Wavelength #63

ISSUE 63 MARCH 2018

To reach our Seafarers

In this issue Company News Main Engine System Oil Contamination

by Water Safe Anchoring Operations

Health and Safety Campaign

2 4 6 7

Safety First 8 Message from the DPA 10 Manila Forum 13 City and Port of Durban 14 Historic Vessels 16

Editorial Dear readers,

Without wishing to detract from the importance of other issues, I would like to focus on a hot item in the shipping industry that has sparked much debate since its inception. I am, of course, referring to the GOAL ZERO initiative, which is multidimensional in character and has ushered in a new perspective on safety at sea.

At first glance, the notion of fully eradicating all incidents might seem unattainable. This type of assessment is not unusual when new approaches are introduced, but such reservations are primarily based on previous ways of thinking. With regard to safety, the shipping industry has until recently adopted reactive strategy and less effective learning methods. The GOAL ZERO approach, on the other hand, utilizes a proactive stance based on future causality and employs reflective learning, which is proven to be much more efficient. In addition, the fresh insight into the concepts of mind traps, barriers, weak signals and resilience provides seafarers with the tools to heighten their awareness of the potential for incidents to occur and act accordingly. This new way of thinking will make GOAL ZERO achievable, a claim reinforced in the message from the DPA. Naturally, the goal will not be realised immediately, but it can become a reality as long as those implementing the GOAL ZERO initiative are fully committed to it.

Apart from the destination of an incident-free industry, there is the journey or voyage towards it which also brings great benefits. One of these again involves changing perspectives. In my limited time peering into the industry, I have witnessed a historically prevalent “us and them” mindset between ship and shore-based personnel throughout the world of shipping. This is an overall impression and certainly not applicable to all companies and if I am wrong, I am more than willing to stand corrected. However, what I am quite certain about is the ability of GOAL ZERO to illustrate the high regard companies have for their seafarers. This can manifest itself through a genuine concern for seafarer safety that seamen can reciprocate via a recognition that their welfare is of prime importance to their employers. In short, GOAL ZERO will strengthen relationships and lay the foundations on which a new safety culture can be built. In this way, the journey to GOAL ZERO becomes an integral part of establishing trust, which is essential to progress towards creating a safer work environment.

With regard to the Company’s GOAL ZERO initiative, substantial inroads have already been made. These have been reflected in how our Seafarers have embraced the initiative as exemplified in the recent visit to M/T George S. Additionally, the interaction among ship and shore personnel at the Manila Officers’ Forum clearly illustrates that our Seafarers are a fundamental part of a team for whom the Company visibly cares. As such, the message that our Seafarers getting home safely has always been of paramount importance is one that rings true.

I have only managed to scratch the surface of what GOAL ZERO means in terms of its effect on safety at sea and how its development ties in with modern psychological research into employee welfare and behaviour in the workplace.

Despite this, it can be readily seen that this innovative approach to improving safety at sea has the potential to reveal what can be achieved when we utilize current thinking to dispel previously accepted notions.

I sincerely hope you enjoy this issue of Wavelength. If you have any comments, suggestions or questions about the content, please do not hesitate to contact me at comment@wavelength.gr Best wishes,

Nick Seaman

Company News

Goal Zero and Reflective Learning on board “GEORGE S.”

The Marine Trust team ready to board the vessel.

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

On 1 Feb 2018, a sizeable delegation from the side of the shore management boarded the “GEORGE S.” in Greece. The shore team was led by DPA A. Lambros and included members of the Company’s top management such as I. Pantos (Technical), M. Kapsorrachis (Marine Operations), as well as another 10 shore staff from various departments.

The purpose of the visit was to introduce on board the Company’s Goal Zero Vision, and launch the Goal Zero Vision’s new safety training methods of Reflective Learning, Learning Engagement Tools (LET) and Resilience Training.

Master Capt. Yelenchuk and Chief Engineer Vovchenko were very hospitable and receptive of the Head Office team. Initially, a meeting was held between the vessel’s senior officers and the Company’s management, during which the principles were discussed and opinions exchanged on how the programme could be better implemented.

Thereafter, a Reflective Learning session was held with the joint participation of seafarers and shore staff, followed by two LETs. The interaction between the vessel and shore sides was very constructive and overall, the seafarers appeared to have a genuine interest in the newly introduced safety training methods and seemed to understand how beneficial they can be for their personal safety.

A. Lambros introducing the Learning Engagement Tools

Mike Kapsorrachis raising a point during the Reflective Learning session

Visiting the Engine Control Room

A. Lambros with Second Officer Andriy Bondar

From all of us, sincerest thanks are due to Capt.Leonind Yelenchuk and the crew of the “GEORGE S.” for a job well done, and safe seas to all!!

Anthony Lambros – DPA

Capt. Leonid Yelenchuk with Operator Margarita Tsaousi

Issue 63-March 2018

3

Technical

Main Engine System Oil Contamination by Water – Consequences and Recommendations for Reducing the Risk of Engine Breakdown During the last decade several new vessels have experienced main engine breakdowns due to M/E system oil contamination by water.

Modern marine diesel engines are technically complex and are becoming increasingly powerful and efficient. The compactness of engines and the engine ratings (gas pressure, engine speed and stroke/bore) influence the magnitude of the specific load on the bearing and make the correct choice of bearing metals, construction, production quality and, in certain bearings, the application of an overlayer essential.

However, it should be noted that water in the lube oil system may lead to corrosive wear of the overlayer and, eventually, mechanical damage to the crosshead bearings, resulting in high repair costs. As per the Engine Makers MAN Diesel and Wartsila, the maximum water content in M/E system oil is 0.2% and for short periods only, 0.5%.

It should be noted that for MAN Diesel Engines the bearing material of the crosshead bearings is either tin-based white metal (HM07) for MC type Engines or tin-aluminum (AlSn40) for MC-C type Engines.

The sliding properties of tin aluminium AlSn40 are very similar to those of tin -based white metals but the dynamic loading capacity of this material is higher than that of tin-based white metals at similar working temperatures.

The crosshead bearings are provided with an overlayer, which is a thin galvanic coating of mainly lead (Pb), copper (Cu) and tin (Sn) and is applied directly on the white metal or, via a thin galvanically applied intermediate layer of either Ag or Ni, on to the tin aluminum sliding surface of the bearing.

Composition of tin-aluminum (AlSn40) Crosshead Bearings

The overlayer is a soft and ductile coating, its main objective is to ensure good embeddability and conformity between the bearing sliding surface and the pin surface geometry.

If the M/E system oil becomes contaminated with an amount of water exceeding the limit of 0.2%, acute corrosive wear of the crosshead bearing overlayer may occur. Furthermore, the higher the water content, the faster the wear rate. A water content higher than 1% could lead to critical damage within a few days of operation.

Wear on the overlayer changes the geometry of the bearing surface and thereby the intended "embedded arch" geometry. A change in the bearing geometry will obstruct the oil film formation, which is critical for the correct functioning of the crosshead bearing. Moreover, excessive wear of the overlayer in AlSn40 bearings could eventually, expose the interlayer to nickel - to - steel contact with the crosshead pin, and result in scuffing action between the pin and the bearing shell. In addition to damaging the bearings, there is, in extreme cases, a risk of crankcase explosion.

Corrosion of the overlayer is a potential problem only for crosshead bearings, because only crosshead bearings are designed with an overlayer. Main and crankpin bearings may also suffer from water contamination, but the damage mechanism would be different and not as acute as with overlayer corrosion damage.

4

Issue 63-March 2018

Possible Causes of Main Engine System Oil Contamination by Water The possible sources for water contamination are as follows: 1. Malfunction of the M/E L.O. Purifier - Incorrect selection of gravity disc - Malfunction of the paring tube - Malfunction of the water solenoid valve (responsible for creating the interface in the bowl) 2. Sea water / fresh water leakage in the M/E L.O. cooler 3. Steam leakage in the M/E L.O. purifier heater 4. Piston cooling water leakage 5. Steam leakage from the M/E sump tank heating coils 6. Condensed water in the de-aeration pipe fitted on the M/E crankcase and sumptank with no drain lines 7. Water leakage from the plug at the bottom of the cylinder frame 8. Bilge water entering the sump tank through the pipe, expansion bellow or flanges of the connection between the sump tank and crankcase (if the expansion bellow is defective)

Several cases of crosshead bearing overlayer corrosion are shown in the pictures below:

Partially corroded overlayer, not yet scuffed

Almost completely corroded-off overlayer, severe scuffing between Nilayer, AlSn40 lining and XH-pin

Overlayer completely corroded away, partial scuffing between Ni-layer and pin, partial steel-to-steel contact

Overlayer completely corroded away Ni 100% exposed, partial scuffing between Ni-layer and pin

Steel-to-steel contact, severe damage to crosshead pin

Actions & Treatment for Water Removal When the water content over the allowable limit of 0.2% is found in the system oil, the following treatments should be carried out as soon as possible after rectifying the cause of water contamination. a. In cases where the fresh water content is below 0.5%, it is possible to continue engine running. However, the purifier should be operated continuously.

At engine stop, the crankshaft should be re-turned occasionally (preferably a half turn each hour) to avoid rust forming at the bottom position. In addition, there should be a continuous operation of the purifier. It is best for water droplets on the inner wall of the crankcase to be wiped off. After confirmation that the water content has dropped below 0.2%, it is recommended that each set of main, crankpin, and overhead bearings should be inspected.

The operation of the purifier should be in accordance with the Maker's recommendation. However, the following are generally applicable: The throughput of the purifier should be at 20-25% capacity.

The heating-up temperature before the purifier should be 85°C. b. In cases where the fresh water content is higher than 0.5% or the sea water content is above 0.2%, the following actions should be taken at the earliest opportunity of engine stop, maintaining the continuous operation of the purifier while the engine is running: 1. Cleaning the crankcase and the sump tank after transferring the system oil from the sump tank to the empty settling tank 2. Flushing for about 30 min. after putting in the minimum amount of new system oil for circulation by the L.O. pump During circulation, the crankshaft should be turned every 5-10 minutes.

3. Repeat steps 1 and 2 until the sampled circulating oil shows the water content Technical to be below 0.5% and there is a negligible amount of salt.

Then fill up the sump tank with the specified amount of new system oil.

4. Inspect the following components after completing steps 1-3: continued - The main, crankpin and crosshead bearings and their journals on p.10 - The tightening bolts for the above - The inside of the piston crown and its tightening bolts In connection with the above, we would also like to draw your attention to two (2) cases of Main Engine system oil contamination by water in vessels in our fleet:

Issue 63-March 2018

5

Marine Operations

SAFE ANCHORING OPERATIONS

Further to our previous articles for the prevention of anchor loss and windlass maintenance and for the enhancement of safe anchoring operations, we would like to bring to your attention two cases of anchoring equipment failures attributed to rough weather & inadequate responses by operating personnel.

Case No1 – handymax bulk carrier The ship was in laden condition & anchored at a water depth of 19 metres. The weather deteriorated rapidly (winds of 6-7B) when the ship was called to shift to berth to discharge her cargo.

During the heaving of the port anchor, the anchor chain became entangled below the bulbous bow creating an abnormal tension on the anchor chain and damaging the gear of the chain lifter. There were no injuries to the ship’s personnel. The anchor windlass was unable to operate and a replacement of the chain lifter, gear & shaft was required.

The causes of the anchor windlass damage were: -heaving the anchor during rough weather; -ineffective communication between the bridge & anchoring team resulting in an abnormal tension of the anchor chain, damage to the windlass and the loss of anchor and chain.

Preventive action: -Observe closely the weather reports and heave the anchor before the weather deteriorates.

-Ensure that the tension to the anchor chain is kept to a minimum and manoeuvre the ship as required.

Case No2 – aframax tanker The ship was anchored in Constanta Anchorage in mid January 2018. The weather deteriorated and 9 shackles of the anchor chain were lost.

The anchor chain was detached in way of a common link forward of the chain stopper. The windlass and associated equipment (chain lifter, shaft, hydraulic motor) were unaffected. There were no injuries to the ship’s personnel. Nine shackles of the anchor chain, including the anchor had to be replaced.

The weather conditions at the time of the anchor chain damage: Wind speed: 13-14.5 m/s, Wave height: 2-2.5 m The cause of the anchor windlass damage was: -that personnel did not weigh the anchor in time to avoid bad weather. Constanta anchorage is notorious for extreme weather conditions during winter that has led to many ships losing their anchor & chain.

Preventive action: -Observe closely the weather reports and heave the anchor before the weather deteriorates.

One common root cause of anchor loss incidents ( and others) is the indecisiveness of the OOW or responsible officer, which has led to the action taken ending up being too little, too late. The Masters and Chief Engineers should continuously train and encourage their officers to take decisive actions at early stages without fear of overreacting. An open '' no-blame'' approach will greatly benefit the responsible officers as they will gain self-confidence.

Safety lessons:

1. Monitor the weather forecast. Use all navigational equipment to ensure that the vessel is not dragging. Leave the anchorage in time when heavy weather is approaching.

Trying to heave the anchor in bad weather will cause extreme strain to the anchor chain and may result in windlass and/or hydraulic motor damage and anchor chain loss.

Windlasses are designed to be operated in calm weather.

Be aware of the anchoring equipment limitations according to the design criteria of IACS UR A1:

Windlasses are designed for temporary mooring in harbour or a sheltered area: • Current velocity: max 2.5 m/s • Wind velocity: max 2.5 m/s • No waves Equivalent condition, including wave loads: • Current velocity: max 1.5 m/s • Wind velocity: max 11 m/s • Significant wave height max 2 m/s

6

Issue 63-March 2018

2. Proper communication between the bridge team & anchoring team is essential. Double check to ensure that the anchor chain is weighed with the minimum possible tension. The ship has to be suitably manoeuvred using her engines to ensure that the anchor chain is heaved properly.

3. Anchoring operations are to be carried out according to the Company’s SMS, Navigational Operational Manual, Section 3 “Anchoring”.

4. Training of all officers engaged in anchoring operations is essential. A very informative video titled “Anchor Awareness” produced by DNV-GL, Gard & the Swedish Club is included in the “Data for Master & Chief Engineer”.

This video can be used as a starting point for Reflective Training sessions to ensure safe anchoring operations.

Manning and Training Review of Health & Safety Campaign

A Health & Safety Campaign (02_2017) on Fitness on board Merchant Ships was launched in May 2017 and lasted till December 2017.

The material for the campaign was drawn from www.seafarerswelfare.org . During this eight-month period, all Seafarers were asked to review the contents of the campaign, which contained the following components:

Introduction Tips for successful implementation of fitness on board Basis of Fitness Testing your condition Setting goals Warming up and cooling down Improving Fitness Training with dynaband Avoiding injuries In order to promote guidelines for fitness, the following actions took place: a. One copy of the Guidelines was handed to each crew member, including joiners. b. A laminated copy of the campaign was placed inside the gym. c. A log was located inside the gym in which Seamen would record when they visited and how long they stayed. d. Fifteen days after the campaign was launched, the crews offered their opinions regarding the programme. Their input was summarised and forwarded. e.

The crews on various vessels requested specific equipment. This was supplied. f. Seamen commented on and evaluated the programme once a month and their participation in it was recorded.

This continued until the conclusion of the campaign. g. A record of exercising was provided in the form of an assortment of photos of the crew members exercising. h. Crew members took into account any restrictions placed upon them due to official medical reasons.

CE-Bermuda seamen performing a yoga session

Photos from M/V Polymnia

It was stressed to all Seamen that fitness does not equate to power training. The Seamen were also informed of the benefits of keeping fit like achieving optimum physical condition, facilitating movement, increasing the rate of recovery and reducing the feeling of tiredness.

The dangers of overtraining such as causing weakness were also pointed out and it was recommended that a fitness training regime (goals, frequency of training, weights used etc.) should be tailor made for each individual Seafarer. Apart from the sports equipment provided on request to certain vessels, additional information, including BMI and how to maintain it was sent to those crews that required it.

Evaluations of the effectiveness of the specific campaign was sent from the participating vessels. The comments made are shown below.

“Some crew members have become consistent with their workout, because their body already adjusted to the routine. Sometimes their body seeks comfort after performing routine workout at the gym. They have a better sleep at night if they have a workout even as short as 30 mins.

Some crew members say that even when they sign off, they will continue working out at home. Crew members said a significant improvement was noted and a loss of weight was evident.” – M/T Pserimos “Crew members are consistent with the Company's program, although sometimes they are busy with the vessel's operations. Other crew members also carry out simple exercises in their cabins. Off-signers were advised to continue their exercise during vacation to prevent future health troubles during their medical examination for the next employment. New crew members are encouraged to join the fitness program while on board.” – M/V Casta Diva “The Master conducted a random interview to the crew who performed this program. Most of them responded that it helped them lose weight.

They admitted that exercising is not only losing weight but also enhancing cardio system and gaining muscle or physical body structure. They emphasized that everyday exercise can make their mind and body free from stress. They can move without any pain or muscle injuries. This program makes their body relax after exercising. The Master and Chief Officer added that each crew member on board must set their own goal about this program and continue to perform for the future outcome or result. As of now, it is confirmed that crew members are consistent with the program, and have shown improvement on their health and physical appearance. “ – M/V Calliope P. “Crew members have been found to be using the health facilities on board. Due to hectic port rotation, they are not consistent with the program, but they have been using the facilities as & when they are getting opportunities. Crew members are able to utilize the facility during their spare time. The effects of campaign on crew members are very positive.” – M/T Dynasty “Except for an improvement of physical and mental condition of health, some crew members noticed that they have commenced to sleep better” – M/T Yannis P. “All crew members are happy that the vessel was equipped with sports stock and there is a possibility to go in for sports during free time from work.” –M/T CE-Breeze

Issue 63-March 2018

7

SAFETY FIRST! CHRONIC UNEASE - ALERTNESS TO WEAK SIGNALS AND TO MIND TRAPS Source: Company’s Goal Zero

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

What are Mind Traps?

A natural tendency for human thinking to be influenced by what someone wants, expects, or thinks is going to happen…… DESPITE evidence that suggests something else!

Why does our mind work this way?

Because of emotional interference Because of a reluctance to apply mental effort Because of a tendency to jump to easy conclusions without giving a decision proper attention

TRUST

Ten Really Useful Safety Tips

What are the WEAK signals?

Weak Signals are signs or indications that things may not be all right, and that some of the barriers intended to prevent an incident are starting to fail or are missing!

Some examples are: 1. Corrosion where we do not expect it 2. An unusual smell on deck or in the accommodation area

Are the horizontal lines straight or crooked?

3. A pump vibrating in an unusual way, or unusual noise coming from machinery 4. Unknown reasons for equipment stopping or resetting 5. A new employee looking puzzled by a vital or elementary piece of equipment 6. A meter that is giving an unexpected reading 7. Paperwork supporting critical tasks not having been completed

Some examples of Mind Traps and how to avoid them are:

8. Procedures being incorrect or out of date

---> the tendency to underestimate a risk that has become familiar, especially in tasks we undertake regularly without incident (risk normalisation). For example, the risk of entering a port where the ship has frequently called before can be grossly underestimated as can be the case in the ferry boat business.

Always review each task independently.

9. Decisions not to comply with standards or normal practices 10. Supervisors repeatedly not taking concerns of junior staff seriously

---> the tendency to search for or interpret information in a way that confirms our preconceptions. Always be objective when evaluating a task or operation.

---> a willingness to ignore, or find alternative explanations that allow us to rationalise away information that does not fit with our mental model of the situation.Always exhaust all sources and all information when evaluating a task or operation. Never pick and choose the ones that suit you!

- --> the tendency to be over-optimistic, overestimating the likelihood of success, also known as wishful thinking. Never assume and Never say: “Don’t worry, it will be OK.” Never think: “It will not happen to me!” because it can happen to anyone.

- --> the tendency to want to continue on a course of action once committed to it, even when circumstances change and risks increase.

Never push on with an idea or a plan simply because it is what you started out to do!

- --> the tendency to want to agree with the consensus of a group of people. Always be alert and vigilant, and always challenge/question the situation with your own criteria. The fact that the majority do/view a task in a specific way, does not necessarily mean it is the right way for you.

- --> the tendency to perceive risks based on the way the problem is stated e.g. the statement “There is a 90% chance of success.” will be seen more positively, and with less risk associated than the statement “There is a 10% chance of failure.” Never “paint over” a situation in order to make it look better.

“A state of Chronic Unease is achieved when we have created a culture where we are alert to weak signals, and make effective and timely challenges and interventions on risk assessments and decision making”.

• Detect these weak signals.

• Respond strongly to these weak signals.

• Ensure these mind traps do not cause you to make bad decisions.

8

Issue 63-March 2018

DO NOT RESET ELECTRICAL EQUIPMENT FOLLOWING A TRIP WITHOUT EVALUATING THE CAUSE Source: SHELL Partners in Safety (Learning from Incidents)

What happenned?

About three and a half hours after the departure of a vessel from port, the main circuit breaker for one of the diesel generators (DG) suffered a catastrophic failure.

The main circuit breaker failed with the violent release of a large amount of thermal energy. An electrical arc, which seriously damaged the circuit breakers, relays, and switchgear in the panels was generated. This started a fire in the main switchboard and the engine control room.

The crew successfully extinguished both fires using portable carbon dioxide & dry powder extinguishers. A loss of propulsion and a blackout occurred. The emergency generator started and provided lighting and essential services. However, propulsion could not be restored and the vessel had to be towed back to port. One of the engineers on watch suffered burns and was admitted to hospital. The vessel was laid up for many days to carry out repairs.

Burnt cables in the deck head

View of the main circuit breaker

The investigation noted that: • The main circuit breaker had tripped twice (WEAK SIGNAL!) earlier during the day due to overload even though the DG was only running at 50% load. The main circuit breaker was reset and no fault finding exercise was carried out.

• The vessel had completed four years of service since delivery and no visual inspection or protection test of the circuit breaker had been carried out.

• The maker prescribed recommendations for 3-monthly, 6-monthly and yearly maintenance schedules, including checking various trips and protection devices of a breaker. These recommendations were not (fully) complied with.

Lessons learned • Do not ignore unknown reasons for equipment stopping. (WEAK SIGNAL!) • Do not neglect the Maker’s recommended maintenance routines for electrical equipment.

• Ensure the ship’s staff are competent to work on electrical equipment.

KEY MESSAGE:

Do not reset electrical equipment following a trip without evaluating the cause!

Barriers prevent the Hazard from becoming an Incident

ARE YOUR BARRIERS STRONG? What are the barriers that prevent an electrical arc turning into an incident?

When all your barriers don’t work properly at the same time... the holes line up... then, the hazard passes through and results in an incident!

Issue 63-March 2018

9

Message from the DPA:

GOAL ZERO – OUR REAL BUSINESS IS SAFETY GOAL ZERO. What do these two words mean to you? You are all familiar with our mission statement and our targets of zero incidents, zero spills etc. Many people think that these are just nice words placed in a policy merely to make it look good, but are not realistic targets.

For us GOAL ZERO is a true target, and when we say “true” we mean it is achievable! We firmly believe in an industry with zero casualties / fatalities / serious incidents, and we are striving to play our part in achieving it.

We pride ourselves on not having a single casualty or incident related fatality since our inception more than 25 years ago. However, we are not resting on our laurels- we are in a state of chronic unease. We are continuously improving our safety performance and as such we are emphasizing our GOAL ZERO targets with the introduction of new learning methods.

In the previous edition of Wavelength (62) we introduced the concepts of Reflective Learning and Learning Engagement Tools, which along with Leadership Visits, form the three pillars on which our GOAL ZERO program is supported. The overall foundation of the structure is Resilience, which we defined in Wavelength 61. Everything is thus interconnected as shown here: You will be soon receiving on board a Reflective Learning Kit, which includes all the necessary tools to implement the relevant Reflective Learning, LET and Resilience modules. Detailed instructions will also be issued and SBTRNs / Company Superintendents will be on board to assist you with the initial implementation. The main point to remember is that the success of this learning initiative lies with your active participation. It is designed to bring out your experiences and to share your concerns, so please be honest, open and forthcoming.

GOAL ZERO is more than just words. It means getting the job done safely every single time. It means doing your Risk Assessments, it means wearing your PPE, it means being vigilant and alert, it means looking after each other, it means caring for your colleagues, for your ship and for the environment. But most of all it means GETTING HOME SAFELY! For us this is the most important of all achievements – and it is only achieved though the joint efforts of all.

Always keep this in mind: OUR REAL BUSINESS IS SAFETY. No business can run without safety.

So please, continue making us proud, continue GETTING HOME SAFE. Wishing you safe seas.

Anthony Lambros / Q&S Manager – DPA * The Three Pillars concept and sketch were taken from Shell Maritime Partners in Safety program, in which we are proud to be participating.

Root Cause

Technical (cont'd from page5)

1st Case: M/E System Oil Contamination by Fresh Water – Water Content: 1.5% Course of events

The M/E system oil was contaminated by fresh water due to a malfunction of the M/E L.O. purifier (Maker: Alfa Laval).

The paring tube of the L.O. purifier which discharges water from the purifier was found to be stuck.

The M/E system oil was contaminated by fresh water due to an M/E L.O. purifier malfunction while the vessel was alongside at Caofeidian/China for discharging. The water content in the oil was 1.5%.

The Chief Engineer was instructed to transfer the contaminated oil to the M/E L.O. settling tank, to clean the M/E L.O. sump tank and proceed with further checks on the probable cause of contamination. The M/E system oil was completely replenished with new oil. However, the most probable cause was identified as insufficient flushing of the M/E system oil piping system. Even the new oil was contaminated by water to a lesser degree i.e. water presence in oil 0.6%.

The vessel sailed with a water contamination content of 0.6% for a period of 12 hours in order to reach the next discharging port of Qinhuangdao.

M/E system oil with water content:

Item no.4: Paring tube

0%

10

0.6%

Issue 63-March 2018

1.5%

M/E L.O. Cooler – Paring Tube

Findings / Extent of Damage - The M/E crosshead bearings nos 1, 4 and 6 were found to have excessive overlayer corrosion and scoring marks. The bearings were replaced by new ones as per the MAN Diesel recommendation.

- The M/E crosshead bearings nos 2, 3 and 5 were found to be in better condition than 1, 4 and 6. However, overlayer corrosion was noticed and as per the MAN Diesel recommendation, these bearings were also replaced.

- The M/E main bearings nos 4 and 6 and the crankpin bearings nos 2 and 5 were found to be in good condition.

M/E Crosshead Bearings with Excessive Overlayer Corrosion

Rectification / Corrective Actions - Transferring the contaminated M/E system oil to the M/E L.O. settling tank - Cleaning the M/E L.O. sump tank and the M/E crankcase - Refilling with new fresh M/E system oil - Pressure testing of the M/E L.O. cooler and the M/E L.O. purifier heater - Having the M/E L.O. purifier inspected and overhauled by an Alfa Laval Service Engineer - Renewing all six (6) M/E crosshead bearings - Polishing all the M/E crosshead pins by using a "3M" micro polishing film of 15 microns

Renewal of crosshead bearings

Polishing of crosshead pins

2nd Case: M/E System Oil Contamination by Fresh Water – Water Content: 1.6% Course of events The M/E system oil was found to be contaminated by sea water due to a leakage in the M/E L.O. cooler while the vessel was alongside at Tianjin/China for discharging. The water content in the oil was 1.6%.

The Chief Engineer reported that the vessel may have sailed for a period of up to 10 hours with contaminated oil prior to arrival at Tianjin.

Root Cause The M/E system oil was contaminated by sea water due to leakage in the M/E L.O. cooler.

The M/E L.O. cooler was pressure tested and sixty-one (61) tubes were found to be leaking.

Findings / Extent of Damage - All the M/E crosshead bearings were found with partial overlayer corrosion and were replaced by new ones as per the MAN Diesel recommendation.

- The M/E main bearings nos 3 and 6 and the crankpin bearings nos 3 and 6 were found to be in good condition.

Leaking M/E L.O. cooler

Rectification / Corrective Actions

- Transferring the contaminated M/E system oil to the M/E L.O. settling tank - Cleaning the M/E L.O. sump tank and the M/E crankcase - Refilling with new fresh M/E system oil - Pressure testing of the M/E L.O. cooler and the M/E L.O. purifier heater - Having the M/E L.O. purifier inspected and overhauled by an Alfa Laval Service Engineer - Renewing all six (6) M/E crosshead bearings - Polishing all the M/E crosshead pins by using a "3M" micro polishing film of 15 microns

Renewal of crosshead bearings

M/E L.O. cooler retubing

Preventive Actions

In order to avoid a recurrence of similar incidents and reduce the risk of suffering crosshead bearing damage due to excessive water contamination of the Main Engine system oil, the following preventive actions will be taken: 1. Watch-keeping: Diligent watch-keeping in the engine room is of paramount importance.

- Checking for "dew" formation on sight glasses and the appearance of the oil (if it is milky) can provide an early indication of water contamination in the lubricating oil.

- Similarly, other signs such as abnormal working pressure, pressure fluctuations, unusual alarms, excessive vapour from the crankcase vent and unexpected changes in the sump tank level should be investigated immediately as remedial action may be required.

Cleaning of the M/E L.O. sump tank Technical continued on p.12

Issue 63-March 2018

11

Technical / Preventive Actions (cont'd from page11) 2. The "Lubricating oil monitoring procedures" (FIM, Chapter F, Section 6, Rev. No3) will

be revised as follows: a. Actions & treatment for water removal will be included in the procedures. b. A daily lube oil monitoring log will be filled in and sent to Head Office every week.

The results of the daily hissing sound test, the indications (AW-Water Activity & temperature) of the "Water in Oil Detection System" (where fitted) and the MT Value of the M/E L.O. purifier water transducer (for Alfa Laval "S" type) will be included in the aforementioned log. c. If water presence in oil is revealed by the hissing sound test, a lube oil check with the "TOTAL" onboard Lube oil test kit should be carried out immediately and the Technical Department should be informed of the results. d. A sufficient number of reagents for the "TOTAL" Lube Oil Test Kit are to be kept on board. e. The interval of the M/E L.O. cooler (one of the possible sources of the water contamination) pressure test is to be revised from 60 months to 36 months (every "TOTAL" Onboard Lube Oil Test Kit drydock). f. A calibration of the "Water in Oil Detection" system is to be carried out every 36 months. e. The interval of the M/E L.O. cooler (one of the possible sources of the water contamination) pressure test is to be revised from 60 months to 36 months (every drydock). f. A calibration of the "Water in Oil Detection" system is to be carried out every 36 months. g. As the M/E L.O. Purifier is one of the possible sources of water contamination, in case of a high water content alarm due to an L.O. Purifier malfunction, the purifier should not be used until the problem is identified and rectified. In this case, the Technical Department has to be informed immediately. h. A quantity of new M/E system oil sufficient for a total replenishment of contaminated oil should be kept on board.

"Water in Oil Detection" System

3. There should be a retrofit installation of the "Water in Oil Detection" System recommended by MAN Diesel on Company vessels which do not carry such equipment.

4. There will be an upgrade of the "Alfa Laval" P and S type L.O. purifiers "SV10" water solenoid valve (responsible for creating the interface in the bowl).

It should be noted that there have been some incidents when the "SV10" solenoid valve has got stuck in an open position and the M/E system oil has been contaminated by water.

5. The Service Letter "SL05-460/NHN", dated November 2005, concerning "Crosshead Bearing Condition" is to be carefully reviewed by all Engine Department personnel and discussed during the safety meetings two (2) times per year.

6. A Circular concerning this subject/topic will be sent to every vessel in the Company's fleet.

Special Vessel

FLIP Floating Instrument Platform Research Vessel The initial goal of the designers of this unique vessel, Dr Fred Fisher and Dr Fred Speiss, was to provide scientists like themselves with greater stability within the workspace from which wave forms could be studied. Launched in 1962 by The Gunderson Bros Engineering Company of Portland, the FLIP, which is technically known as a “spar buoy”, is now owned by the Office of Naval Research (ONR) and is operated by the Maritime Physical Laboratory at Scripps Institution of Oceanography. Based at Scripp’s Nimitz Facility in San Diego, California, FLIP is a 355-foot-long, spoon-shaped buoy that has the capacity to alter position from horizontal to vertical. This transition that allows FLIP to stand at 90o to the surface is achieved by pumping 700 tons of seawater into the ‘handle’ end while pumping in air to the ‘cradle’ end. The process takes under half-an-hour and is certainly one of the most spectacular that can be observed at sea. During the reverse process, compressed air forces water out of the ballast tanks.

Since FLIP serves as a platform for underwater acoustics, the research vessel has no propulsion power to interfere with the acoustic equipment. As a result, the voyage to the area of operation requires assistance from a towing vessel. Once in the area, FLIP can be held in position with up to three anchors, and when in the vertical position, the protruding end can reach the height of a five-storey building. In this position, a wave of 30ft will only make FLIP move 3ft vertically in the water column. Due to FLIP’s unique capability, scientific instruments are fitted sideways into the walls, rooms have one door for use in the horizontal position and another for access in the vertical position and the fixtures are attached to swivels and gimbals so that they can turn at the same time as FLIP does, wherever possible. Those fixtures like sinks that do not rotate efficiently are duplicated.

The main power source is two 150kW generators backed up by a 40kW generator.

FLIP is also equipped with a gyroscope, GPS, RADAR and a reverse osmosis water maker that supplies a 1500-gallon tank with fresh water. As regards accommodation, there is space for researchers and five crew. Originally, there were no bunks because it was thought that the cramped conditions would deter researchers. However, they embraced the space and preferred not to have to return to the mothership.

FLIP scientists have researched wave length, the density and temperature of water, meteorological phenomena relevant for flora and fauna as well as other fields of oceanography. Although FLIP has proved invaluable in gathering crucial data, future operations are heavily dependent on research budgets. Thus, what happens to FLIP hangs in the balance of the moment.

Sources: www.shiptechnology.com / www.atlasobscura.com / www.marineinsight.com

12

Issue 63-March 2018

FLIP in the vertical position Source: www.atlasobscura.com

2017 OFFICERS’ FORUM : Manila, Philippines Forum – Sofitel Philippine Plaza Hotel, 21 November 2017 Training Day – Diamond Hotel, 22 November 2017 The Forum was held on Tuesday 21 November 2017 at the usual location, the Sofitel Philippine Plaza Hotel in Manila. The following day was dedicated to training, with the officers splitting up into Deck/Engine disciplines and following relevant training courses. The team of speakers from Head Office in Greece consisted of Mr. Yannis Procopiou (M&T Manager), Mr. Dimitris Sarandis (Technical Reporting Supervisor), Mr. Andreas Chandris (Operator), Ms. Elli Moretti (Deputy DPA) and the undersigned (DPA). Also in attendance from Head Office were Mr. Nasos Skouras (M&T Dept) and Ms. Maria Malegou (Insurance & Claims). The external speakers during the first day were Dr. Glennda E. Canlas, Medical Director of the Halcyon Clinic and Mr. Gabriel Dovles of TQC. During the second day, the speakers/presenters were Mr. Andreas Chandris and Capt. Bethoven Saguid from DNV-GL. These two speakers addressed the deck officers. The engine officers attended talks by Mr. Dimitris Sarandis and Mr. Emmanuel S. Se from the Norwegian Training Centre. The Forum was attended by a total of 41 officers from the Philippinnes. In addition, there were a number of attendees from the CENMAR Manila office.

The coffee breaks are an opportunity to get to know each other better and also to raise points of common interest.

As Forum Chairman, Yannis Procopiou welcomed the attendees and delivered the opening address. He was followed by Mr. Anthony Lambros, who relayed a message from the management regarding Leadership and Resilience.

Immediately before the coffee break, Dr. Canlas gave a talk entitled ”Your Health is in Your Hands”. The second session was begun by Ms. Eli Moretti, who gave a presentation on the GOAL ZERO initiative and discussed Reflective Learning from incidents. The next speaker was Mr. Andreas Chandris. The subjects of his presentation were Risk Assessment and Management of Change Awareness, both of which allowed the officers to engage in fruitful discussions.

After lunch, it was the turn of Mr. Dimitris Sarandis. His talk had four components: The Energy Efficiency & SEEMP Annual Review, a Regulatory Update (BWM/ IMO) & USCG, EU MRV), the Environmental Management Plan and Recent Changes in the Company’s SMS (Technical Dept.). Given the amount of material he had to cover, his presentation lasted 75 minutes. After the second coffee break, a talk of the same length was given by Mr. Gabriel Dovles. His presentation was entitled ”The Root of all Evil - Root Cause Analysis practical tips”. A round table open discussion coordinated by Mr. Anthony Lambros concluded the first day of the Forum.

During the second day, CENMAR Manila Training Day, Mr. Andreas Chandris began the deck officers’ programme with ”The Year in Review – The Good, the Bad and the Ugly”, which lasted for an hour. Then, Capt. Bethoven Saguid with his wealth of experience as a Master Mariner, Marine Technical Superintendent, Maritime Trainer and Certified Assessor, in Shipping Business Management and in Ship Management took the floor. He effectively covered the topics of Navigational Audits and Learning from Incidents. As regards the engine officers, they were first addressed by Mr. Dimitris Sarandis on the subject of Intrinsically Safe, Explosion Proof and Electrical Equipment. The guest speaker, Mr. Emmanuel Se then talked about the Zero Incident Project, highlighting the points of Chronic Unease, Learning from Incidents and Reflective Learning. He also covered the subjects of electrical related issues on board, their effect on the operation of a vessel and a logical approach to troubleshooting. His extensive experience as an Electrical Engineering Superintendent, an Electrotechnical Officer, a Training Officer/Instructor and a Facilities Engineer together with his educational background as a graduate in BS Electronics and Communication allowed him to deliver an excellent presentation.At the end of the Forum proper, a small ceremony was held to reward four of the longest-serving officers present from the loyal pool of seafarers.

A feature of the Forum that was seen to great effect was the chance for attendees to engage less formally during breaks. Additionally, there was a basketball match between the Marine Trust/ CENMAR shore team and the CENMAR crew team. This event, though competitive, brought everyone together, reinforcing the idea that everybody in the Company is part of the same team and indeed, the same family. The Forum was well received by all, especially with regard to the message that teamwork is the cornerstone of success. A final mention should go to the CENMAR staff who organized the events and without whom the conference could not have taken place.

We are all part of the same team!

Thank you, Anthony Lambros A brief video of the event can be found at: https://www.dropbox.com/sh/kwl93gkq98ty390/AAAAQrXSG0Sjy2mtMPY5q_ Oaa?dl=0&preview=CENMAR+FINAL+-+Copy.mp4

In actual fact, we are all part of the same family!

Issue 63-March 2018

13

Cities and Ports

Durban

The City

Prior to being renamed Durban after Sir Benjamin D’Urban, the governor of the Cape Colony between 1834 and 1837, the now famous port city was called Port Natal. The first mention of the area in which Durban is located was in 1497, when Vasco da Gama landed there while in search of a route from Europe to India aboard the Sao Gabriel. He named the area Terrado Natal, but he was far from the first to set foot in that place as it is thought to have been inhabited by migrants from the north as long as 100,000 years ago.

The first permanent settlement, Port Natal, was established north of the Bay of Natal in 1824. Port Natal was founded by merchants from the Cape Colony who were led by F.G Farewell, a British officer, along with Henry Finn. Finn was an adventurer who had managed to secure a large part of the land following the presentation of glass beads to the Zulu King Shaka. The cessation was a token of gratitude to Finn as he had successfully treated a stab would inflicted on King Shaka by an Ndwandwe assailant. During the late 1830s and early ‘40s, Durban_TownHall there was a power struggle between the Boers and the British to gain control of Durban. Almost a century later, Courtesy of: Mister-E in 1935, Durban became a city as a result of its transformation from Source: https://commons.wikimedia.org a neat Victorian town to a modern metropolis. This change primarily involved much taller buildings being constructed after WWI. Modern Durban has made attracting investment a high priority. The city is now the HQ of the country’s sugar industry and home to a wide range of manufacturing activities. It is also the ‘host city’ to Samsung Electronics, Toyota and Unilever as well as other global giants. Another development strategy involves boosting the number of international visitors to the city and surrounding area. It is called the Durban Visitation Strategy, an ambitious plan to attract five million tourists by 2020. The financial aspect of the plan has seen R10bn injected in the economy to support 74,000 jobs. Additionally, there has been a R1bn upgrade of the Beachfront Promenade, which indicates that investor confidence in the future of the city is high.

This comes as no surprise as Durban has the assets to be a tourist magnet. Its beautiful sandy beaches, subtropical climate and proximity to KwaZulu-Natal’s game and nature reserves make it a major draw. Other Moses Mabhida Stadium attractions that serve tourists and locals alike include an array of green spaces like the Botanic Gardens, Courtesy of: Durbs03 Jameson Part, which is renowned for its rose gardens, and Snake Park that caters for those fascinated by Source: https://commons.wikimedia.org venomous reptiles. Cultural and sporting events take place in the Moses Mabhida Stadium, which is part of King’s Part Sporting Precinct, a commercial, retail and leisure district. As regards education, Durban boasts the University of KwaZulu-Natal, which was formed from the merger between the University of Durban-Westville and the University of Natal.

The attraction of Durban to both investors and tourists is abundantly clear. The port, infrastructure and natural assets make this city unique in the region and one that appears to have a bright future.

The Port

It was in 1824 that the idea of Durban becoming a major port was born as it was one of the few natural harbours along the east coast of southern Africa. Fifteen years later, the first harbour master was appointed, so this point in time is normally taken as the beginning of the history of the port. As such, Durban has a relatively short history as a port and one which is dominated by more recent developments that have seen it become one of the world’s most important commercial ports.

The Port of Durban, which is crucial to the city as an employer, comprises over 1850 hectares of water area protected by two breakwaters of 335m and 700m in length. It handles around 35% of all the gross tonnage passing through South African ports. In 2015, the Port of Durban catered for 3875 seagoing vessels and handled 136,539,949 gross tons. Container volumes exceeded 2.7million TEUs. Transnet Port Terminals (TPT) manage five business units in the Port of Durban and there are a number of other terminals managed by private companies.

The Port of Durban Container Terminal has seven berths and 2128m of quays. There are nearly 15,000 TEU ground slots and 1117 reefer plug points. Equipment includes 19 x 45-ton quayside gantry cranes, straddle carriers, three 45-ton rail transfer cranes, a reach stacker, telescopic spreaders and internal haulers. The Port of Durban rail terminal is the starting point for container distribution to countries as far away as Zambia. TPT also operates Pier 1 Terminal, which handles containers as well as malt and malt products. There is a multi-purpose terminal at Pier 1 where ferro-alloys, steel granite, fruit and rice cargoes are handled.

The Port of Durban’s Agriport is located at Maydon Wharf, where several cargo types, including neo-bulk, breakbulk and container cargoes are handled. As regards storage, the grain silos have a 68,000-ton capacity while there is ample storage for 25,000 tons of soya meal. Maydon Wharf is also where TPT has specialist terminals that cater for a niche market. Among the cargoes passing through these terminals is salt, scrap metal and forest products. At the same wharf is the BulkSugar terminal, where silos can accommodate 520,000 tons of sugar. Additionally, there is space for 57,000 tons of bagged sugar in the warehouse. This terminal can handle up to 1000 tons/hour.

Rennies Bulk Terminals, situated at Berth 5 at Maydon Wharf, has such products as wheat, maize, rice, soda, ash, fluorspar, soya meal protein feeds passing through. Storage is impressive as 100,000 tons of agricultural products and 40,000 tons of mineral products can be kept there. Another company, Bulk Connection operates at Berths 2-4 at the Port of Durban’s Bluff facility, where there is storage for 250,000 tons of coal. ICI also operates within the port at Berth 14 at Maydon Wharf, where the company has a soda ash facility that has a capacity of 24,000 tons. Another facility at Maydon Wharf is operated by Tate and Lyle and can store up to 48,000 tons of molasses. At the Island View facilities, Durban Bulk Shipping (DBS) operates a multi-product terminal. Products include maize, vegetable oils, ores and minerals. DBS offers storage for 68,000 tons of bulk maize products, 8,000 tons of both andalucite and mono calcium phosphates, 35,000 tons of coal, 24,000 tons of chrome ore and just under 5,000 cubic metres of vegetable oils.

Durban Harbour

Courtesy of: flowcomm Source: https://commons.wikimedia.org

Another view of Durban harbour

Source: https://commons.wikimedia.org

The Bluff Terminal’s Berths 1-4 are operated by Bluff Mechanical Appliance. Here, coke, coal, mineral products, fertilisers and sulphur are handled.

There is a capacity for 40,000 tons of cargo and equipment includes a belt loader and several grab unloaders. The Port of Durban’s Island View facilities contains nine berths operated by four private companies that handle liquid bulk, vegetable oils, chemicals and petroleum products. Again, there is ample storage. As far as the RoRo terminal is concerned, this is operated by TPT. It has rail and road access with a capacity to move 570,000 units/year. The Port of Durban also has extensive facilities for ship repairs with both graving docks and floating docks serviced by modern equipment. There is also a well-equipped passenger terminal which serves as a base for summer cruises to Mozambique and Indian Ocean island destinations.

Sources: www.britannica.com / https://mg.co.za / www.sahistory.org.za / https://ports.co.za / www.worldportsource.com

14

Issue 63-March 2018

Quiz

Test your Brain 1. Make the names of two countries using all the letters in the following sentence: RAOUL CAN’T HOLD A FISH. 2. Which four-letter word can be used to complete the following words: _ _ _ _ NESS, UP _ _ _ _ ING, _ _ _ _-BEING and FARE _ _ _ _?

1. What is the latest date that a verified emissions report should be submitted to the control database (EMSA)?

A 31st December B 30th April C 31st March D 30th June 2. Which of the following is classified as a group C cargo?

A Iron Oxide B Nickel Ore C Sodium Nitrate D Limestone

3. The letters in the chemical symbols for americium, gold, nitrogen and silver can be used to spell the name of the capital of a country. What is the name of the country?

3. During which Chinese dynasty did Korea obtain the gunpowder technology which they used aboard their turtle ships?

A Tang B Ming C Qing D Yuan

4. In a family of four, the combined ages of the parents is three times that of the two children. The combined ages of the whole family is seven times the age of the elder child.

If the younger child is 12 years old, how old is the elder child?

4. Which port has the coordinates 46o 28’N, 30o 43’E? A Larnaca B Alexandria C Odessa D Novorossiysk

5. There are three American states whose names contain only four letters. What is the total number of vowels in the names of the three states?

6. In the equation AAB = ABBA, the letters A and B represent different single-digit numbers. What are the numbers?

7. If countries could be represented by numbers according to the letters in their names i.e. A=1, B=2, C=3, D=4 etc., then SWEDEN would be assigned the number 70 (19+23+5+4+5+14). Which two South American countries can be assigned the same number using the same system?

8. Four campers are cooking potatoes for lunch in an open pot over a gas stove outside their tents. A man walks past them and says: “You’re wasting your time!” Why did he say this to the campers?

5. What is the name of the Nantucket whaler commanded by Captain Ahab in Herman Melville’s Moby Dick?

A Ghost B Nautilus C Pequod D Lydia 6. Which port is located in an area which was known as Hudu between the 5th and 7th centuries?

A Singapore B Shanghai C Mumbai D Manila 7. Which of the following countries has the fewest number of ports?

A Morocco B South Korea C Poland D Belgium 8. What is the name of the first container ship to have a carrying capacity of over 21,000 TEU? A MOL Triumph B MSC Diana C Madrid Maersk D OOCL Hong Kong 9. What did the seventeenth-century navigational tool called a chip log measure?

A Ship speed B Wave height C Latitude D Wind speed 10. In which area can the deepest part of the ocean be found?

A Philippine Trench B Mariana Trench C Java Trench D Tonga Trench

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.

S

1. Captain of HMS Endeavour (5,4)

I

2. State where FLIP is based (10) 3. Site of HMS Beagle launch (8)

O

N C

O Z

4. Summer cruise destination from Durban (10)

I

U

K

5. Bonding layer metal on crosshead bearings (6) 6. Fitness improves rate of this (8)

E

7. Thinking that overestimates chances of success (7)

I

R U

8. They prevent incidents (8)

R

9. Participation required in reflective learning (6)

T

10. Bad ones arise from mind traps (9)

O

R S

N

Hint: GOAL ZERO assessment Answers at the bottom: KEYWORD SOLUTIONS: 1. JamesCook 2. California 3. Woolwich 4. Mozambique 5. Nickel 6. Recovery 7. Wishful 8. Barriers 9. Active 10. Decisions Keyword: ACHIEVABLE

Quiz answers: 1.B 2.D 3.B 4.C 5.C 6.B 7.D 8.D 9.A 10.B TEST YOUR BRAIN answers: (1) Holland, South Africa,(2) WELL ,(3) Nicaragua (Managua) , (4) 16 years old, (5) 8 (Ohio, Iowa, Utah) (6) A=1, B=3 ,(7) Colombia, Bolivia , (8) They were at altitude, so the water couldn’t reach a high enough temperature to cook the food. The pot was also uncovered.

Issue 63-March 2018

15

Historic Vessels HMS Beagle HMS Beagle was launched on 11 May 1820 at the Royal Navy’s dockyard in Woolwich on the Thames. She was designed as a vessel that would embark on scouting missions, courier duties and other light assignments.

At just over 90ft in length with a beam of 24.5ft, HMS Beagle carried 8 x 18lb cannonades and 2 x 6lb long guns.

In 1825, HMS Beagle underwent a conversion. A small mizzenmast, a forecastle and a large poop cabin were added. Her first commission (18261830) was to survey the coasts of South America under the command of Lieutenant Pringle Stokes. In 1828, Lieutenant Robert Fitzroy assumed command and remained as captain for the Beagle’s second voyage (18311836), on which Charles Darwin sailed. This time the commission involved a circumnavigation of South American and subsequently other parts of the world. For this voyage further changes were made. The height of the main deck was raised, two inches of sheathing (fur) was added to the hull and a patent stove was fitted. Additionally, a windlass was introduced, chains replaced ropes where appropriate and lightning conductors were installed.

HMS Beagle in the Straits of Magellan

HMS Endeavour In June 1764 the merchant collier Earl of Pembroke was launched. Built in Whitley

by Thomas Fishburn, she was almost 98ft in length, had a beam of just over 29ft and could attain 7-8 knots. One feature that would prove particularly advantageous for her exploits was a flat-bottom design that allowed for access to shallow waters.

The merchant ship was commissioned in May 1768. Renamed HMS Endeavour, she was refitted by the Royal Navy so as to prepare for a scientific expedition to the Pacific, where the 1769 transit of Venus across the sun could be observed and studied. This initial expedition was supplemented with a strictly confidential mission to carry out a search for Terra Australis. The changes made by the Admiralty included the sheathing and caulking of the hull, the installation of a third deck and the construction of new cabins and storerooms. The cabins would provide accommodation for the astronomer, Charles Green, two artists and Joseph Banks, a naturalist, along with this assistants.

HMS Endeavour off the coast of New Holland, by Samuel Atkins c.1794 Source: en.wikipedia.org

Courtesy of: R. T. Pritchett Source: https:// commons.wikimedia. org/w/index.

This second voyage was the one for which the Beagle is best remembered and the one that set it apart from the other two vessels that bore the same name. On board there were ten officers, four midshipmen, 38 seamen and boys, eight marines and eight others, including Darwin. With so many individuals, the ship was crowded and Charles Darwin slept in a hammock over the drafting table in the poop cabin. The scientist kept his specimens and fossils in the forecastle. Although the primary goal of the voyage was to secure a complete set of longitude measurements, the Beagle has been more strongly associated with the works of Charles Darwin. At the end of the voyage, work on the account began. Darwin was issued an invitation to contribute to the account in the natural history section, which proved extremely popular. Indeed, the 2nd edition of the account was modified to such an extent that it was called Journal of Researches into the Natural History and Geology of the countries visited during the voyage of HMS Beagle round the world. The work was the forerunner of Darwin’s ideas on evolution that culminated in his 1859 landmark publication On the Origins of Species by means of Natural Selection that has played a pivotal role in the modern understanding of the natural world.

HMS Beagle’s third voyage (1837-43) under Lieutenants John Clements Wickham and John Lort Stokes saw the historic vessel make the first full surveys of the Australian coasts. Two years after this voyage, the Beagle was stripped of her masts and served as a watch station in the Essex marshes for the Coast Guard Service. After being renamed Watch Vessel 7 in 1863, she remained in this role until 1870, when she was sold for scrap.

Some of the Beagle’s timbers are thought to be on the bed of the Thames not far from where she was launched. For some, it is sad to think she came to such an unheralded end, but her name lives on as having made so important a contribution to scientific progress by providing Charles Darwin with the means of gaining vital knowledge in the field of natural history. In recognition of the Beagle’s service to science, Chilean craftsmen completed a replica of her in 2016. This replica now stands in Museo Nao Victoria in Punta Arenas in southern Chile.

In late August of 1768, HMS Endeavour under the captaincy of James Cook, a naval officer with a knowledge of cartography, set out on her expedition with 94 people and 18 months of provisions on board. Following a stop in Funchal in the Madeira Islands, where the ship was recaulked and painted, the Endeavour voyaged along the coast of Africa with fresh provisions. She then headed for South America, arriving in Rio on 13 November 1769 to restock. On approaching Cape Horn, HMS Endeavour was forced to wait until the stormy weather subsided before being able to round the Cape and reach the Bay of Success, where the crew collected wood and water while Banks and his assistants collected hundreds of plant specimens.

Unfortunately two of Banks’s team perished in a snowstorm while gathering specimens. Her next stop was Tahiti, where she stayed for three months. The transit of Venus was recorded by Charles Green as it occurred on 3 June 1769.

In search of Terra Australis, Cook left on 13 July. The ship arrived in New Zealand in October 1769. She sailed close to the shore for six months allowing the coastline to be mapped. Cook realised it was not Australia, but before departing, he claimed sovereignty of over the country in March 1770. On his return, he sighted the coast of Australia and landed at Botany Bay on 19 April. While the coast was being charted over the next four months, HMS Endeavour struck a reef. Thanks to an efficient crew response, the ship was successfully saved and repaired. After the grounding and repairs, the Endeavour headed north and on 22 August sovereignty was proclaimed over Australia. A later encounter with inclement weather saw the Endeavour struck by lightning, but the rods installed in England prevented serious damage. Eventually, the vessel reached Dover on 12 July 1771 in relatively good condition. The same could not be said of those on board, though, as the majority of the surviving crew had serious health issues. Many perished on the voyage, including the ship’s surgeon, William Monkhouse.

Cook was lauded on his return. He and the Endeavour went their separate ways with the ship making three return voyages to the Falklands and a commercial voyage to Archangel in Russia. The latter voyage was for the ship owner J. Mather, who subsequently made her available for service in the American War of Independence.

As Lord Sandwich 2, she was one of 13 ships scuttled off Newport, Rhode Island.

In 2016, some 230 years after her disappearance, she was found just off the coast of Newport. Meanwhile, an Australian-built replica of the Endeavour was launched in 1993. This stunning replica has served as a museum in 116 ports, giving hundreds of thousands of people the opportunity to see what like was like aboard the historic vessel.

Sources: www.britannica.com / www.thoughtco.com / www.wikipedia.com Sources: www.dailymail.co.uk / www.wikipedia.org / www.anm.gov.au