaves and drifters.

At the time of the first census in 1721, there were 470 inhabitants and in the following year the Port of New Orleans was made the Louisiana colony’s state capital. At the beginning of the following decade, there was an influx of colonists. However, this did not spark the anticipated growth as the main exports of tobacco and indigo and imports of rice and vegetables did not generate enough revenue to warrant the use of French vessels. As a result of the stalled growth, France ceded the Port of New Orleans and other Louisiana territory to Spain in the 1763 Treaty of Paris. Under Spanish control, the Port of New Orleans became more prosperous.

At the turn of the nineteenth century Napoleonic France regained control of the Port of New Orleans and Louisiana, but within three years, the French leader had sold the territory to the US. At that time, the population was 8000 and most of the exports from the Port of New Orleans were destined for the US ports in the east. It was a time of prosperity that led to expansion as new suburbs appeared around the Port of New Orleans and across the Mississippi in the 1870s.

The first half of the following century is regarded as the Port of New Orleans’ heyday as it became crucial for the export of cotton, Louisiana’s major product.

Indeed, by 1835 there were as many as 400 steamships sailing along the Mississippi River and the Port of New Orleans was the world’s 4th busiest port.

The next decade saw large numbers of immigrants from Ireland and Germany settle there, causing the population to swell to 116,000. However, the boom created difficulties as health threats emerged from inadequate drainage and polluted drinking water. In the 1850s, outbreaks of yellow fever and cholera were relatively frequent with 8000 inhabitants dying of yellow fever in 1853 alone. Another blow was dealt to the Port of New Orleans during the Civil War, when it accrued huge debts and its population suffered great hardship.

The modern Port of New Orleans came into being in 1879, when the construction of jetties allowed ocean-going vessels to access the Mississippi River. Despite this and other developments, the Port of New Orleans lost ground on its competitors. There was a silver lining, though, because the number of yellow fever cases gradually declined until the disease was eradicated in 1906. Two years later, wharves were rebuilt and extended and the 9-kilometre-long Industrial Canal was constructed. This provided a link from the Mississippi River to Lake Pontchartrain and the Intracoastal Waterway. Again, these constructions did not further the progress of the Port of New Orleans because the steamboats on which the Port relied were deposed by railroads. In response, barges were introduced. As these could carry huge quantities of cargo, the Port of New Orleans’ competitivity improved significantly to take it to number 2 in the list of US ports by the end of WWII. The story of the Port of New Orleans and the surrounding area developing, taking knocks and fighting back continued after the War. In the 1950s the

The City Although the Port of New Orleans, which is by far the biggest employer in the area, is the driving force for growth and development, the Big Easy as it is affectionately called has a uniqueness that attracts tourists. Everything about New Orleans, especially in the French Quarter (Vieux Carré), is atypical of an American city. Its Spanish-French architecture, side streets, tearooms and cafes make it seem like a place from another age in another country. Likewise, its multicultural heritage reflected in its creole and Cajun cuisine, jazz music and carnival season culminating in Mardi Gras creates an atmosphere to be found nowhere else. For visitors, there are several other attractions like the New Orleans Museum of Art, live theatre staged by local community groups, music and opera performed annually with the Louisiana Philharmonic Orchestra and the Aquarium of the Americas, which is one of the best in the country.

Sources: www.portno.com / www.britannica.com / www.worldportsource.com

14

Issue 61-Sept 2017

New Orleans infrastructure was upgraded. This was accompanied by the arrival of the petrochemical industry. In 1963, the Mississippi River – Gulf Outlet ship channel, which shortened the voyage by 64km, was opened. In the following decade, oil refineries were built, but the oil crisis set back the growth of the Port of New Orleans. Then, crime spiralled out of control, giving the city a stigma it could ill afford to carry at the time. The fightback came in the mid1990s through the establishment and growth of a tourist-based economy. It seemed that the area had bounced back, but in 2005, the Port of New Orleans was hit by the biggest hammer blow in its history-Katrina. The hurricanes of the year destroyed huge areas of land and more than half the population was displaced. Many never returned. The population dropped from around half-amillion to just over 200,000. In the aftermath of the storms, reconstruction was painfully slow and fraught with difficulty. The uphill climb was so steep that the viability of recovery was brought into question.

Perhaps, the question was valid, but one look at the history of the Port of New Orleans reveals that its inhabitants embody the very definition of resilience.

It has come as no surprise, therefore, to see the population increase to about 400,000 and to witness investment in the Port of New Orleans, whose mission statement clearly reflects a proactive, customer-based Avenue terminal approach to building a solid Container ship is unloaded at the Napoleon at the Port of New Orleans future. Today, there is ample

By Gnovick (talk) (Uploads) - Own work, CC BY 3.0, https://en.wikipedia.org/w/index.php?curid=31630711 evidence that the Port of New Orleans is on the right track with regard to ambition and commitment. One recent example of many is the new Mississippi River Intermodal Terminal, which was completed in 2016.

Another is the Napoleon Container Terminal, a 25-hectare facility constructed at a cost of $100 million.

As America’s most intermodal port, the Port of New Orleans is connected to major inland markets and abroad via all six class I rail lines, 14,500 miles of waterways served by 16 barge lines, an interstate highway system on which 75 truck lines operate and 50 ocean carriers. Additionally, there is an on-dock rail system and direct ship-to-barge services.

The Port of New Orleans handles a wide range of cargoes, including raw and processed agricultural products, chemicals, tobacco, textiles, petroleum products and heavylift/project cargo. There is a storage area of 1.6 million square feet for breakbulk cargo and direct discharge from/to barges. As regards containers, there are modern facilities capable of handling 800,000 TEUs per year and vessels of up to 10,000 TEUs in size. Expansion in container handling is planned by increasing the capacity of the Napoleon Avenue Container Terminal to 1.5 million TEUs. There is also ample cold storage available, including ten super blast freezing cells. Last but certainly not least, there are the cruise terminals that cater for over one million passengers a year who can travel to a variety of Caribbean destinations or embark on a number of inland-river cruise itineraries. All in all, the Port of New Orleans has become a gateway to global markets through investment in state-of-the-art facilities.

Dishes of Creole food incorporating French, Spanish, West African, Haitian, German, Italian and Irish influences

Photo by Victor Monsour of Monsour's Photography - http://www.fhwa.dot.gov/byways/photos/53219, Copyrighted free use, https://commons.wikimedia. org/w/index.php?curid=697741

Mississippi River steamboats at New Orleans, 1853

By Hippolyte Sebron - http://steamboattimes. com/artwork_2.html, Public Domain, https://commons.wikimedia.org/w/index. php?curid=15273525

Test your Brain!

QUIZ

1. Make the names of two cities using all the letters in the following sentence: THE MAN ROSE

1. What was the name of the single-hull tanker that sank off the coast of Brittany in December 1999?

A Prestige B Herald C Erika D Torre Canyon 2. Who was the Captain of the Cutty Sark when it was the fastest vessel in the wool trade in the late 1880s?

A George Moodie B Richard Woodget C Wilfred Dowman D John Willis

2. The letters in the chemical symbols for aluminium, boron, potassium and uranium can be used to spell the name of the capital of a country. What is the name of the country?

3. In which country is the port of Constanta?

A Romania B Poland C Slovenia D Lithuania

3. Which three-letter word can be used to complete the following four words: _ _ _ E R, _ _ _ T L E, S _ _ _ T E R and L O _ _ _ E

4. Most of the islanders living on Pitcairn are descendants of the sailors who mutinied against Captain Bligh in 1789. What was the name of the ship he was captain of?

A HMS Bounty B Potemkin C HMS Hermione D Discovery

4. Replace each letter with a digit so that the following equation is correct. Each letter can represent only one number.

SEND + MORE = MONEY

5. Which is the largest and busiest port in Japan?

A Noshiro B Osaka C Shiogama D Nagoya

5.

6. Which artist painted “Ships in the Dark” after a Mediterranean holiday in 1927?

A Gustav Klimt B Paul Klee C Marc Chagall D Wassily Kandinski

6

6

4

8

6

6

?

3

7. The largest marine propeller ever built was engineered in Germany for Emma Maersk. Approximately how much does it weigh?

A 90 tons B 110 tons C 130 tons D 150 tons

4

4

3

2

6

2

4

6. Approximately how many times heavier than a mouse is an elephant? (±15%)

8. Which country ranked no 2 behind Germany in European containerized exports between 2010 and 2014?

A Spain B the UK C France D Italy

7. At the age of ten, Bobby was 1.50m in height. He knocked a nail into a tree to record his height. He returned to the tree five years later, when he was 1.68m. In those five years the tree had grown at a rate of 10cm per year. Where was the nail in the tree relative to Jim’s height when he returned?

9. Which Mediterranean island has the largest natural harbour?

A Minorca B Santorini C Sicily D Corsica 10. What is the name of phenomenon in which solid dry state bulk cargoes are transformed into a state that is almost fluid?

A dissolution B sublimation C flocculation D liquefaction Answers at the foot of the page

4

8. What chemical compound can be represented by the following sequence of letters? H, I, J, K, L, M, N, O Answers at the foot of the page

Keyword

Find a keyword associated with an article in this issue by solving the clues and rearranging the letters in the boxes with black borders.

S

1. Skill to bounce back (10)

F

2. 17th century merchant ship (9) 3. Raise it for success (9)

W

R B

4. Shanty-performing group (3,9) 5. System in tuna fish (9)

R

Y

6. Essential in superyachts (10)

N

V N

7. Fort with Santa Maria timbers (2,7)

Y

8. Where Attilio Levoli grounded (9,5)

F

9. Seismic research vessel (7,5) 10. Makes waters mix quickly ( 9)

B M

G

N

11. New Orleans 1850s killer disease (6,5)

L

L

12. Lake north of New Orleans (13)

C H

N

Hint: Risk enhancers Answers at the bottom:

KEYWORD SOLUTIONS: 1. Resilience, 2. Mayflower, 3. Awareness, 4. TheDubliners, 5. Hydraulics, 6. Innovation, 7. LaNavidad, 8. LymingtonBanks, 9. RamformTitan, 10. Agitation, 11. YellowFever, 12. Pontchartrain. Keyword: DISTRACTIONS Quiz answers: (1) C, (2) B, (3) A, (4) A, (5) D, (6) B, (7) C, (8) D, (9) A, (10) D TEST YOUR BRAIN answers: (1) Athens, Rome, (2) Afghanistan (Kabul), (3) CAT, (4) S=9, E=5, N=6, D=7, M=1, O=0, R=8, Y=2, (5) Four, (6) 150,000, (7) The nail was 18cm below the top of Bobby’s head, (8) Water, H2O [H to O]

Issue 61-Sept 2017

15

Historic Vessels The Mayflower

The Santa Maria

Despite the fact that the Mayflower has been given prominence in history books, where and when she was built remains a mystery.

What is known, however, is that she was likely to have been launched in Harwich and undertaken her maiden voyage before 1609. Other facts that have been established are that she was a merchant vessel whose length was between 100 and 110 feet.

The Santa Maria, whose original name was Marigalante, was constructed in Pontevedra, Galicia in North-Western Spain.

Although her specifications are not known in their entirety, historians are in general agreement that she was around 117 feet in length, weighed just over 100 tons, had bombards that could fire granite balls and was equipped with three large masts: the foremast, mainmast and mizzenmast. The square mainsail provided the thrust, while both the square foresail and triangular mizzenmast, called a lateen, were primarily used for trimming.

The Santa Maria also had a crow’s nest on the mainmast and a forecastle in the bow.

Her master on her historic voyage across the Atlantic was Christopher Jones and instead of transporting the usual cargo of dry goods, she was to carry 102 passengers looking to start a new life in America. Originally, there were to be two vessels making the voyage, but the other vessel, the Speedwell, sprung leaks on her two attempts to accompany the Mayflower to the New World. On the second attempt, both vessels had to return to Plymouth, where the Speedwell was left behind. This delay forced the Mayflower to cross the Ocean during the stormy season.

After a nightmare voyage, during which seasickness was rife and one passenger was swept overboard, the ship reached America, but not at her planned destination. She was supposed to have landed between Chesapeake Bay and the mouth of the Hudson River, where the Virginia Company had granted the passengers permission to establish a settlement. This was made impossible by heavy storms, so they ended up in Cape Cod. There, they began to construct buildings and decided to name the place “Plymouth” after the town in Devon where the voyage began.

Mayflower II State Pier in Plymouth By wikitravel:user:OldPine, CC BY-SA 1.0, https://commons.wikimedia. org/w/index.php?curid=986647

Like the voyage, the harsh winter, which was spent aboard, tested the resolve of both the colonists and the crew, around half of whom died as a result of malnutrition, disease and exposure. Those who survived managed to succeed because they forged an alliance with a local Native American tribe, the Wampanoags, with the help of Pantuxet, a Samoset who spoke English. The tribe instructed them in hunting techniques and taught them how to collect shellfish and grow beans, corn and squash. At the end of the following summer, the Plymouth colonists celebrated a successful harvest over a three-day thanksgiving festival – one which is still commemorated in the US today.

A few months before the celebration, in April 1621, the Mayflower made the return crossing to England. She was taken out of service in 1622. From then her fate is unknown, but it is thought that she was taken apart in Rotherhithe in around 1624. Fortunately, that was not the end of her story as a replica, Mayflower II, was built at the Upham Shipyard in Brixham Devon so that the historic voyage could be commemorated on a 53-day crossing to Massachusetts in 1957. More recently, the Mayflower II was restored at Mystic Seaport in Connecticut and returned to Plymouth Bay in July 2017. She is a major tourist attraction and draws thousands of students eager to learn more about a vessel with one of the most recognisable names in the history of shipping. She is also ready to take pride of place in Plymouth’s 400th anniversary in 2020.

Sources: www.mayflowerhistory.com / www.history.com/topics/mayflower www.britannica.com / www.dailymail.com

1892 Replica of the Santa Maria Possibly by Edward H. Hart

At the time of the vessel’s departure from Spain in August 1492 as Christopher Columbus’s flagship, she was owned by Juan de la Cosa, who sailed as the first officer on the transatlantic voyage. The Santa Maria was given her name by Columbus and was manned largely by experienced seamen. There were four exceptions: a murderer and three accomplices who had help him escape from prison. These four individuals were on board as they had taken up an offer from the ruler of Spain in return for amnesty.

The Santa Maria was accompanied by two sister ships (carvels) called the Nina and Pinta which were half the size of the flagship.

This combination of the three-vessel convoy was effective. The Santa Maria could carry a great deal of cargo and stand up to bad weather, but was slow and unable to approach the coastline, while the sister ships, which carried little cargo, were able to explore shallow bays and rivers. The Santa Maria performed admirably on the voyage to America, but on the return leg, disaster struck.

On 24th December 1492, Christopher Columbus retired at 11pm after not having slept for 48 hours. As it was a calm night, the steersman decided it would be safe to leave a cabin boy in charge of steering the Santa Maria and he went to sleep as well even though it was strictly forbidden. While the boy was at the helm, things got out of hand when strong currents swept the ship towards a sandbank where she eventually ran aground off what is known was Cap-Haitien in Haiti today. Following an inspection, the ship was deemed beyond repair, so Columbus gave orders for the timbers to be stripped from the Santa Maria. These were used to construct a fort he called La Navidad, which is situated north of a town named Limonade today.

Despite being a sad end for such a historic vessel, her legacy lives on in maritime history and in the form of several replicas. Like, the Mayflower II, these are both tourist attractions and educational resources for those wishing to take a step back in time.

Sources: www.britannica.com / www.christopher-columbus.eu www.cristobal-colon.com