Wavelength #62

ISSUE 62 DEC 2017

To reach our Seafarers

In this issue Company News EU MRV Regulations Oily Water Separators Stress and Motivators

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Safety First Odessa Forum City and Port of Rio de Janeiro Historic Vessels

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Editorial Dear readers, Change is inevitable, but in order for it to be beneficial, it requires strategic introduction and implementation. This is where Management of Change (MOC) comes in whether the change is brought about through new regulations, revised company policy or a shift in personal circumstances. As change is coming about more and more quickly, the challenges associated with its impact are increasing. Therefore, it is imperative that the MOC strategy should allow for as seamless a transition as possible so that change does not become an obstacle to development.

One factor that facilitates change is clarity. This has been exemplified in the Technical article on the EU MRV Regulations in which the new regulations and the necessary compliance are set out in such a way that there is no ambiguity. This assists everyone involved in understanding precisely what has changed and exactly how compliance can be achieved. The article also identifies the need to consult with authorities in the field when in-house expertise may require supplementing. Of course, there is a risk with change, especially where technology is concerned. The Manning and Training article points this out by illustrating how embracing technology can lead to stress when it prevents traditional interaction among seafarers or replaces activities proven to be de-stressers. The lesson here is that change should not necessarily make what was previously done obsolete, because if that happens, positive human traits and even cultural heritage can come under threat.

The phrase ‘embrace change’ has its merits, but it should not be hugged so tightly that it leads to the exclusion of everything else. As such, an effective MOC strategy demands strong leadership, excellent planning, careful guidance and support as well as an assurance that any change will result in a beneficial outcome. Last but certainly not least, it should always be remembered that "there is no such thing as improvement without change".

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 get in touch at contact@wavelength.gr Best wishes, Nick Seaman

Company News Visit to Odessa Office While visiting Odessa for the Officers’ Forum, the Company’s senior managers dropped by the CENMAR Odessa Office. Anthony Lambros and Yannis Procopiou were greeted by Capt. Stryzhov and CENMAR personnel, Khrystyna Vshyvtsova, Natalia Gribinyik, Olga Orlova, Olga Kostrynina, all of whom gave their visitors a warm welcome. Anthony Lambros congratulated everyone on doing a first class job and expressed his hope that they would keep on doing so for years to come. The photos below were taken to commemorate the visit.

Disclaimer: The contents provided herewith are for general information purposes only and are not intended to replace or otherwise contradict the detailed instructions and procedures issued by the owners, managers, flag etc. The articles presented and the views expressed in the bulletin do not necessarily reflect those of the publishers.

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

Babis Trantas Apart from being the gateway to winter, October brought along the sad passing of one of our dearly loved colleagues, Babis Trantas. He passed away on 22 October 2017 at the age of 60 after having struggled bravely with cancer for over three years.

Babis joined the group at a young age in the early 1980s.

Throughout his professional career, he was a dedicated member of the Marine Operations department. During the last 15 years he occupied the key position of Senior Operator, and ended up serving as an interim leader of the department until Mike Kapsorrachis (coincidentally Babis’s “other professional half” as a superintendent 24 years ago) took over earlier this year.

Babis with fellow Operator Margarita Tsaousi Babis with DPA Anthony Lambros

He will be remembered as an extremely popular and kind person, who was always willing to help his colleagues and was continuously trying to bridge gaps and resolve arguments for the greater benefit. One of his favourite tasks was the breaking-in and training of young Operators, a number of whom are now utilising their knowledge both in our group and in other shipping companies. He taught them the tricks of the trade, but more importantly, Babis had the ability to touch their characters and nurture them into honest, hard-working, true professionals.

Babis with Fleet Supervisor Ioannis Vakkas

Outside his professional life, he spent a lot of time pursuing his passion for sports, in particular water polo. He served the local team, ANOG ,initially as a player and then as a manager, eventually leading the women’s team to become Greek and European champions on two occasions. He prided himself on this achievement, and rightly so, but he got even more satisfaction from introducing the younger generation to this sport, and instilling in them core values for their future lives such as discipline, honesty, loyalty, trust, and hard work.

We will all miss his warm smile, colourful personality, passionate style and genuine kindness. A quality colleague and a good friend has left us.

He is survived by his wife and three children, to whom we extend our sincere condolences.

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EU MRV Regulation – Preparation for Compliance

MRV: Monitoring Reporting Verification A. Introduction The European Commission (EC) is bringing emissions from shipping into its 2009 climate and energy package, taking the next step in trying to reduce greenhouse gas (GHG) emissions within the European Union (EU). The EU MRV regulation 2015/757, which entered into force on 1 July 2015 lists the requirements on the Monitoring, Reporting and Verification of carbon dioxide (CO2) emissions from maritime transport.

The objective of this regulation is to gain a better understanding of fuel consumption and CO2 emissions from shipping activities within Europe, and it could be used to provide information for any future greenhouse gas reduction initiatives. The regulation requires ship owners and operators to annually monitor, report and verify CO2 emissions for vessels larger than 5,000 gross tonnage (GT) calling at any EU and EFTA (Norwegian and Icelandic) port.

Data collection takes place on a per voyage basis and starts on 1 January 2018.

The reported CO2 emissions, together with additional data (e.g. cargo, energy efficiency parameters), are to be verified by independent accredited Verifiers and sent to a central data base managed by the European Maritime Safety Agency (EMSA).

The aggregated ship emission and efficiency data will be published by the EC by 30 June 2019 and then every consecutive year.

EU-MRV Monitoring Plan

ABS selected as Verifier

report at the end of each period. Based on the verified monitoring plan, emissions reporting commences on 1 January 2018.

- Have the emissions report independently verified on an annual basis.The verified emissions report should be submitted to the central database (EMSA) by 30 April at the latest every year.

- Subsequently, the reported and verified emissions, as well as related data on energy efficiency, will be made publicly available by the European Commission for the first reporting period on 30 June 2019 and likewise each subsequent year.

- From 2019, the vessel shall continuously carry a Document of Compliance (DOC) on board.

The timeline and flowchart for implementing the EU MRV regulation are shown below.

D. Monitoring and Reporting of CO2 Emissions

B. MRV Applicability The EU MRV Regulation is applicable to ships over 5,000 GT and for each voyage to, within and from EU (and EFTA) ports.

A “voyage” is defined as any movement of a ship that originates from or terminates in, a port of call (EU port) and that serves the purpose of transporting cargo for commercial purposes. In other words: - A reportable voyage is a voyage where at least one port of call is in the EU. - A port of call is a port where a ship stops to load or unload cargo - A voyage is a journey between two ports of call

d1. Monitoring Plan The monitoring plan initially describes the respective vessel and its installed combustion machinery, the emission sources, the fuel types used and their emission factors and the methods used for calculating the fuel consumption.

C. EU MRV Regulation Main Requirements and Timeline The main requirements are as follows: - Develop a ship-specific monitoring plan and have it assessed by an accredited verifier (this is a one-off assessment). The monitoring plan should have been submitted to the Verifier for approval by 31 August 2017 at the latest.

- Monitor and report ship emission data for each annual reporting period (1 January to 31 December). Issue a ship-specific emissions

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The monitoring plan not only describes technical parameters but it also provides descriptions, associated responsibilities and management procedures to monitor aspects such as “completeness of voyages”, “measuring or metering equipment”, “activity data”, “recording cargo carried” and even “how to determine surrogate data for closing data gaps”.

Where management procedures are already in place and effectively implemented as part of the company’s existing management systems, a reference is made in the monitoring plan.

Emission Sources The following emission sources shall be included in the monitoring, reporting and verification procedures: - Main Engines, Auxiliary Engines, Boilers, Inert gas generators (if provided)

Monitoring Requirements on a Per-voyage Basis and on an Annual Basis The monitoring on a per-voyage basis and on an annual basis shall cover the parameters shown in following table:

Ε. Verification of CO2 Emissions The emission factors of each fuel type which are used for calculating the CO2 emissions are shown in following table:

The Verifier’s responsibilities include ensuring that monitoring plans (one-off, before August 2017) and emission reports (annual verifications, starting early 2019) are “correct and in compliance with requirements”. Assurance is to be provided by assessing the reliability, credibility and accuracy of the monitoring systems and of the reported data.

Upon the satisfactory verification of the emission report, a Document of Compliance (DOC) is issued by the Verifier. The Document of Compliance is valid for a period of 18 months after the end of the reporting period.

F. The Company’s Preparation for Compliance with the EU MRV Regulation CO2 emissions = Fuel consumption x emission factor

d2. Reporting Methods for Reporting Fuel Consumption The actual fuel consumption for each voyage shall be determined and calculated using one of the following methods: - Bunker delivery note (BDN) and periodic stocktakes of fuel tanks - Bunker fuel tank monitoring on board - Flow meters for applicable combustion processes - Direct CO2 emission measurements

Our Company’s preparation for compliance with the EU MRV regulation is summarized below: 1. The Classification Society American Bureau of Shipping (ABS) has been selected as the Verifier.

2. Monitoring Plans have been prepared for all vessels of our fleet and were submitted at the end of August to the ABS for approval.

All monitoring plans were approved by the beginning of December 2017.

3. The Danaos MRV module will be used to prepare the emission reports.

4. The EU MRV requirements were presented to the Company’s Officers at the Odessa and Manila Forums.

5. DNV GL, the Norwegian global quality assurance and risk management company, presented the in-house course “Preparing for the EU MRV Regulations” for the Company’s Superintendent Engineers, Marine Superintendents and Operators.

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Marine Operations OILY WATER SEPARATORS – OPERATION & MAINTENANCE The Oily Water Separator (OWS) must be operated with the utmost precision and maintained properly to exclude any risk of marine pollution. Port State Control inspections are very strict in order to ensure compliance with MARPOL regulations. Violations lead to stringent penalties, detention of ships and criminal action against the operating crew. It is in the interest of ship’s personnel to keep the OWS in flawless condition.

1.Recording of Data in Oil Record Book (ORB) & Oil Content Meter (OCM) Date, Time & Alarm Status are recorded in the OCM for a period of 18 months. The Chief Engineer & Engine Officers must be able to present the data recorded in the OCM upon request by PSC officers. The data recorded in the OCM must be consistent with the data recorded in the ORB and Engine Room Log Book. The best practice is to note the exact data of the OCM (start / stop time in UTC) after the completion of an OWS operation and make an exact copy of these data in the ORB (start / stop time in UTC).

Refer to MEPC.1/Circ.736/Rev.2 6 October 2011 ”GUIDANCE FOR THE RECORDING OF OPERATIONS IN THE OIL RECORD BOOK PART I – MACHINERY SPACE OPERATIONS”

Exact correspondence between the entries of ORB & OCM is required

2.Maintenance The routine maintenance of the OWS is clearly defined in the ship’s Planned Maintenance System and corresponds to the instruction manual provided by the maker of the OWS. Routine maintenance and repairs must be recorded in the ORB & in the ship’s computerized Danaos Planned Maintenance System. Extreme attention to detail is required during maintenance to ensure that all mechanical components of the OWS are operating properly.

As an example please note that all the solenoid operated valves of the OWS should function as intended, especially the 3-way valve which diverts the effluent from the OWS to the bilge tank when the 15 ppm alarm is energized. The overall response time, from the 15 ppm alarm to the activation of the 3 way recirculation valve, is up to 20 seconds (according to MEPC 107(49)). The 3-way recirculation valve should be overhauled promptly in the case of the response time being greater than the specified 20 seconds. Sluggishness or the solenoid operated 3-way valve sticking can be caused by corrosion in way of the valve’s stem:

Corrosion in way of valve stem

Valve stem after polishing

3/2way piston valve in position on the OWS

3. Spare Parts of the OWS & OCM (CRITICAL EQUIPMENT SPARES) The inventory of spare parts for the OWS & OCM must be up to date. The minimum required spares are to be carefully stored in the designated box so that they are readily available when needed and when presentation to PSC officers is required. Regular use of the OWS requires regular replacement of certain consumables like filters. Be prepared to provide evidence to PSC officers of the orders of consumables spares which were received on board the ship.

4.Good Bilge Management Practices The utmost care is required to control the entry of water and waste in the bilges so as to optimize the performance of the OWS. The OWS is not designed to filter chemical emulsions, detergents, sewage, sludges or suspended solids like mud, boiler soot and cargo residues. Waste oil must be collected in the sludge and dirty oil tanks for burning in the ship’s incinerator and should never be allowed to enter the bilges or the bilge tank.

Good housekeeping is essential to ensure a clean engine room so as to reduce the production of oily water to be treated in the OWS. Refer to the IMO’s circular MEPC 1/ Circ 677 “Guide to diagnosing contaminants in oily bilge water to maintain, operate and troubleshoot bilge water treatment systems” 5. Joint Master & Chief Engineer Inspection of the OWS & OCM Masters & Chief Engineers sign the Oil Record Book and must be absolutely confident that the equipment related to MARPOL is functioning properly.

Both the Master and Chief Engineer are required to carry out a quarterly joint inspection of the OWS & OCM and record their findings on a designated form (E-32, MARPOL I CHECKLIST- OWS, OCM, INCINERATOR). This is a very important inspection as it is proof that both the Master and Chief Engineer are fully aware of the sound and proper operational condition of the Oily Water Separator.

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Manning and Training

How to beat stress and stay motivated while at sea

A career in seafaring can be a challenging yet rewarding occupation. For many seafarers, it is a great opportunity to better provide for their families and secure their future. However, like any other job that involves being away from loved ones, it can take a toll on a seafarer’s emotional disposition once the sense of isolation and homesickness kicks in. It might even reach a point where the seafarer will deeply regret choosing a life at sea. Most seafarers will, at some point time during their tenure, feel disappointed by their choice of career. This disappointment might arise from multiple machinery breakdowns causing negative feelings, or it might originate from having to cope with the demanding schedule of the vessel that leaves no time for anything other than work.

Alternatively, missing family members and feeling homesick can bring out such feelings. These feelings of extreme longing can easily alter a seafarer’s state of mind and have a negative effect on how well important tasks on board are performed. Needless to say, it is a career for the strong from both physical and psychological perspectives.

having someone to share ideas and thoughts with can be a great way to stay motivated. Do not be afraid to reach out and make a new friend. Mix with others, socialize and engage in meaningful conversations. The individuals working on board more or less share the same reasons for choosing the seafaring life and a bond created by this similarity can last a lifetime.

While it is perfectly normal to feel loneliness upon missing the family left behind, giving in to it will only provide an obstacle to the achievement of goals when the decision was first taken to sail the seas. In situations where negative feelings can compromise performance, the best strategy to combat them is to stay calm, motivated and focused. This can be accomplished by doing some simple things that can prevent a build-up of stress on board ships.

7. Communicate with Family – Most seafarers call home every few days while they are at sea. Although, this may suffice, it is better to make a point of getting in touch with family members at least once a day by whatever means is convenient.

This daily ritual of communicating with loved ones can bring peace of mind.

1.Exercise – Exercising is the best way to beat stress and stay motivated.

It helps sweat off the stress from work and homesickness. Additionally, it makes the mind and body feel motivated for the long days ahead. All too often, seafarers claim they do not have enough time to exercise, but exercising does not mean spending hours in the ship’s gym building up muscle. Instead, it means doing a physical activity that can induce sweating. A quick 20-minute run on the treadmill could do the trick for some while lifting weights for 30 minutes could work, too.

Even 10 minutes of rapid push-ups can be a beneficial workout. So, not having enough time should not be an excuse. There is always enough time to do some basic stretching and other simple exercises even when the vessel is in port.

2.Read a Book – According to seafarers, the second most effective way to beat stress is to read. With the advent of laptops, smartphones and the Internet it is unusual for seafarers to read books these days. This has been reflected in the ship’s library. This important refuge used to be full of books, but these have been largely replaced by DVDs and gossip magazines. A bit of bedtime book reading can allow for better sleep than dozing off after spending time on a smartphone or watching a film. Research shows that spending time on electronic gadgets before sleeping can adversely affect quality of sleep. Watching action thrillers just before bedtime can increase heart rate, thereby making it difficult to fall asleep quickly. Reading, on the other hand, can be very relaxing and is the perfect recipe for good quality sleep. It can also prove to be very motivating, especially when it involves reading the biographies or autobiographies of great historical figures who have overcome major obstacles to achieve success. This can inspire seafarers to accomplish more.

3. Listen to Music – Often described as the elixir of life, music is appropriate for inducing each and every kind of mood. Therefore, music that creates the right frame of mind to cope with the challenges of seafaring life should be played as often as possible. This advice is backed up by research which has shown that listening to music has a positive impact on both the mind and body and is an excellent method of remaining motivated and relaxed.

4. Write a Journal – For some people, putting down thoughts on paper can be a great way to unwind and relax. It also serves as a good archive of all the work that has been done and could be used for easy future reference. Nowadays, an electronic diary can be used to jot down day to day activities. The writing need not be detailed, so just some quick notes on these activities will only take up a little time.

5. Make Friends on Board – Seafarers share a unique relationship with their colleagues. They also live in close proximity with each other. Thus, it is in every seafarer’s best interest to cultivate relationships with others on board as it is impossible to avoid contact with colleagues at sea. Civil relationships are a must because if they are not formed, simple acts like eating dinner together can create tension, which exacerbates stress. It is also a good idea to become good friends with at least one person on board. Having someone to share experiences with can reinforce bonds. These might be the birth of a child or frustrations about setbacks during work. Whatever the feeling, talking about it always helps. Moreover,

6. Socialize on Board – With the advent of the Internet and personal computers, the era of evening get togethers has largely disappeared on many ships. There is a tendency for some seafarers to stay confined in their cabins after work but this should be avoided as greater separation leads to increased feelings of loneliness. Socializing after work prevents loneliness and the detrimental effects it can have. The sea is a hostile working environment and seafarers can often face difficulties. These can be dealt with much more effectively by spending time with people you like and with people that like you. In short, socializing can make life much easier.

8. Eat Healthy Food – Continually eating junk and unhealthy food prevents the mind and body from coping with stress. Ensure that you follow a balanced diet on board. Excessive calorie intake can not only lead to a lack of fitness but it can also affect the ability to survive in an emergency situation. Those extra calories will not only make you unfit, but also could be detrimental to your survival abilities during emergencies on board.

9. Pray / Meditate – Prayers can have a profound influence on mental wellbeing.

They can help put things in perspective and bring peace of mind. Just a short prayer after getting up can help lighten the load of a demanding work schedule. There are also simple techniques used in meditation that can increase calmness and motivation. Yoga, which combines exercise and meditation, is another option. It is worth exploring these alternatives to find an appropriate method of de-stressing.

10. Watch Good Films and Documentaries – Watching films and relaxing go hand in hand but free time should not be filled by watching films alone. Watching documentaries on fascinating subjects will build up knowledge and trigger thinking mechanisms.

Therefore, it is a good idea to take documentaries of interest on board.

11. Maintain Hobbies – Many seafarers think that hobbies should be put on hold during voyages. However, such thoughts are misconceptions as doing enjoyable things like writing or cooking are encouraged. Photography is another hobby that can be fulfilling as seascapes can make the most amazing photographs. Just make sure they are not taken in restricted areas.

A life at sea is demanding, so it requires high levels of concentration during each and every voyage. These levels can be attained by having a sound mind which can increase motivation. Never forget who you are doing this for and make them an inspiration, not a distraction. Always remember that you will return home, soon enough, but for the time being, you have important work to do.

Sources: https://www.marineinsight.com/life-at-sea/seafarers-can-beat-stress-staymotivated-sea/ http://abojeb.com/5-effective-tricks-to-combat-homesickness/

 Exercising

 Communicating with family

 Reading books

 Eating well

 Listening to music

 Praying / Meditating

 Writing a journal

 Watching quality films and documentaries

 Making friends

 Keeping up with hobbies

 Socializing

 De-stressing

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SAFETY FIRST! Message from the DPA: Today, I would like to communicate to you a relatively new learning process that is about to be implemented on board. Traditional training techniques such as lecturing, reading or watching CBTs have been proven relatively ineffective. Modern research has shown that the method that has maximum effectiveness is Structured Engagement Sessions – also known as Learning Engagement or Reflective Learning.

The principle is that the audience (our crew) is a highly trained and experienced group of people. It is much more valuable to have their group knowledge and experience shared than having just one person (e.g. a Trainer) repeating issues that they may already know well. The key features for a successful interactive session of this kind are that: - it must be controlled / structured, i.e. a certain individual must lead the discussion and facilitate the exchange of information and experiences.

We are, therefore, now looking for a FACILITATOR instead of the Trainer we used to have.

- the seafarers must get personally involved and must share their experiences and ideas. We are looking for ENGAGEMENT on the part of the seafarers.

You will soon be receiving material on board that is to be used in such LEARNING sessions. This material will be of three different types: - Learning Engagement Tools (LETs): These are interactive sessions with small groups (6-7 persons) using a specific industry topic as

a guide. We will typically require at least four such sessions to be conducted annually.

- Reflective Learning (RL): These are interactive sessions with larger groups (15-20 persons) that involve the use of AV material, but they are much more than watching a video since the aim is for the visual media to trigger a wider discussion and bring out experiences and ideas under the control of the Facilitator. At least two such sessions must be conducted annually.

- Resilience Training: These are interactive sessions with small groups that focus on personal development, attitude and behaviour etc. instead of industry related matters. The intention is to build up the Resilience of individuals. At least one such session will have to be conducted on a monthly basis under the auspices of a Facilitator.

These learning sessions will probably seem new and unfamiliar.

However, they are merely a structured method of bringing out your own experiences and knowledge. The programme will be initiated by our Shipboard & Shore Training Officers, Marine Superintendents and Supt Engineers. Soon afterwards the officers and crew of each vessel will have to take control.

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

Take action when you see missing protective barriers or equipment needing repair

Burnt section of Main Engine

Source: SHELL Goal Zero (Learning from Incidents) Improperly completed maintenance tasks can result in an incident with severe consequences What happened?

A tanker was at sea when the fire alarm in the engine room sounded. The engineers on the night watch confirmed to the bridge that a fire had started in the lower main engine area. The engineers attempted to investigate the source of the fire but were forced to leave the engine room because of heavy smoke.

They activated the emergency ‘STOP’ and stopped the engine room ventilation. After the head count confirmed all persons were accounted for, the CO2 flooding system was activated and CO2 was released into the engine room. Boundary cooling continued throughout the night until it was confirmed that the fire had been extinguished The investigation found: - A fuel oil line under 6 bar pressure (87 psi) had sheared. The brackets on the line were known to be loose and were not corrected. This allowed the fuel oil line to vibrate and break apart.

- The lagging on the main engine exhaust bellows near the fuel oil line was previously removed to carry out work in the area but it was never replaced completely. This left hot surfaces exposed to temperatures up to 400oC (750F).

- The fuel from the sheared fuel oil line sprayed over the area, including the exposed hot exhaust bellows, and ignited a fire.

-The fire engulfed the engine room.

Lessons learned • Ensure that all hot surfaces which can be a potential ignition source are covered with protective lagging material.

• Check that fuel oil lines are well secured to avoid localised vibration in the line.

• When a job is completed in an area ensure that all protective barriers are replaced.

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Sheared Fuel Oil Line

Engine Room after the fire

Safety Bulletin 17-04

What is a barrier Source: Swiss cheese model theory

Have you seen this before? It is called it Swiss Cheese model, because of the holes that make them look like slices of cheese.

This particular one is the Swiss Cheese model using an example of Doing Hot work…

Have a look at the scheme below.

What is the Hazard? ==> Flammable material What are the barriers that prevent the flammable material causing an incident? ==> …Safety policy determines if Hot work is allowed….sometimes it is not clear (hole in barrier) ==>…Procedures define how the work is to be carried out….sometimes it is confusing (hole in barrier) ==>…Permit to Work ensures that all checks are carried out….sometimes they are not done properly (hole in barrier) ==>…Alarms give a warning of a dangerous situation developing…. sometimes they are not maintained properly (hole in barrier) ==>…PPE provides the last line of defence….sometimes it is not used or not appropriate (hole in barrier) When all such barriers don’t work properly at the same time, it is similar to the holes in the barriers lining up. Then, the hazard passes through and results in an incident like a FIRE!

TRUST :

Ten Really Useful (new) Terms 1. Resilience is the ability to overcome adversities and move on!

2. Safety Culture comprises the ways in which safety is managed in the workplace, and often reflects "the attitudes, beliefs, perceptions and values that employees share in relation to safety”.

3. Behaviour Based Safety (BBS) is about the behaviour of all employees.

It emphasizes all those behaviours that contribute to an accident free environment.

4. Collective Normalisation is a wrong practice that becomes common practice.

It is when we do things that we KNOW are not safe! But why do we do them?

Because we’ve always done it that way, or because that’s what everybody else does!

Over time we just don’t see the risk and, therefore, don’t try to change it!

5. Safety Intervention is when you intervene in a POSITIVE manner to change an unsafe behaviour / condition to a safe one. Interrupt work that is unsafe!

6. Chronic Unease means noticing the weak, dangerous signals that could cause an accident AND responding to them in a much more effective way. It is the opposite of complacency!

7. Barriers are elements of the SMS, hardware, PPE and other safeguards that are already available in order to prevent hazards from becoming incidents!

8. Reflective learning & 9. Learning From Incidents (LFI) occur through group discussions! Having a structured shared conversation around safety makes safety connect with our personal thoughts, thereby making a change in behaviours that affect safety.

10. Goal Zero is the goal of people working in shipping trying to eradicate all incidents! It means preventing harm to people, maintaining the integrity of your vessel and reducing environmental impact.

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2017 OFFICERS’ FORUM ___ Odessa, Ukraine The Forum was held at the M1 Club Hotel in Odessa, Ukraine on Tuesday 19th September 2017. It was well attended by a total of 34 officers from Ukraine and Russia, all of whom were recruited through CENMAR Odessa. There were also a number of personnel from CENMAR Odessa in attendance, including Capt. Stryzhov.

The team from the Head Office in Greece who participated in the presentations comprised Mr. Yannis Procopiou (Forum Chairman. M&T Manager / Marine Trust), Mr. Anthony Lambros (Q&S Manager & DPA / Marine Trust), Mr. Dimitris Sarandis (Technical Reporting Supervisor / Marine Trust), Capt. Yannis Papageorgiou (Marine Superintendent / Marine Trust) and Capt. Panagiotis Bartzis (M&T Dept. / Marine Trust). In addition, an arrangement was made for Dr. Natalia Kuchmiy of the Zdorovye Medical Centre to speak about health issues. Overall, the venue was satisfactory. The planning and preparation were excellent, but

time management left something to be desired.

However, the final session was quite short so the Forum was completed on time. All officers of both disciplines were kept together throughout.

Mr. Yannis Procopiou chaired the Forum, beginning session one with an opening address.

He was both relaxed and comfortable in the setting, which was a rather small room filled to capacity. This created a rather intimate atmosphere, making the use of a microphone unnecessary most of the time. The next speaker was Mr. Anthony Lambros who delivered a five-minute introductory message from the management followed by a one-hour presentation on Leadership, Teamwork, Motivation and Resilience.

The officers showed interest in the new perspectives introduced to these subjects.

The officers taking a leadership style evaluation test

The third presentation entitled “We Safeguard Seafarers’ Health” was primarily devoted to information about the Zdorovye Medical Centre.

The presentation by Mr. Dimitris Sarandis lasted for ninety minutes and was divided into four sections: Energy Efficiency & SEEMP Annual Review, Regulatory Update (BWM / IMO & USCG, EU MRV), Environmental Management Plan and PMS, recent changes in the Company’s SMS (Technical dept.). His delivery reflected his relaxed style, which led to his talk being well received. However, it seemed that most of the topics he covered were already known to the attendees.

After lunch, it was Capt. Yannis Papageorgiou’s turn. His talk was also divided into four subject areas: Safety Campaigns; Mooring Safety / Snap Back Dangers, Engine Room Fire Prevention, Anchoring Safely / Proper Use of Hydraulic Equipment, Current PSC Concentrated Inspection Campaigns -Safety of Navigation (Paris & Tokyo MOUs) -Enclosed Space Entry (Riyadh MoU) and Effective Preparation for PSC & Vetting Inspections. Although the subjects had been prepared by M. Kapsorrachis, who had to withdraw at the last moment, leaving the speaker little time for preparation, Capt. Papageorgiou delivered the subjects well. He also made a great effort to interact with the Captains and Chief Officers and get the Chief Engineers involved in the discussions.

During the final session of the Forum, a Q&A session took place where the officers were invited to raise their concerns and ask pertinent questions. Diverse topics were discussed openly. These ranged from Risk Assessment and Management of Change to Work/Rest periods as well as from Economical Steaming to onboard Administrative Workload.

At the end of the Forum a small ceremony was held to reward four of the longest serving officers to the Company as well as Capt. Stryzhov of CENMAR Odessa. Yannis Prokopiou presented a commemorative plaque of appreciation for their loyalty and a gift (ipad) to:

Yannis Procopiou presenting the loyalty award to Capt. Perkhun and Capt. Stryzhov

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- - - -

Capt PERKHUN Dmytro (18 years) Capt GAYOVY Oleksiy (16 years) C/E IVANOV Oleksandr (16 years) C/E KORINCHAK Denys (15 years)

It appeared that this symbolic gesture was highly appreciated by all.

Thank you, Anthony Lambros

A brief video of the event can be found at: https://www.dropbox.com/s/nizr7lvx7lmer9l/OFFICER%27S%20FORUM%202017_1080%D1%80.mp4?dl=0

The Forum participants in a group photo at the end

Liquefaction Responsible for Further Losses The MV Emerald Star, a 2010-built supramax bulker, capsized off the Philippines while carrying 57,000 tons of nickel ore. The vessel was en route to Lianyungang, China with a cargo that had been loaded at Buli, Indonesia. After the supramax bulker had capsized in adverse weather conditions, vessels responding to the emergency situation were able to rescue 16 of the crew, leaving 10 unaccounted for.

The cause of the capsize has been identified as the liquefaction of nickel ore, a Group A cargo carrying with it a high risk in the International Marine Bulk Cargoes Code. Such cargoes that are susceptible to liquefaction when there is an excessive moisture content can readily endanger a vessel and all those aboard. If the ore liquefies as the free surface flow effect takes hold, then where will be a substantial cargo shift, leading to a change in the centre of gravity, imbalance and capsize. Since the process is very quick, there is little or no warning that it is about to destabilize the vessel.

It is widely known that shipping nickel ore on the route planned for the MV Emerald Star carries with it an enhanced risk factor. This association is based on statistical evidence as between October 2010 and December 2011 four ships sank while carrying nickel ore from Indonesia to China. Sixty-six seafarers perished in those incidents. Then, in 2013, the loss of the MV Trans Summer followed as a result of the same phenomenon.

After this spate of accidents, there was an export ban imposed on Indonesian nickel ore and bauxite.

The effect of this was a reduction of accidents due to liquefaction, but in 2017, the ban was eased under specific conditions as Indonesia had adopted new rules. When the ban was relaxed in January 2017, INTERCARGO was quick to remind all parties involved in the nickel ore/bauxite trade of the risks associated with transporting such cargoes. They also stressed that prior to acceptance of these cargoes there should be a careful assessment made of them.

Sources: www.gcaptain.com

www.ukpandi.com

www.platts.com

www.maritime-executive.com

Nickel ore prior to and after liquefaction Source: http://www.gard.no

Issue 62- Dec 2017

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Culture Corner: Fishing with Cormorants Relationships between humans and animals or birds that are mutually beneficial to both parties have been documented for well over a thousand years. Using birds to catch fish is just one example of how the connection between people and other life forms has become embedded in culture.

Almost fourteen centuries ago, during China’s Tang Dynasty (618-907), the practice of fishing with cormorants was developed. It is a practice that still exists today and one whose cultural significance has been recognised in the countries where it became both an art and a science – China and Japan.

Keisai Eisen's print of cormorant fishing on the Nagara River during the Edo period Source: https://commons.wikimedia.org/w/index.php?curid=2968941

Although it is not absolutely certain where the practice began, it is widely accepted that it was probably first taken up in Japan as its initial mention was made in that country. During the Tang Dynasty, there were close cultural ties between the two countries and it has been speculated that a Chinese monk may have visited Japan, where he learned the art. This speculation is supported by the fact that fishing with cormorants did not become widespread throughout China. Instead, it was limited to a specific area as described by the Tang era poet Du Fu (712-770). This area is known today as The Three Gorges Dam. In present-day China, much of this art of fishing is limited to just a handful of places primarily due to dwindling stocks. Additionally, the practice is not continued just as an occupation but also as a draw for tourists who can witness the spectacle twice daily at Lake Baiyangdian. Unfortunately, the fishing there has been put under threat. One problem relates to industrial, residential and agricultural pollution, all of which endanger the aquatic life in the lake. The Chinese Government has responded to this threat by pledging $1bn to keep the lake clean so that the cultural heritage of the area can be retained. A second problem concerns future fishermen as the young would rather gain an education so that they can make money in the new economy than eke out a living from traditional occupations. This kind of fishing also takes place in Zhouzhang, Tongli and Luzhi Water Towns, Yongjia County in Zhejiang Province and on the River Li. In modern Japan, the most famous location for cormorant fishing is on the Nagara River near Gifu City. This place has been sponsored by the Emperor since the 1890s to ensure the practice continues, which

means that the river is given special protection. Indeed, part of the first catch of the season is sent to the Imperial Palace. Apart from visits by Japanese historical figures who have marvelled at the skill of the fishing masters that ply their trade on this stretch of river, Charlie Chaplin witnessed the fishing twice in the 1930s and found it very impressive on both occasions. Other places where cormorant fishing can be seen are on the Uji River in Uji, which is a cultural hotspot, on the Hozu River in Kyoto and on the Kiso River in Inuyama.

The selection of the cormorant as a fishing partner could not have been bettered.

These endearing birds do not have oily feathers, so they are able to dive deeper than the majority of their seafaring cousins whose water resistant plumage give them added buoyancy. The downside is that the cormorant’s feathers get wet resulting in the bird having to air dry them from time to time. To prevent the bird from eating the fish it catches, it has a cord tied around its neck. This setup forces the bird to hold the fish in a pouch at the base of the throat because it cannot swallow it. When it returns to the surface the fisherman gradually works the fish, which is fit for human consumption, upwards before extracting it from the bird’s mouth.

Training the bird takes years during which time their trust has to be gained. Fishing masters accomplish this by showing them affection. They keep their fishing partners in aviaries next to their houses, talk to them regularly and stroke their heads and bellies. These actions together with the fishing masters’ genuine admiration of the cormorant’s abilities and its cobalt-blue eyes are seen as the only way for forge a lasting relationship.

There are some people who believe that the cormorants are being unfairly exploited. They think that the birds are not given sufficient compensation for their efforts. At first glance, this criticism may seem justified, but as the fishing masters know, their partners will stop diving if they do not receive enough fish in return for Cormorant’s classic pose while air drying its wings giving up their catch. It is Courtesy of: Miya's photo taken in Hyogo, Japan something that the human half of the partnership has always known and has acted on. If the fisherman had not recognised this and taken the appropriate measures when the practice was first established, fishing with cormorants would never have become part of Chinese and Japanese culture.

Additionally, it would not have become a spectacle that can effectively transport audiences back in time so that they can gain a glimpse of life during the Tang Dynasty. It is a rare opportunity for present-day humans to witness such events and one that future generations should not be deprived of as has been the case with many lost practices that have forged cultural identities across the globe.

Sources: www.businessinsider.com | www.chinatravel.com | www.japan-talk.com | www.unmissablejapan.com

Racing Yachts The start of the Volvo Ocean Race in Alicante gave us a chance to appreciate the skill of experienced sailors on board beautiful yachts. It also took many of us back to the 35th America’s Cup held earlier in the year, when technology made the onboard systems much more interconnected than in previous years and lifted racing yachts into the realm of flying machines.

What allows them “to fly” is a wing that generates horizontal lift. The rigid wing, which is as long as that found on a Boeing 737, operates on the same principles as those that govern aircraft flight. It consists of a wide leading edge and a thinner trailing edge, and the crew are able to adjust the forward “lift” with a jib sail in the same way that the angle of the flaps on an aircraft are altered so as to make optimal use of the wind.

As the lift takes the hull out of the water there is far less drag, thereby allowing the yacht to travel faster. This is fine but there is a danger of the yacht tipping over under these conditions.

That is where the two foils come into play by ensuring that the lift from the wing acts in one direction and propels the yacht forward. The foils also generate extra lift. At £500,000 a pair, these multi-layer carbon-fibre components of the state-of-the-art racing yacht may seem expensive, but they are key to the yacht’s staggering performance.

Modern racing yachts can now realise more than 52 knots even when the wind speed is a mere 12-15 knots. At such a speed, and even higher ones, there is constant battle to maintain balance through the adjustment of the wingsail, foils and rudder. It is a battle that pushes the sailors’ skills to the limit. If the battle is lost, the yacht can be destroyed and the lives of the 2017 America’s Cup entrant crew can be put at risk. If it is won, we can witness the human-technology interface taking Source: www.bikehugger.com yacht-racing to new heights.

Sources: www.popularmechanics.com | www.telegraph.co.uk | www.sailingworld.com | www.stuff.co.nz

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Issue 62- Dec 2017

‘Lakes’ under the Sea Over 3000 feet beneath the surface of the Gulf of Mexico lies a ‘lake’ on the sea bed. When it was discovered just recently, it attracted a great deal of attention even though such pools have been documented for about 30 years.

The body of water in question, which has been dubbed the “Hot Tub Brine Machine” due to its structure, took millions of years to form.

The slow process began when the Gulf of Mexico evaporated, leaving behind massive amounts of salt. Over time the layers of salt were buried by sediments. Then as seawater seeped up through the layers of salt, the salt dissolved causing the sea floor to become unstable and eventually collapse to form ridges and depressions.

The seawater whose concentration increased due to the extra salt dissolved in it became much denser than the surrounding water, so it settled into the depressions to form ‘lakes’.

The ‘lakes’ vary considerably in size, shape and structure. The “Hot Tub Brine Machine”, for example, is crater-like in appearance with its walls rising about 12 feet above the ocean floor. It is surrounded by coloured minerals with mussels that live on the edge and help keep the walls intact. During the study of this particular pool conducted

by Erik Cordes, associate professor of biology at Temple University, it was found that the temperature inside increased with depth and the brine was five times saltier than the surrounding water. It also revealed that there was a negligible concentration of oxygen and that toxic chemicals like hydrogen sulphide and methane were present. Indeed, the conditions are so harsh that few forms of life can tolerate them.

Among the creatures that dwell close to the ‘lakes’ are mussels, shrimp, tube worms and bacteria. The first species thrives by gaining nutrients from the bacteria that can convert chemicals into energy at depths where there is a distinct absence of sunlight. Around some of these brine ‘lakes’ live mussels that dwarf their shrimp neighbours and are thought to live up to 100 years. If other sea creatures swim too close to the pool or into it, they suffer toxic shock that inevitably kills them unless they manage to swim away quickly enough. The ones that do not escape are preserved by the extremely salty water.

As such, these amazing underwater ‘lakes’ are best observed from a distance.

Sources: www.sciencealert.com | https://oceantoday.noaa.gov www.latimes.com | BBC Earth

Edge of a Brine Lake teeming with mussels Source: https://nautiluslive.org

SPECIAL VESSEL: Bottsand – Oil Recovery Ship This vessel is one of two German-Navy-operated, split-hull oil recovery vessels. As suggested by this description, the vessel can split along her hull. This unique feat allows Bottsand to collect oil contaminated water into a recovery tank that has a capacity of 790m3. The bow can open up to 65o, which creates a collecting area of more than 40m2.

Once in position, Bottsand is able to pump the polluted water into a tank where it can be cleaned. Bottsand can deal with up to 140 square metres of water surface with an oil depth of 2mm every hour.

Bottsand came into service in 1984 and was tasked with containing any oil spill originating from German ships at sea. Built in Bremen by Luhring Schiffswerft, Brake and Hegemann, Bottsand has a length of 46.3m, a 12-metre beam and a draught of 3.1m. At 657 DWT, this amazing vessel is propelled by 2 x 650kW AEG electro engines that allow her to reach a speed of 10kn. Despite being a German Navy ship, Bottsand is manned by a civilian crew of six.

Bottsand keeping her secret capability hidden Courtesy of: Rebell18190

Bottsand, after which the class of vessel is named, is based at Warnemunde. Her sister ship, Eversand, is based at Wilhemshaven. Both ships have made a significant contribution to maintaining vulnerable marine environments and will continue to do so in the foreseeable future.

Bottsand revealing her true capacity for cleaning up spills Source: globalsecurity.org

Sources:www.amusingplanet.com www.dictionaire.sensagentleparisien.fr www.shipspotting.com

Issue 62- Dec 2017

13

Cities and Ports:

Rio de Janeiro

The City It was in January 1502 when an expedition led by Pedro At the end of the century skyscrapers sprung up, favelas increased in number Alvarez Cabral came upon what is known today as Guanabara Bay. The and the population surpassed the 11 million mark.

Portuguese explorers thought that what they observed was the mouth of a Today, the city covers 485 square miles with the Greater Rio area extending river, so they named the place Rio (river) de Janeiro (of January). Just over five to over 2000 square miles. Although Rio de Janeiro is heavily populated, it is still characterised by its stunning decades later, in 1555, Rio became home to beaches, rolling hills partly covered the first permanent settlers. The Frenchman, by tropical forests and iconic natural Nicholas Durand de Villegaignon, who brought landmarks such as Sugarloaf Mountain.

600 soldiers and colonists on two vessels gave This beauty has continued to attract the place another name: France Antarctique. tourists from within Brazil and abroad The foundations of the town were laid by the as it provides an ideal location to Portuguese knight, Estacio de Sa a decade unwind, relax and during Carnival to later. After two years the French were driven revel in music, song and dance, making out. The knight called the town Sao Sebastiao this iconic city the most visited in South do Rio de Janeiro, but the name was shortened America. Indeed, international visitors a little while afterwards. approach 3 million annually. However, Towards the end of the 16th century, Rio Rio is not just about fun. The city is became a strategic location for shipping in an important economic centre whose the region, connecting Portugal, the rest of status derives primarily from becoming Europe and Africa to Brazil. As a result of its Botafogo Bay and Sugarloaf Mountain the main trade centre for the gold and importance, Rio de Janeiro was targeted by the Dutch and Courtesy of: Halley Pacheco de Oliveira diamond mining areas of Minas Gerais nearby.

French enemies of the Portuguese. So, the inhabitants built forts and formed alliances with native tribes to defend their interests.

After a period of turbulence, Brazil declared independence in 1822 and Rio de Rio de Janeiro is divided up into four areas: the central area, the south zone, Janeiro was chosen as the capital. The era following independence witnessed the north zone, which is the most heavily populated industrial sector and the the expansion of coffee plantations. Export trade in this commodity, cotton, west zone, which has seen much of the recent growth. The central area of rubber and sugar attracted bankers and merchants as did the development of the city is home to the world famous Copacabana beach, over 50 museums, Rio’s infrastructure. By 1890, the population had risen to around half-a-million, including the National Museum of Fine Arts, the Municipal Theatre, which is making Rio one of the a near replica of the Paris biggest cities in the world. Opera House, the Botanical Early in following century Garden founded in 1805 swamps were drained, and now home to over 7000 streets were widened and species on a 350-acre site paved and improvements and the spacious Campo in sanitation were made so de Santana Park. Rio is as to reduce the cases of also a centre for education, yellow fever. Throughout research, literature and the twentieth century, the music, making it a truly population increased, but remarkable and interesting after Brasilia became the urban centre. capital growth Municipal Theatre of Rio de Janeiro A view of the Copacabana beach from Sugarloaf Mountain Courtesy of: Haakon S. Krohn slowed for a while.

Courtesy of: Chensiyuan The Port The Port of Rio de Janeiro is administered by Companhia Docas do Rio de Janeiro. It is the third busiest port in the country and the second largest manufacturing centre behind Sao Paulo. It is home to a number of industries that produce chemicals, processed foods, textiles, pharmaceuticals, clothing and furniture.

Plants that manufacture petroleum and metal products are also located in the port area.

The Port of Rio de Janeiro extends from Mana Pier to the Wharf of the Cashew. It covers 7000m of wharf, 883m of pier and is fully accessible by rail, road and boat.

Facilities in the port include lifts as well as fixed, mobile and floating cranes that are at the disposal of dry cargo vessels, container ships, liners, ro-ro ships, bulkers and tankers. Furthermore, there are stevedoring services available and numerous warehouses. More analytically, the Wharf of Gramboa has 18 warehouses covering 60,000m2, the Wharves of Cristavao have 12,000m2 of warehouses space and the Wharf of the Cashew, which handles liquid bulk, containers and ro-ro vessels, has three warehouses and 177,000m2 of open yard.

Port of Rio de Janeiro Courtesy of: Jorge Andrade Although Rio is a major tourist destination, passenger numbers moving through the port are relatively low as cruise ships account for around just 5% of the total traffic visiting the port. The wide range of cargo handled in the port include iron ore, manganese, coal, oil, gas, sugar, wheat, vehicles and liquid cargo.

While the port is clearly moving forward, it remembers part of its history that should never be forgotten. The history in question is the involvement in the slave trade in the first half of the nineteenth century, when almost 900,000 African slaves, most of whom came from the former Portuguese colony of Angola, passed through the port. At Valongo Wharf, which is now a UNESCO world heritage site, there is a permanent reminder of how we should never treat our fellow human beings. The monument is also a symbol of hope that such vile acts will never be repeated.

Sources: www.worldportsource.com | www.rio.com | www.thoughtco.com | www.searates.com | www.britannica.com | www.portosno.gov.br | www.history.com

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Issue 62- Dec 2017

Test your Brain!

1. Make the names of two countries using all the letters in the following sentence: THE CLAN IS COLD. 2. Which three-letter word can be used to complete the following words: S_ _ _ GER, T_ _ _ KLE and VIE_ _ _ G. 3. The letters in the chemical symbols for nickel, osmium, silver and tantalum can be used to spell the name of the capital of a country.

What is the name of the country?

QUIZ

1. Who wrote “The Officer’s Aide Memoire” as a practical guide for new officers during World War II? (A) Francis Pridham (B) John Pelly (C) Brian Lavery (D) Tony Dory 2. Which of the following was the busiest container port in 2015?

(A) Santos (B) Los Angeles (C) Antwerp (D) Manila 3. What was the name of the first submarine to complete a submerged circumnavigation of the globe?

(A) USS Nautilus (B) USS Triton (C) USS Enterprise (D) USS Bainbridge 4. On what date was World Maritime Day formally celebrated at the IMO in 2017?

(A) 4th October B 8th October (C) 22nd September (D) 28th September

4. What is the next number in the following sequence: 1, 2, 6, 24, 120, 720, X?

5. What was the name of the ship that Capt. James Cook commanded on his 2nd and 3rd voyages to explore the Pacific?

(A) HMS Resolution (B) HMS Adventure (C) HMS Pembroke (D) HMS Bounty

5. What word can come before each of these three words to form common phrases: CITY, LETTER and PUNISHMENT?

6. Which of the following countries has the fewest ports?

(A) South Africa (B) Thailand (C) Vietnam (D) Venezuela

6. When Jim is asked his age, he says he was 25 years old two days earlier and will be 28 the following year. How is this possible?

7. A woman dials a number, waits for a reply and hangs up as soon as the person picks up. She feels better when she puts the phone down. Why? 8. I am a unit of time but if you remove one of my letters, you’ll have the name of an insect. What am I?

7. Approximately what percentage of the world merchant fleet were bulk carriers as of January 2016?

(A) 40% (B) 20% (C) 24% (D) 32% 8. According to 2014/5 statistics which commodity was the third major dry bulk cargo in terms of seaborne trade?

(A) iron ore (B) wood (C) grains (D) fertilizers 9. Which deadly creature is thought to have been inadvertently introduced into France in a shipment of pottery in 2004?

(A) Russel’s viper (B) Giant hornet (C) Vietnamese centipede (D) Funnel-web spider 10. Which of the following ships did the sea explorer, Henry Hudson, not sail on?

(A) Discovery (B) Half Moon (C) Hopewell (D) Clove

Answers at the foot of the page 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.

Ε

1. First Officers’ Forum venue (6)

U

2. Cause of Emerald Star capsizing (12)

D

N

3. Brunel’s middle name (7)

F

4. Erebus last sighted here (6,3)

A

T

6. German oil recovery vessel (8)

N S

U

7. Brine lake dwellers (7)

M

8. Document of this required from 2019 (10) 9. Material for racing yacht foils (6,5)

C

10. Cormorant fishing location (9)

H

11. Plan assessed by Verifier (10)

N C

P

5. Famous beach in Rio (10)

A C

L

A B

N U N

A T

G

R

Hint: Stress-reducing activity Answers at the bottom:

KEYWORD SOLUTIONS: 1. Odessa 2. Liquefaction 3. Kingdom 4. BaffinBay 5. Copacabana 6. Bottsand 7. Mussels 8. Compliance 9.

CarbonFibre 10. Zhouzhang 11. Monitoring Keyword: SOCIALIZING Quiz answers:1B 2C 3B 4D 5A 6A 7D 8C 9B 10D TEST YOUR BRAIN answers: 1. Scotland, Chile 2. Win 3. Chile (Santiago) 4. 5040 5. Capital 6. He is speaking on 1st January and his birthday is on 31st December 7. (One possibility) she is in a hotel and has dialled the number of the person in the next room who was snoring so loudly that she couldn’t get to sleep 8. Mo(n)th

Issue 62- Dec 2017

15

Historic Vessels SS Great Eastern

HMS Erebus

The SS Great Eastern was the brainchild of Isambard Kingdom Brunel, who began work on her plans in 1852. At 22,500 tons and over 700ft in length, the iconic steamship was over twice as large as the previous record holder and four times as big as any other vessel operating at the time. This presented problems as no dry dock could cater for her construction. So, Brunel decided to get her built parallel to the Thames.

However, getting her afloat took a great deal of time and money, which bankrupted her owners.

The HMS Erebus was built at Pembroke dockyard in Wales. At 105feet long with a beam of 25 feet, the 372-ton vessel was armed with mortars and guns. Although the HMS Erebus was launched in 1826, she did not make her mark until 1840, when after undergoing modifications that would allow her to operate in the Antarctic, she headed south from Tasmania with her sister ship, the HMS Terror.

Her new owners abandoned the original plan to use her for voyages between England and Ceylon in favour of transatlantic crossings. After being outfitted, the SS Great Eastern had her maiden voyage set for 7th September 1858. Unfortunately, due to stress-related symptoms, Brunel suffered a stroke immediately prior to this date and he died shortly afterwards. The problems relating to the huge vessel’s operation continued and these caused financial concerns. There were also accidents that exacerbated the financial health of the second owners. The last straw was a boiler explosion that resulted in the second company failing because of the cost of repairs. There was also an explosion on one of the steam jackets that led to 17 people being injured, five of them fatally.

Both vessels landed on Victoria Land from where the discovery of the Ross Ice Shelf, named after the captain of the HMS Erebus, James Clark Ross. Unfortunately, the explorers were unable to carry on and they had no choice but to return to Tasmania. During the next two years the HMS Erebus allowed Captain Ross to make further discoveries in the Antarctic and collect oceanographic data together with ornithological and botanical specimens.

Courtesy of: Illustrated London News Source: https:// commons.wikimedia. org/w/index. hp?curid=11256137

Great Eastern harboured in Milford Haven, 1870s Source: https:// commons.wikimedia. org/w/index. php?curid=15603929

The bad luck that seemed to have latched on to the SS Great Eastern did not end there. In January 1860 the Captain, who had been selected

by Brunel, drowned together with 3 crew members when the small boat taking them to the huge ship capsized during a storm. As these events took place when Victorian England was fascinated by the paranormal, it was widely believed that the vessel was haunted by a riveter and his boy helper who had been accidentally entombed in the space between two hulls. In June 1860, she eventually reached New York, where she was an exhibit that made voyages up and down the coast. In September 1861, she was disabled during a storm and in the following year, she hit an uncharted rock while approaching New York. This caused an 85ftlong, 5ft-wide gash to her outer hull, requiring expensive repairs that bankrupted another company.

The SS Great Eastern was then auctioned off and chartered to lay a cable across the Atlantic. In 1866, after performing admirably, she reached New York with the cable that allowed for communication between America and England. Despite this success, a French company attempted to return her to passenger-carrying duties. This failed miserably, so she resumed cable-laying operations after being sold at auction. Between 1869 and 1874, she managed to lay six more cables from Europe to America, made repairs on two others and laid one across the Indian Ocean. In 1874, the Great Eastern was laid up in Wales. Twelve years later, the giant vessel arrived in Liverpool, where she became an exhibition ship. She also adopted the same role in London and Scotland prior to being sold in 1887. Over the next two years she was slowly broken up.

Despite being a feat of engineering in her time, the SS Great Eastern failed to live up to initial expectations. However, she did find her niche laying cables and perhaps she is best remembered for her success in this sphere rather than being seemingly jinxed while performing other duties.

Sources: www.ikbrunel.org.uk | www.applet_magic.com

The next mission for the flagship HMS Erebus and her sister ship was to cross the Northwest Passage in one go, which had never been done before. Prior to their departure for the Arctic, they were fitted with steam enginesCourtesy and had their hulls reinforced withNews iron plates. In August 1845, of: Illustrated London the HMS Erebus under Sir John Franklin was seen going into Baffin Bay Source: https://commons.wikimedia. along with her companion vessel. It was the last sighting of either vessel org/w/index.php?curid=11256137 on that mission.

The disappearance of the flagship HMS Erebus and HMS Terror became a mystery that was the talk of Victorian England. A huge search effort began, but after local Inuits revealed what they knew, it became clear that both icebound ships had been abandoned. All 129 men had set out on foot to reach civilisation after rescue vessels failed to locate them. Autopsies carried out on those that perished indicated that the whole crew had lost their lives to hypothermia, scurvy, starvation, botulism and lead poisoning from the food contaminated by the tins in which it was kept.

Although the remains of crew members were found, it was not until September 2014 that the wreck of the HMS Erebus was located. Her resting place was south of King William Island in Nunavut. Her sister ship was found two years later. Parks Canada, the expedition leaders, have been preparing future explorations and a potential excavation of the HMS Erebus despite the challenges caused by the harsh Arctic environment.

Like the SS Great Eastern, the HMS Erebus was unable to complete a mission due to risks not being properly accounted for. Nevertheless, in the same way that the former ship accomplished a great deal in her cable-laying operations, the HMS Erebus contributed greatly to research in the Antarctic.

Sources: www.pc.gc.ca/en/culture/franklin https://wikipedia.org/wiki/HMS.Erebus