Wavelength #64

ISSUE 64 JUNE 2018 To reach our Seafarers

In this issue 3 Company News Condition Monitoring of Marine Machinery 4 (Part 1) Mental Health 6

Rescue in the South China Sea 7 Safety First 8 Dehydration 11 The Barents Sea 14 Historic Vessels 16

Editorial Dear seafarers, A primary theme of several articles in this issue is that of cooperation. It is a theme that arises at a range of levels, from the personal to the international. Irrespective of the level, implicit in any successful cooperation is the notion of trust since without it, there is always likely to be suspicion, which can readily undermine any kind of relationship. Thus, cooperation and trust go hand in hand, and when the latter is built up, things inevitably change for the latter.

The Marine Operations article describes how lives were saved when Basarnas RCC Indonesia cooperated with a Company vessel in the South China Sea and trusted that the response would reflect the high regard for human life. This bears a strong similarity to the Manning and Training article, in which it is stressed that mental health concerns among seafarers can be addressed through the cooperation of all those who are part of a seafarer’s life. Safety First also brings the issues of cooperation and trust to the fore. This article points out how mutual trust is fundamental to the kind of cooperation that allows for connections to be made and ultimately leads to beneficial outcomes for everyone concerned.

In the Culture Corner and Historic Vessels sections cooperating parties are identified as being crucial to reaping cultural rewards.

These two articles also show how important it can be to put aside personal gain in order to achieve goals that serve wider interests.

Additionally, the piece on the Barents Sea mentions the cooperative stance between Norway and Russia that will allow for future oil and gas exploration in the area without compromising any other industry. Successful fishing quota negotiations and the sharing of scientific data between the two countries in this area of shared responsibility also reinforce the idea of cooperation forming the bedrock of international relations. The articles on the QE2 and Prelude convey the idea of a cooperative stance being fruitful, too.

To my mind, it is abundantly clear that good things come from cooperation when the parties involved trust that the goal is of mutual benefit and that no party deliberately seeks to gain an advantage at the expense of another. If this is borne in mind there can be no doubt that shipping will become more resilient and all those in the industry will be more productive, have enhanced feelings of wellbeing, serve their communities better and accomplish more both in their professional and family lives.

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

The Barents Sea attracting tourism Read more about the area on page 14.

The MSC Preziosa in Longyearbyen Photo by Bjørn Frantzen Source: thebarentsobserver.com

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

Editor: Nicholas Seaman Email: contact@wavelength.gr

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Issue 64-June 2018

Company News Visit to CENMAR Manila While visiting Manila for the Officers’ Forum in April, the Company’s representatives took the opportunity to make a customary visit to the CENMAR Office in Ermita, Manila.

Anthony Lambros (DPA), Margarita Tsaousi (Operator) and Christos Chatzigiaksoglou (Supt. Engineer) received a warm welcome from Nasos Skouras, Johanna Durana, Capt. Rommel Reyes and Capt. S. Ang, as well as all of CENMAR’s staff.

We would like to thank everyone for having kept up the good work in Manila for more than 20 years.

Anthony Lambros – DPA

Visit to the VLCC KALYMNOS On the way home from the Officers’ Forum in Manila, a number of the Company’s team made a stopover at Singapore to visit the VLCC KALYMNOS. A. Lambros (DPA), Elli Moretti (Deputy DPA), Spiros Tsaltas (Supt. Engineer), Margarita Tsaousi (Operator) and G. Dovles (from TQC) boarded the vessel at anchorage in order to conduct a Leadership Visit and introduce the Company’s Goal Zero Vision and the new training/learning methods.

The Master, Capt. Vitaliy Vatamanyuk, his officers and crew were very hospitable, and appeared to be very well prepared and receptive. The interaction between vessel and shore staff was very constructive with the seafarers showing a genuine interest in the programme and understanding how beneficial it can be for their personal safety. A Resilience Module was delivered jointly

by Capt. Vatamanyuk and A. Lambros.

All of us would like to offer our congratulations to Capt.

Vatamanyuk and the officers & crew of the KALYMNOS on operating a very well run vessel!

Presenting the programme before delivering the Resilience Module

Anthony Lambros – DPA

Visiting the Engine Room

Seagoing and shore staff together as one team

Master and DPA preparing for the Resilience Module

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Condition Monitoring of Marine Machinery (Part 1) Introduction

Technical

In the past 70 years expectations associated with maintenance have grown considerably.

Maintenance has evolved from a reactive process, performed after a functional failure, to a preventive activity where items are overhauled according to a timeschedule. Preventive maintenance is based on the assumption that a component has a defined lifetime, after which its failure rate increases. However, estimates of lifetime often have large uncertainties. Hence, scheduled maintenance is often performed too early or too late, resulting either in high costs due to unnecessary replacements or functional failures.

Even worse, a component that cannot be worse, inspected from the is often disassembled a component thatoutside cannot be inspected from the outside Introduction and inspected on schedule, with the risk of introducing faults during inspection or the re- risk is often disassembled and inspected on schedule, with In the past 70 years expectations associated with maintenance assembly, thereby leading to failure shortly afterwards.

In other words, infant mortality is of introducing faults during inspection or re-assembly, thereby have grown considerably. Maintenance has evolved from a to due failuretoshortly afterwards.

In other words, infant sometimes to components mid-life invasive inspection or calendar reactive process, performed introduced after a functional failure, to a in leading maintenance. preventive activity where items are overhauled according mortality is sometimes introduced to components in mid-life due to a time-schedule. Preventive maintenance is based on the to invasive inspection or calendar maintenance. assumption thatIn a component a defined after which In order reduce themaintenance, uncertainty resulting from preventive order to has reduce the lifetime, uncertainty resulting from to preventive new approaches its failure rate increases. estimates of of lifetime maintenance, approaches basedapproaches on the assessment asset based onHowever, the assessment assetoften condition, have new emerged.

These can ofbe have large uncertainties.

Hence, scheduled maintenance is often condition, have emerged.

These approaches can be distinguished distinguished from previous ones due to their predictive nature (Figure 1). performed too early or too late, resulting either in high costs from previous ones due to their predictive nature (Figure 1). due to unnecessary replacements or functional failures. Even

Condition Monitoring of Marine Machinery (Part 1)

Predictive Maintenance

Figure 1: Evolution of Maintenance practices

Preventive Maintenance

Run to Failure 1950

1980

2010

This evolution led to the adoption of condition monitoring (CM) to operate unhindered, to modify operational conditions or to Figure 1. Evolution of Maintenance practices as one of the means by which safety and availability can be initiate maintenance. Any maintenance which is carried out can be increased in a cost-effective manner. planned to take place at a convenient time, with minimal impact This evolution led to the adoption of condition monitoring (CM) as ship. one of the means by on the operational schedule of the 1. Definition of Condition Monitoring which safety and availability can be increased in a cost-effective manner.

The motivation for introducing condition monitoring is to increase Every equipment failure gives early signs of malfunction long the overall safety level in order to reduce the risk of loss of life and before it happens. The of recognizing theseMonitoring signs in property and to minimize the costs associated with maintenance 1. advantage Definition of Condition early stage is realized by the use of Condition Monitoring. As per of the component or system being monitored. This can be achieved ISO 13372, condition monitoring is defined as “the detection through increased reliability the component or system being Every equipment failure gives early signs of malfunction long ofbefore it happens.

The and collection of information and data that indicate the state monitored and reduced consequences of failures. Reliability is advantage of recognizing these signs in early stage is realized by the use of Condition of a machine”. by close of possible failure mechanisms Monitoring. As per ISO 13372, conditionimproved monitoring ismonitoring defined as “the detection and Condition monitoring (CM) is not simply the act of gathering data. and taking decisive actions to avoid the development of failure collection of information and data that indicate the state of a machine”.

The term CM describes any monitoring activity undertaken while mechanisms through operational measures in the short-term machinery is operating in its normal state, the results of which and through maintenance in the long-term. As a result, the Condition monitoring (CM) of is not simply actmechanisms of gathering data.

The term describes will be considered part of an ongoing process testing and the failure may not develop, leadingCM to the avoidance of any monitoring activity undertaken while amachinery is operating in its normal state, the evaluation. potential breakdown of the component or system (Figure 2). results of which will be considered part of an ongoing process of testing and evaluation.

This evaluation will lead to a decision to either allow machines This evaluation will lead to a decision to either allow machines to operate unhindered, to modify operational conditions or to initiate maintenance. Any maintenance which is carried

out can be planned to take place at a convenient time, with minimal impact on the Figure 2: operational schedule of the ship.

The basic concept of condition monitoring

It should be noted that as per OCIMF TMSA3, the use of condition monitoring is a Key Performance Indicator (KPI) for Element 4:“Vessel Reliability and Maintenance”. Our Company uses various condition monitoring tools and techniques in order to ensure optimal equipment performance.

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Issue 64-June 2018

2. The Benefits of Using “Condition Monitoring” The benefits of using CM within a condition-based maintenance culture include: • Improved safety • Improved reliability • Optimized scheduling • Optimized maintenance costs • Fewer unnecessary spares • Fewer maintenance-induced failures

Existing routine activities such as machinery performance monitoring (the use of electronic equipment for main and auxiliary engine performance measurement, the visual inspection of piston rings and liners through scavenge space etc.) can provide highly useful condition monitoring information, which can be used to allocate maintenance tasks.

- Analysis of performance parameters Performance parameters can be analyzed to provide information such as the rate of oil consumption, filter cleanliness or purifier performance. While the depth of analysis for each discrete parameter is minimal, multiple parameters viewed together can provide a greater insight.

For example, an increase in temperature and electrical current demand fluctuations measured on a motor could indicate the onset of bearing seizure symptoms.

The table below indicates the parameters that might be relevant to basic watchkeeping and basic machinery condition monitoring.

3. Condition Monitoring Tools and Techniques There are many CM tools techniques from watchkeeping to vibration monitoring and thermal imaging. The most common CM tools and techniques are the following: • Watchkeeping (basic condition monitoring) • Vibration monitoring • Infrared monitoring and thermal mapping • Performance monitoring • Diesel engine monitoring using cylinder oil drain analysis • Bearing wear monitoring • Lubricating oil analysis • Fuel oil analysis • Boiler feed water analysis • Airborne / structure borne ultrasound • Electrical insulation testing • Motor current analysis - General considerations Table 1: Guide to basic machinery condition monitoring A key CM requirement is the recording of information developed from an extract from ISO 13380 pertinent to, or symptomatic of, a defined failure Machine type process. Certain CM techniques are specific to particular Performance machinery condition symptoms. When gathering CM parameter data, it is crucial to remember that the quality of the Electric Steam Pump Compressor Electric Engine Fan analysis will only be as good as the quality of the motor turbine generator sample.

Temperature x x x x x x x - Baseline data Pressure x x x x x x Baseline data consists of a comprehensive set of measurements taken when machinery is operating Pressure x x at its normal load in a stable and acceptable manner. ratio All subsequent measurements will be compared to these baseline values in order to detect changes in Air flow x x x condition. For new or overhauled equipment, time Fuel flow x should be allowed for a “wear-in” period before baseline measurements are taken.

Fluid flow x x x - Operating conditions Current x x For optimum results, condition monitoring data should x x be collected under operating end environmental Voltage conditions that are close to “normal” as possible for the Insulation x x machinery in question. resistance - Monitoring frequency Input power x x x x x The monitoring interval primarily depends on the type x x x x of fault, its rate of progression and thus, the rate of Output change of the relevant parameters. The elapsed time power between the fault detection and actual failure is known Noise x x x x x x x as the lead time to failure (LTTF) and particularly Vibration x x x x x x x influences the type of monitoring system necessary to detect the particular fault syndrome.

Oil pressure x x x x x x Additionally, the monitoring interval is influenced by Oil x x x x x x factors such as the operating conditions and cost and consumption criticality.

- CM alarms and alert levels Torque x x x x x When carrying out condition monitoring, alarm and Speed x x x x x x x alert limits, based on severity, should be established.

Length x The most commonly used limits are differential or delta values. Alarm and alert limits are based on rises in x – indicates measurement of performance parameter may be applicable for condition values above an established baseline. monitoring.

4. Watchkeeping – Basic Condition Monitoring Watchkeeping is a fundamental aspect of marine engineering. 5. Vibration Monitoring Recognizing changes in performance, as indicated by alarms, 5.1. Introduction alerts, gauges and readings, and responding appropriately form the basis of all marine engine room operations. Engineers are Vibration monitoring is the most effective Condition Monitoring central to the monitoring function: their ability to assess the tool. Vibration monitoring and analysis is applied to all rotating criticality of a given situation is itself crucial to the eventual equipment such as motors, generators, gearboxes, pumps, fans, outcome. turbochargers, purifiers etc.

Numerous parameters such as pressure, temperature, flow rate Measured changes in the vibration characteristics from and power demand are routinely monitored in order to control functions such as engine operation, ballast and cargo handling equipment over time can indicate early stage problems of systems. In modern systems, parameters are captured by engine bearing wear/failure, misalignment, unbalancing, mechanical management systems. In these cases, the engineer is not required looseness, shaft damage, cavitation etc. to take the reading but is involved with alarm and alert setting. An Vibration measurements for condition monitoring vary from the engineer needs to be suitably qualified to respond appropriately simple to the complex and can include continuous or periodic to alerts. measurements. ....CONTINUED ON PAGE 10

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Manning and Training Introduction Good mental health is fundamental to both personal wellbeing and the level of performance at work. With regard to mental health among seafarers, concerns have arisen as reports of mental health issues at sea have become commonplace with data indicating that seafaring is an occupation that carries with it an increased risk of contemplating suicide. It has been determined that social isolation, long working hours, commercial and regulatory pressures are some of the factors that may contribute to seafarers’ poor mental health.

This article discusses possible risk factors and findings from some of the most current studies on seafarers’ mental health, and includes suggestions on how to support good mental health at sea.

at Sea

• pressure from more frequent inspections and administrative tasks • greater commercial pressure from ashore (Adapted from ISWAN4) While these factors are believed to be associated with poor mental health, the precise connection is not entirely understood.

A number of recent studies have sought to increase the knowledge and understanding of seafarers’ mental health.

Table 1 – Percentage of agreement with each statement among seafarers included in the study (adapted from ITF3) Often feel anxious, hopeless, depressed while onboard

14%

Sometimes feel anxious, hopeless, depressed while 50% onboard

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Number of respondents

Number of respondents

Know work mates who are depressed 52% What is mental health?

According to the World Health Organization (WHO), mental health Know work mates who have considered suicide 23% is: ‘…a state of well-being in which every individual realizes his or her own potential, can cope with the normal stresses of life, can work Seafarers visiting Australian ports productively and fruitfully, and is able to make a contribution to Together with two leading universities, AMSA recently surveyed 1026 seafarers visiting Australian ports. More than 20 per cent her or his community.’

While good mental health equates to wellbeing and high levels of reported that they felt strain due to being away from their family performance at work, poor mental health can lead to illness and and a considerable number of respondents reported that they reduced productivity. Indeed, WHO estimates that depression and work more than 69 hours per week (Figure 1). ports The reported hours of work per week is alarming since results anxiety cost the global economy US$1 trillion Seafarers each year invisiting lost Australian indicate that seafarers who are under extreme pressure at work productivity. Additionally, WHO estimates that there iswith a fourfold Together two leading universities, AMSA recently or suffer from fatigue return in improved health and productivity forsurveyed every 1026 dollar put visiting seafarers Australian ports.

More and sleep problems are more likely to thandisorders.

20 per cent reported experience that they felt strain due to of poor mental health such as depression symptoms into increasing the treatment for common mental being away from their family,and and aanxiety considerable number (Figure 2). of respondents reported that they work more than Seafarers’ mental health 69 hours per week (figure 1).

What suggestions have there been to support good mental In 2015, the International Transport Workers’ Federation (ITF) Australian Seafarers visiting health?ports 350 a diverse conducted a study in which over 600 seafarers from Together with two leading universities, AMSAgood recently 333 mental health is not simply a matter for the Ensuring 300revealed a range of ethnic backgrounds took part. The study surveyed 1026 seafarers visiting Australian ports. More individual.

It is toa matter for society as a whole. The model in Figure than 20 per cent reported that they felt strain due significant number of seafarers often or sometimes 250 have feelings being away from their family, and a considerable number highlights five different levels which can play a role in ensuring of anxiety, hopelessness, or depression while on board.

It wasreported also that3 they of respondents work more than 200 217 69 hours per week (figure 1). good mental health: individual, interpersonal, organisational, found that a substantial number of seafarers have workmates 161 150 350 1). These community, and policy. Figure 3 – different levels which play a role in ensuring good who are depressed or have considered suicide (Table 145 333 300 100 mental health (adapted from ITF Seafarer’s Trust ) results are a cause for serious concern.

Individual 250

50

58 According to the Australian Department of Health, eating healthy Risk factors at sea 200 Individual 217 0experience food,161engaging in regular physical activity, getting enough sleep Working at sea is challenging and seafarers may 150 36 to 41 42145 to 48 49 to 59 60 to 69 >69 Figure 3 – different According to the Department of Health, eating which playAustralian a role in ensuring good and being able tomental relax thelevels mind and body are key to ensuring factors that negatively impact their mental health. The International 100 health (adapted from ITF Seafarer’s Trust ) in regular physical activity, healthy food, engaging Figure 1 – hours of work per week among seafarers in the study both physical and mental health.

Connecting with family, friends, Seafarers’ Welfare and Assistance Network (ISWAN) has 50 identified getting enough sleep, and being able to relax the mind 58 Individual colleagues can alsoand have positive impactboth on physical mentaland health. bodyaare key to ensuring mental some risk factors that may contribute to poor mental health.

These 0 The reported hours of workand per week is alarming given Seafarers visiting Australian ports 36 to 41 42 to 48 49 to 59 60 to 69 >69 to as the Australian Department Health,tools eating health.

Connecting withoffamily, friends,as and well colleagues Online resources such self-assessment as results indicate that seafarers who experience highAccording work include: healthy food, in regular physical activity,on mental health. can engaging also have a positive impact Figure 1 – hours of work per week fatigue among seafarers insleep the studyproblems pressures or suffer from healthandand wellbeing trackers can beable useful. these getting enough sleep, and being to relax theSometimes mind Together with two leading universities, AMSA recently Online resources such as self-assessment tools and • high work pressures on board • increasinglyarerepetitive and more likelyhours to experience symptoms of poor and bodysmartphone are key to ensuring both physical and mental The reported of work per week is alarming given are available asmental free applications.

Where serious surveyed 1026 seafarers visitingin Australian ports.

More high health and wellbeing trackers can be useful. Sometimes health, such as depression and anxietyhigh (figure boring tasks • difficulty getting sufficient quality sleep results indicate that seafarers who experience work 2).health. Connecting with family, friends, and colleagues than 20 per cent reported that they felt strain due to mental health concerns exist, online resources should beapplications. used as can also these have a are positive impact on mental health. available as free smartphone pressures or suffer from and sleep problems and rest • worry about the consequences of making a mistake • fatigue Online resources such as self-assessment toolsconcerns and being away from their family, and a considerable number Where serious mental health exist, online are more likelyvisiting to experienceAustralian symptoms of poor mental a complementary tool only.

They are not a substitute for meeting Seafarers ports beingreported away from home formore longthan periods ofhealth, time health and wellbeing trackers can be useful. Sometimes such as depression and anxiety (figure 2). of respondents that they work resources should be used as a complementary tool these are available as free smartphone applications.

69 hours per week (figure 1). only. mental They are notconcerns a substitute meeting with a health Seafarers visiting Australian ports Where serious health exist, for online Together with two leading universities, AMSA recently

200

217

150

161 145

100 50 0

58 36 to 41 42 to 48

49 to 59

60 to 69

>69

Figure 1 – hours of work per week among seafarers in the study

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The reported hours of work per week is alarming given results indicate that seafarers who experience high work pressures or suffer from fatigue and sleep problems Issue 64-June 2018 are more likely to experience symptoms of poor mental health, such as depression and anxiety (figure 2).

Number of respondents

333

250

you feel affected by resourcesprofessional. should be usedIf as a complementary toolpoor mental health, surveyed 1026 seafarers visiting Australian ports. More only. Theyseek are notprofessional a substitute forsupport meeting with healthas possible.

Together with two leading universities, AMSA recently as asoon than 20 per cent reported that they felt strain due to If you feel affected by poor mental health, surveyed 1026 seafarers visiting Australian ports. professional.

More being away from andthat a considerable seektoprofessional support as soon as possible. than 20 pertheir centfamily, reported they felt strainnumber due Interpersonal of respondents reported that they work more than being away from their family, and a considerable number 69 hours per week (figure 1). that they work more Interpersonal of respondents reported than We spend a lot of time with our colleagues. This can 69 hours per week (figure 1).

We spendput a lotus of in time ourposition colleagues. can whether a work a with good to This observe 350 put us in a good position to observe whether a work 350 mate appears well or unwell.

Reaching out and making mate appears well or unwell.

Reaching out and making Figure 3 300 – different levels which play a role in ensuring 333 good feelaccepted valuedcan andhelp accepted 333 300 colleaguescolleagues feel valued and create can help create mental health (adapted from ITF Seafarer’s Trust6) a more supportive relevant a more environment. supportive Gathering environment.

Gathering relevant 250 250 information and resources, assisting in making an information andor resources, or assisting in making an appointment with a health professional, are useful ways Individual 200 Figure 2 – work pressures, work resources (including trust in 217 200pressures, work resources appointment with a health professional, are useful ways 217 Figure 2 – work (including in which colleagues can provide support. supervisor, crew stability, and safety leadership), and fatigue trust in in which colleagues can provide support.

161 supervisor, andto safety and 161 and150 sleep combined was found explainleadership), 49.7 per cent of the fatigue 150stability, According tocrew the Australian Department of Health, eating Number of respondents

Number of respondents

350 300

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Figure 3 – different levels which play a role in ensuring good

Figure 3 – different levels which play a role in ensuring good of poor mental health 145 andsymptoms sleep combined was found explain 49.7 per cent of the 145 healthy food, engaging in to regular physical activity, 100 mental (adapted fromfrom ITF Seafarer’s Trust6)Trust6) mentalhealth health (adapted ITF Seafarer’s symptoms of100 poor mentaland health getting enough sleep, being able to relax the mind Look after your mental health 50 50arehas and body key to ensuring both physical and mental What been suggested to 58 58 Individual Individual health.

Connecting withmental family, friends, colleagues 0good Look after your mental health - Talk about your feelings support health?andto 0 has What been suggested 36 to 41 42 to 48 49 to 59on60mental to 69 >69 According to the Australian Department of Health, eating can also have a positive impact health.

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Marine Operations M/T Semeru – Successful Search and Rescue Operation in the South China Sea On May 23rd 2018, the M/T Semeru received a distress signal through the BASARNAS RCC INDONESIA to engage in the Search and Rescue of the small sailing yacht s/y Fukumaru.

The sailing yacht’s main engine was incapacitated during a voyage from Labuan (Malaysia) to Sungai Udang Melaka (Malaysia) in the South China Sea. The Master & crew of the M/T Semeru acted immediately and managed to save the 3 Japanese citizens. The three sailors were brought on board the ship in good health without having suffered any injuries.

The disembarkation was arranged at the discharging port in coordination with local authorities and the ship’s P&I Club.

We would like to congratulate Capt. Adesh Satish Tungare, the officers and the crew of the M/T Semeru on their good seamanship, resilience, heroism and preparedness to act during this emergency, qualities which culminated in the most important of shipboard operations: saving lives on the high seas.

This Search and Rescue operation is not the first conducted by the crews on our vessels. Previous rescue operations involving Libyan immigrants have resulted in the saving of more than 700 people.

We are grateful to our crews for exhibiting the required degree of heroism and devotion to humanitarian principles.

Their prompt response and preparedness saved lives!

Capt Adesh Satish Tungare and the crew of the M/T Semeru along with the three Japanese sailors

M/T Dynasty – Rescue operation off Libya [2014]

M/V Apageon Rescue operation off Libya [2014]

M/T Semeru S&R operations in the South China Sea

with a health professional. If you feel affected by poor mental health, seek professional support as soon as possible.

Interpersonal We spend a lot of time with our colleagues. This can put us in a good position to observe whether a work mate appears well or unwell.

Reaching out and making colleagues feel valued and accepted can help create a more supportive environment. Gathering relevant information and resources or assisting in making an appointment with a health professional are useful ways in which colleagues can provide support.

Look after your mental health

• Talk about your feelings •Try to get enough sleep • Keep active • Eat well and drink sensibly • Stay in touch with friends and family • Seek help and support

Community A healthy family is in the best position to support a seafaring family member. However, it is also important to recognize that a family with a seafaring member can suffer, too. By supporting each other,

seafarers, their families and communities are able to improve their wellbeing. Research has also shown how social media provides an important platform not only for seafarers to connect with their partners ashore but also for family members of different seafarers to connect and support each other.

Policy Regulatory frameworks such as the Maritime Labour Convention support the rights of seafarers to health protection, medical care, welfare measures and other forms of social protection.

Take-away message Given the importance of mental health with regard to wellbeing and performance at work, it is essential that priority should be given to maintaining good mental health among seafarers. This can be best achieved by recognizing that individuals, families, communities, employers, work mates and regulators can all play a vital role in reducing the probability of poor mental health and its associated risks.

Source: Maritime Safety Awareness Bulletin, Issue 7, March 2018 / Australian Government, Australian Maritime Safety Authority

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SAFETY FIRST! Message from the DPA Dear seafarers, During the last three months I have managed to visit five of our vessels and also attend the Officers' Forums at Manila and Mumbai. I had the opportunity to get closer to you, to interact with you, to listen to your concerns, and hopefully to address some of them. I want to thank you all from the bottom of my heart for the warm welcomes I received. I also wish to share with you the overall feeling I got. I met people aboard and ashore that are good, loyal, professional, hard working, people that honestly care for the vessels and the Company, people that take pride in their career and in being part of our team. I thank you for your efforts, I am proud to have you on board our ships and am happy to work with you! I felt that I could trust you, and I tried to inspire you to trust me.

Trust is a key element in our business (and is part of our Company’s name, of course!). The cornerstone for building

trust is the No Blame Culture. It is easy to write about it, easy to advocate in favour of it, but it is not always easy to apply, especially in the face of trouble. I ask you all to embrace the No Blame Culture while on board, each one with his juniors, and to make it a way of life. More importantly, I call upon my colleagues ashore to do the same. As you have pointed out to me during these past months, we (ashore) also stand corrected on this matter. We need make the No Blame Culture part of our nature, and we still have room for improvement. We will keep on trying, and together I am sure we will be successful!

I thank you once again for your efforts and achievements on board!

Safe seas to all, Anthony Lambros, Director & DPA

Collision between Tanker and Cargo Vessel Source: SHELL Partners in Safety (Learning from Incidents)

What happened?

A collision occurred in restricted visibility of less than 2 Nautical Miles (NM) between a tanker and cargo vessel while they were proceeding in the same direction in the Traffic Separation Scheme (TSS) of the English Channel. There were no injuries or pollution, but both vessels suffered structural damage.

The cargo vessel was overtaking the tanker, which according to the rules, is required to keep clear. The tanker also had an obligation to take avoiding action when the action by the other vessel was not sufficient to prevent a collision. However, neither vessel took sufficient action, which resulted in the collision.

In the run up to the collision, the Master of the cargo vessel was engaged in a conversation with a couple of supernumeraries who were on the bridge and also with the 2nd officer with regard to the bonded stores order. The Master was distracted and forgot about the target (tanker) which he had acquired on the radar.

On the tanker, the watchkeeping officer was alone on the bridge. He monitored the cargo vessel until she was 3 NM astern. Having identified she was overtaking, he assumed she would keep clear. He was fixing manually and plotting positions on the paper chart as the area being transited required frequent positions to be plotted. This distracted him from keeping an effective lookout and monitoring the risk of collision from the cargo vessel.

Why it happened: The Officers of the watch on both vessels were distracted from their primary navigational duty of keeping an effective lookout.

Neither vessel had a lookout even though the visibility was restricted to less than 2 NM and their Safety Management System (SMS) required a lookout.

Navigation management on both vessels was relaxed after the vessels had passed Dover straits earlier.

Lessons learned: • Bridge teams should be aware of distractions in various forms and take steps to avoid them.

• Navigational requirements must be complied with at all times.

Key Message: ‘Do not get distracted from your primary duty’

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Issue 64-June 2018

SWA - Stop Work Authority Source: Company’s Goal Zero

Many incidents have occurred because personnel involved in or witnessing a potentially dangerous situation did not believe that they were empowered to stop the job or thought there would be negative repercussions if they did so.

Stop Work Authority (SWA) is about intervention to stop an unsafe situation from developing and is designed to be a strong incident-prevention mechanism. It moves the focus from the process (checklists, instruction, etc.) to the individual’s perception and behaviour. It broadens the scope of responsibility from just the officer/supervisor to each and every person involved in a job. It is everybody’s responsibility to intervene when they observe an unsafe condition, knowing that there will be no repercussions for such an action.

To understand better how to pass on this message, please consider this simplified example: “The C/O is making a round and notices two crewmembers chipping on deck.

One of the two crewmembers is not wearing safety goggles. Normally, the C/O would reprimand the crewmember not wearing the goggles. However, a stronger message to promote a safety culture and the implementation of the SWA is to reprimand the other crewmember for not stopping the job and requiring his fellow crewmember to wear safety goggles. This also promotes the principles of teamwork on board and of caring for one’s colleagues, which must become second nature to all crew members. In other words, take your time and consider what can go wrong!”

Every crew member should carry this card and not be afraid to use it.

Respond strongly with your Stop Work Authority card!

“A state of Chronic Unease is achieved when we have created a culture where we are alert, and make effective and timely challenges and interventions”.

TRUST

Ten Really Useful Safety Tips

SWA: Stop Work Authority When & how to be used:

performing a task;

1. Any crew member or employee, irrespective of their position/seniority/discipline has the right and duty to apply the “Stop Work” Policy.

7. SWA is used when the condition changes (from safe to unsafe) during the work being performed.

2. There shall be no blame or fault put on any employee calling for a “Stop Work Authority”.

3. The “Stop Work Authority” must be applied in good faith.

4. Timing is a critical factor. There should be no delay in calling for a “Stop Work Authority”.

5. SWA is used when work activities impose an imminent danger to life, health, the environment and property.

6. SWA is used when the actions of any person or a team are not in compliance with the set standards and procedures for

8. SWA is used when the necessary Risk assessment and/ or a Permit have not been completed for that particular job/ activity.

9. In cases where SWA is enforced, work must be safely stopped, senior officers/the Master and Company must be notified, and the unsafe condition must be corrected before work can resume.

10. Senior Officers and Company employees should lead by example! They must demonstrate that stopping work for safety reasons will not result in adverse repercussions for any employee.

Issue 64-June 2018

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...CONTINUED FROM PAGE 5

Vibration monitoring systems may utilize permanently installed, semi-permanent or portable measuring equipment.

- Permanently installed systems These systems have transducers, cabling and associated signal conditioning permanently installed, with data being collected either continuously or periodically. In several vessels of our fleet there are permanently installed vibration monitoring

indistinguishable to the touch or ear. However, vibration monitoring equipment converts the vibration signals into analysis formats that help diagnose problems. Two frequently used analysis formats are broadband or “overall” vibration and frequency spectrum analysis. a. Broadband vibration Broadband vibration measures the total energy associated with all vibration frequencies generated at a particular measurement point. Values of broadband vibration can be compared to baseline measurements assessed against vibration standards or alarm set points. Various International Standards specify the acceptable broadband vibration values for different types of machines. The following table gives the values for assessing the vibration severity of rotating machinery driven by electric motors of various sizes.

Table 2: Vibration limits for electric motor-driven rotating machinery

Figure 3. Vibration sensor permanently fitted on a Cargo Oil Pump

Small machines <15 kW

Good

Figure 4. Permanent vibration monitoring system display in CCR

Figure 5. Vibration measurement locations

0.7

Medium machines 15-75 kW

1.1

Large machines >75 kW

Rigid foundations

Flexible foundations

1.8

2.8

Satisfactory

1.8

2.8

4.5

7.1

Unsatisfactory

4.5

7.1

11.2

18.0

Excessive

>4.5

>7.1

>11.2

>18.0

The problem with broadband vibration analysis is that is very generic. It does not provide any information regarding the cause of vibration and is also very weak in identifying the early stages of problems such as bearing wear. b. Frequency spectrum analysis Due to the fact that different machinery problems generate vibration at different frequencies, it is very useful to break a vibration signal down into individual frequency components.

The amount of vibration occurring at any particular frequency is called the amplitude of vibration. A plot of amplitude against

systems on Cargo pumps, Ballast pumps, P/R ventilation fans.

- Semi-permanent systems In this type of system the transducers are normally permanently installed and data is collected periodically using portable instrumentation.

- Portable monitoring systems In general, such systems are used to record data manually at pre-selected locations on a machine at periodic intervals using a portable data collector. The data Table 3: Typical interpretations of the causes of vibration at specific frequencies is downloaded to a computer that has appropriate Frequency of Order Most likely Amplitude Other possible causes and software for processing and analysis.

5.2. Vibration parameters The amount, or “amplitude”, of vibration may be expressed as linear/angular displacement, velocity or acceleration. In practice, there are two types of vibration measurements that are normally used for condition monitoring of rotating machinery: a. Vibration measurements on the non-rotating structure of machines such as bearing housings and casings.

The most common measurement parameter is root mean square (r.m.s.) velocity in units of millimetres per second (mm/s). b. Relative motion between a rotor and the stationary bearing housings. The measurement parameter is commonly peak or peak to peak displacement in units of μm.

5.3. Vibration analysis and assessment Different machinery problems cause different types of vibration. For example, an unbalanced rotor causes a machine to vibrate differently than a worn bearing. These differences are often

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Issue 64-June 2018

vibration

cause

remarks

1 x Rotor RPM

1st

Unbalance

Proportional to unbalance: largest in radial direction

1 x Rotor RPM (2&3 x RPM sometimes)

1st

Misalignment of couplings or bearings

Large in axial direction

2 x Rotor RPM

2nd

Mechanical looseness

Radial direction

3 x Rotor RPM

3rd

½ x Rotor RPM or less

½

Oil whip or whirl

Many times RPM

nth

Gear noise Aerodynamic forces Blade defects

Most common cause of vibration: eccentric journals, bent shafts

Usually accompanied by unbalance and/or misalignment. Could also be rubbing effects.

Rare. Could be a combination of misalignment and looseness.

Occurs on high or medium speed pressure lubricated machines with plain bearings

Low

Gear teeth x RPM of gear wheel Blades x RPM of motor

Dehydration Signs of dehydration are often overlooked at a cost, so make sure your water intake meets the demands your body makes to function properly.

Look up the word “dehydration” and you may find a definition indicating that there is a point at which the level of water in the body can drop to and cause harm. This point is reached when the difference between the amount of fluid leaving the body and that which enters it has accumulated to a degree where the normal functions of blood and cells are compromised. The causes of dehydration are losing water, not taking in enough water or a combination of both. Since dehydration has clear risks associated with it, it is necessary to recognise the causes and early symptoms so that serious consequences may be avoided.

Loss of water from the body occurs naturally. Sweating, for instance, is a mechanism used to keep the body from heating up either during hotter weather or when engaging in physical activity. The body also loses water when toxins are “flushed out” during toilet breaks. These losses are normal and because water levels must be maintained, it is vital that any water lost should be replenished. Therefore, as a basic guide, the majority of us require an intake of between 1.5 litres and 2 litres per day, which equates to 8 to 10 glasses, an amount that needs supplementing in hot weather and during periods of intense activity. Water can be obtained from the liquid itself and in other drinks like milk and fruit juice. Additionally, fruit and vegetables can be a supply of water, especially those that have a high water content like oranges, pineapples, tomatoes, cucumber and lettuce, all of which contain 90% water or more.

Not drinking enough water under normal circumstances can compromise the benefits this extraordinary liquid offers. Some obvious feelings that signal the need for water are a dry mouth, dry lips and thirst. However, these are not always the most reliable. A better indicator is the number of visits to the toilet to urinate and the colour of the urine, which should be pale yellow or straw-coloured. If visits are few and its colour is dark yellow, dehydration has to be addressed.

While there are symptoms associated with any reduction in the water content of the body like headache, lethargy and dizziness, the risks become greater when water loss accelerates due to such causes as vomiting, diarrhoea and excessive sweating.

These can bring about severe dehydration, which involves a 1015% loss of water. When this happens there is a range of more serious symptoms. These include a lack of sweating, dry, inelastic skin, fever, constipation and lower blood pressure. The last of these occurs as the reduced amount of water in the blood makes it more viscous which leads to a decreased cardiac output and a frequency is called a frequency spectrum. Frequency is generally measured in cycles per second (Hz) or orders, where: Order=Frequency of vibration in cycles per minute/Rotor speed in rpm.

Frequency spectrum displays facilitate an evaluation of the condition of machinery. High vibration levels at certain orders of the rotational speed are generally indicative of faults and can be used as an aid to fault diagnosis. Some of the common faults in a rotating machine are indicated in table 3.

The qualified engineering company, FNT, has been carrying out periodically vibration monitoring and infrared thermography surveys on our Company’s fleet since the beginning of 2017.

Vibration analysis plots allow for a diagnosis of potential problems in machinery.

State of Dehydration

Signs and Symptoms

Mild Dehydration

dry mouth, dry lips, headache, lethargy, dizziness, darker urine

Severe Dehydration

lack of sweating, fever, dry, inelastic skin, constipation, low blood pressure, low levels of consciousness, delirium, seizure

Chronic Dehydration

fatigue, joint pain, headaches, ulcers, kidney disease, high blood pressure

subsequent decrease in the amount of oxygen circulating in the body. The dangers linked to this situation cannot be overestimated since it can culminate in low levels of consciousness, seizures and delirium, all of which require immediate medical attention.

Another way in which excessive water loss can come about is through an increase in the frequency of urination. Diabetics are particularly vulnerable in this respect as the kidneys continuously try to rid the body of excessive glucose by creating urine. It is a vicious cycle since water removal keeps the glucose level up, which forces the kidneys to expel even more urine. Other medical conditions can also lead to the passing of excessive urine through the medication required. For example, anti-histamines and some blood pressure medications act as diuretics. It must also be remembered that coffee, tea and alcohol are diuretic drinks, so their consumption must be in moderation as they can readily cause dehydration.

Whenever dehydration is suspected, rehydration should take place as soon as possible. In mild cases, it is best to drink water slowly as drinking too quickly may induce vomiting. In more serious cases, there is likely to have been a substantial loss of vital salts and sugars along with the water expelled. As such, rehydration salts should be added to the water. Again, the fluid should be drunk slowly so that it can be kept down.

Staying hydrated may seem simple, but its importance is often overlooked. Indeed, according to a study cited by CBS, up to 75% of the American population does not consume the prescribed daily intake of water. This means that the vast majority of people in that country are in a permanent state of chronic dehydration.

Thus, for these individuals, over a period of time, fatigue, joint pain, headaches, ulcers, kidney disease and high blood pressure can become part and parcel of daily life. Such problems have an inevitable detrimental effect on ability and performance. This can result in serious consequences within shipping, where chronic awareness is key to addressing safety concerns.

Just as a machine will not function effectively with low oil levels, so the body will fail to work efficiently if it is not kept hydrated.

It is as easy as that, so at the first sign of hydration, top up water levels at once.

Sources: www.nepia.com, www.medicaldaily.com, www.medicalnewstoday.com

Vibration Analysis Plots

Health Care

Demodulated spectrum

High frequency waveform

Issue 64-June 2018

11

Culture Corner

Drawing of a camakau of the type C. Wilkes marvelled at

By Voyage au Pôle Sud et dans l'Océanie sur les corvettes L'Astrolabe et La Zélée, Jules Dumont d'Urville, Gide Paris, 1846

Fijian Boatbuilding Around 3000 years ago the first Fijians began to sail the Pacific in dug-out outrigger canoes. They had to rely on the stars for navigation and were very often at the mercy of the currents.

Despite the difficulties they encountered, these intrepid sailors eventually came upon landfall among the scattered islands in the region during one of their exploratory voyages. These islands became known as Fiji and their ‘discovery’ is regarded as one of the greatest navigational feats, a distinction primarily gained due to the boats used in this voyage of discovery. Indeed, they were so impressive that their more modern versions, which have hardly evolved since their original design, were still being lauded in the 19th and 20th centuries.

One person who recognised and recorded the brilliance of their design was the US Naval Officer, C. Wilkes, in 1840. In one reference he described one boat called a camakau as having “inconceivable velocity”. In another reference to speed, the awesome performance of a camakau is highlighted as evoking “the admiration of all those who have seen them”. Almost a century later, the camakau remained a source of wonder. In a publication called Canoes of Oceania, the amazing craft was heralded as being “one of the two finest types of sailing outrigger canoes ever designed”. Today, images of the camakau along with the drua, a larger twin-hulled ocean-going outrigger, are widespread across Fiji. They appear in phone booths, on bar and restaurant walls, on 50-cent coins, on park benches, on local logos and even on the crests of government departments.

In contrast to their prominent imagery, the number of camakau in use has declined dramatically in recent decades. Until four decades ago, the outriggers were still in common use. They were the normal means of transport used to reach fishing grounds and to carry goods like coconuts, tapa cloth and hardwood from island to island, especially in Lau province, which is the traditional centre of the Fijian canoe-making culture. However, even in the Lau islands, where the canoe craftsmen, known as the matai meaning skilful, had plied their trade for centuries, there was a

significant drop in the number of camakau in use. This was mainly due to safety issues and fibreglass boats with outboard motors becoming available.

In response to the threat of traditional boatbuilding dying out, the Pacific Blue Foundation (PBF), a non-profit organisation that is dedicated to cultural and ecological conservation in Pacific Island nations launched an annual even in 2010. This took the form of a traditional outrigger canoe race called Veitau Waga, which translates as “the boat lives”. The idea was to give people the opportunity to witness and experience the craftsmanship involved in the Fijian boatbuilding tradition in the hope of sparking a revival of this cultural heritage.

Although Veitau Waga gained attention, it was clear that is impact was not sufficient to revive the boatbuilding craft. As a result, the PBF set up a collaboration with the islanders of Viti Levu to construct camakau. Typically, a camakau has a round-bottomed main hull made from a dug-out hardwood log to which strakes are attached to increase freeboard and a deck constructed to provide a working platform. The stabilizing outrigger is around 60% of the total length of the boat and there is a single triangular sail of about 27 square metres in area. These specifications apply to an average camakau operating in the Lau group of islands that extend over 250 nautical miles. Craftsmen on these islands use traditional tools and local forest renewables such as coconut fibres for lashing lines, which makes the craft sustainable.

So far, the collaboration has proven successful in that children have taken to constructing model camakau with the skills they have learned in their villages. Additionally, there has been further funding from T-Taukei Lands Trust Board that has led to a new forty-foot camakau being built. All these initiatives have clearly demonstrated how strongly Fijians feel about the importance of passing on their traditional knowledge of boatbuilding so that a significant part of their cultural heritage may be preserved.

Sources: www.pacificbluefoundation.org, www.royalcanoeclub.com, www.fijimarinas.com

The QE2 Story Ends as a Floating Hotel in Dubai The QE2 was built in Clydebank, Scotland and launched by the Queen on 20th September 1967. The launch, attended by crowds in their tens of thousands, came just days after the Queen Mary, Cunard’s other great liner, completed her final transatlantic crossing to New York.

The QE2’s maiden voyage to New York began on 2nd May 1969.

She became Cunard’s flagship, offering the ultimate in luxury at sea. This was evidenced by the yearly consumption of almost 20 tons of lobster and 70,000 bottles of the finest champagne by her passengers who included such varied personalities as Princess Diana, Nelson Mandela, David Bowie and Elizabeth Taylor. Her 1800 passengers had 1000 staff to look after them and there were 11 designer label boutiques together with a branch of Harrods on board for the discerning shopper. In 1982, she was requisitioned by the British government as a troop carrier during the Falklands War, after which she resumed her duties as a liner.

To some, the QE2 is the greatest ship of all time. She covered an incredible 5,875,264 nautical miles (equivalent to 14 trips to the moon and back) and catered for over three million passengers. On her retirement, Cunard sold her to the UAE government conglomerate for £64 million in 2008. Plans were made for her to become a luxury hotel, but they were eventually shelved due to the economic crisis taking a hold. In 2011, renovation work ended and in 2013, the engine was turned off and crew laid off. Black mould engulfed the ceilings of the once luxurious staterooms as dust gathered while she stood in silence. She seemed destined for the scrapyard.

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Leaving Sydney 18 February 2004

By Merbabu https://commons.wikimedia.org

The ‘ghost ship’ lay still for about five years before being moved to Dubai Drydock World, where new plans to convert her into a floating hotel were set in motion. When these plans have been executed, the QE2 will have 224 refurbished rooms and suites, 13 food and beverage venues, 25 conferencing facilities as well as several retail outlets. Guest rooms, starting at around $163, will feature original portholes and will afford a view of either the Arabian Gulf or the spectacular Dubai skyline.

The imminent launch of the QE2 as a hotel has met with the approval of those who had become saddened by the idea of her being scrapped. They have clearly indicated through their social media comments that they are grateful to all those involved in her current transformation during an adverse economic climate for giving the iconic cruise liner a new, deserved lease of life.

Sources: www.bbc.co.uk, www.express.co.uk, www.hoteliermiddleeast.com

Nanoscale Solution to Biofouling Biofouling, the build-up of bio material, is a long-standing problem that has plagued the shipping industry for decades.

Due to increased maintenance costs to combat biofouling and decreased fuel efficiency resulting from excessive drag on hulls, this phenomenon, which can add up to 150kg/per square metre to the weight of the hull in just six months at sea, is said to cost the shipping industry in Australia alone around $320 million a year. Indeed, the problem became so large that it was recognised by the IMO, who acted by providing their 2016 guidelines for the development of the Ships Energy Management Plan (SEEMP).

Additionally, biofouling has raised concerns over the spread of invasive species and the use of anti-fouling agents that contain toxic chemicals.

The first stage of biofouling involves bacteria forming a biofilm that allows larger marine fouling organisms to grow. The result is extra weight, roughness and turbulence, all of which increase hydrodynamic drag. Since the chemical tributylin, the highly toxic anti-fouling agent, was banned there has been a greater emphasis on developing non-toxic means of preventing marine biofouling.

So, the recent success in finding a non-toxic alternative by researchers from the University of Sydney Nano Institute has grabbed the attention of the shipping industry and other companies whose products like marine sensors and aquaculture nets are compromised by biofouling.

The research team in Sydney, led by Associate Professor Chiara Neto, is said to have been inspired by the way in which the carnivorous Nepenthes pitcher plant ‘receives’ its prey. Around the rim of the opening, the plant traps a layer of water on minute

structures. This creates a slippery surface that causes insects to aquaplane into the pitcher, where the digestion process begins.

The thinking was that if a material could be engineered at the nanoscale, 100,000 times smaller than the width of a human hair, the bacteria that lays the biofilm for fouling organism would not be able to adhere to any surface on which it was placed.

Pitcher plant and nanowrinkles inspired by its structure Source: www.sciencedaily.com

The team came up with a coating of ‘nanowrinkles’. Testing in the laboratory revealed that the slippery surfaces created by the nanomaterials could resist nearly all fouling from a common species of marine bacteria. This was in direct contrast to the Teflon control samples that became completely fouled. Testing then moved outdoors, where the layer proved highly efficient in preventing fouling on shark netting in Sydney’s Watson Bay. The research team’s effective transformation of an inspiration into an end product allowed them to create a viable alternative to currently available options for the shipping industry. This is because the thin, mouldable, transparent nanowrinkle coating makes its application for hulls particularly attractive.

Sources: www.sciencedaily.com, www.sydney.edu.com, www.seatrade-maritime.com

Special Vessel

Prelude – Floating Liquefied Natural Gas (FNLG) Platform By the time construction had started on Prelude in October 2012, it had already grabbed widespread attention. One reason for this was the sheer scale of the project and the FNLG platform itself.

Even before building began more than 600 engineers worked on the facility’s design options.

The cost of construction was over $10bn and was borne by Royal Dutch Shell, South Korea’s KOGAS, Inpex and Taiwan’s CPC. Most of the components were built at the Goeje shipyard by the Technip Samsung Consortium in South Korea. Other components that could not be produced at Goeje were built at various locations across the globe. For instance, the 93-metre high turret mooring system, which runs vertically through one end of Prelude and is anchored to the seabed by four groups of mooring lines so as to allow for rotation with the wind, was constructed in Dubai before being transported to South Korea in five sections. Other components made elsewhere are the chains, which were forged at a Spanish foundry. Each link in the chains is one metre long and weighs a ton.

At Goeje, the behemoth with a maximum breadth of 74m and a length of just under 489m took just under five years to complete.

Around 260,000 tons of steel were used. This included large steel sections called blocks, some of which were as large as a big house, being used to form the hull. As regards the workforce, there were around 5000 people working on Prelude’s construction at peak periods. When finished, the facility contained more than 3000km of electrical and instrumentation cables and needed 120,000 tonnes of ballast to remain stable. Prelude is over 600,000 tonnes which requires thrusters rated at 6,700 horsepower to position the largest offshore floating facility ever built.

Prelude being towed to field Image courtesy of Shell

As an equivalent plant ashore would demand four times the area of Prelude, vertical stacking is a feature of the platform. This is evident on embarkation because the first deck is an eightstorey lift ride from the point of entry. Another example is the cooling plant being placed above the storage tanks which can hold enough liquefied natural gas to fill about 175 Olympic-size swimming polls. Despite area restrictions, the personnel living onboard have individual accommodation. What is more, they have city quality Internet that allows for seamless video calls from home thanks to Shell and Inpex installing an underwater fibre optic cable between Darwin and Port Hedland.

Prelude is set to operate for 20 to 25 years with a production capacity of at least 5.3 million tonnes per year of liquids.

Operation at a remote field approximately 475km N-NE of Broome in Western Australia will help meet the world’s growing energy demand and as such, Prelude will be vital to progress in the immediate future.

Sources: www.shell.com, www.royaldutchshellgroup.com, www.cnbc.com, www.thewest.com

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13

Bodies of Water The Barents Sea is referred to as a shallow continental shelf sea and is bordered by Norwegian and Russian coastlines. The physical conditions are determined by three different current systems: the Norwegian coastal current, the Arctic current and the North Atlantic current. Of these three, it is the North Atlantic Oscillation (NAO) that has the greatest bearing on the climate in the Barents Sea. Other important factors include the latitudinal change in the incidence of solar radiation and a continental influence that has led to diminished cyclonic activity, an increased range in air temperature and the number of cloudy days accompanied by rain.

The Barents Sea differs from other Arctic seas that have a similar latitude because most of it is comparatively easily accessible for much of the year. While this holds for the most part, there can be great differences in ice cover. For instance, in 2014, there was the widest summer ice cover for 20 years due to the winter NAO index having attained a positive value and north-west winds prevailing over the region. Conversely, two years earlier the ice cover had been the lowest ever recorded.

Conditions in the Barents Sea make it one of the most productive oceanic regions on the planet. It is so rich that it can support about 20 million breeding seabirds during the summer and is one of the most important areas for the Norwegian fishing industry, yielding about 1.35 million tonnes of fish per year. Catches comprise mainly of capelin, cod, haddock, redfish, Greenland halibut and deepwater northern shrimp. There have been slight changes caused by warmer temperatures over the past decade, but these have involved the distribution of zooplankton and fish species extending northwards rather than a decrease in biomass.

Apart from being a rich source of seafood, the Barents Sea is important for its oil and gas resources. Indeed, there are far more than previously thought with one estimate stating that the Barents Sea contains nearly two thirds of the total undiscovered oil and gas across the Norwegian shelf. Thus, there is plenty of exploratory drilling to be completed, especially in the south eastern Barents Sea, where there has been relatively little exploration, but where the chance of new discoveries appears to be the highest.

As regards vessel traffic in these two industries, predictions

The Barents Sea indicate that it is likely to change little in the fishing industry, but see a significant increase within the petroleum industry. Norwegian fishing vessels number 50 in autumn alone and these account for 70% of the whole traffic in the industry in the Norwegian Arctic Waters. At present, vessels in the oil and gas industry operate mainly in the summer months, but as this industry develops, there may be year-round activity and a corresponding increase in vessel volume in line with new discoveries. Thus, there will be more tankers and LNGs as well as offshore service vessels (3-4 per drilling rig) operating in the area.

Another developing industry in the Barents Sea is that of tourism. The focal point for cruise ships in the area is Svalbard.

About 50 such vessels visit the port of Longyearbyen between May and October and these are supplemented with 100 leisure vessels visiting the iconic island every year. In order to maintain supplies on Svalbard, there are visits from around 15 cargo vessels per month and 25-35 calls bringing coal from Svea, a Norwegian mining settlement, from July to December. Russian cruise ship visits to Murmansk and Arkhangelsk number fewer than ten per annum.

Other maritime activity mainly involves naval vessels, icebreakers and ships utilized by the Norwegian Polar Institute.

The latter serve scientists who carry out research into the physical and ecological changes in the area. Such studies culminated in a government approved management plan that has led to the Institute being currently engaged in a follow-up.

In addition, there is the Barents Portal, a website that provides first-hand information on the environment in the Norwegian and Russian parts of the Barents Sea. This is a cooperative project between management and research institutions from both countries.

Such cooperation, as has also been witnessed during fruitful negotiations regarding fishing quotas, is fundamental if the challenges posed by increasing marine traffic are to be met successfully. Fortunately, it appears that Norway and Russia are on the same page with regard to expanding oil and gas productivity while preserving the integrity of the ecosystems that support fishing in the region, an indicator that bodes well for the future.

Sources: www.brage.bibsys.no, www.barentsinfo.org, www.tandfonline.com, www. offshore-mag.com, www.npolar.no

The Norwegian research vessel Lance wintered in the sea ice Credit: Monica Votvik/Norwegian Polar Institute Source: earthmagazine.org

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Issue 64-June 2018

to a capital city 1052km away. Then they fly about 700km almost due north to the third most populous city in another country. The third leg of the journey is a flight 356km east to another capital city. Finally, your they travel 2300km in a south-southwesterly direction (242o) to their destination, yet another capital city. What country are they now in?

8. A family of five has four pets, none of which lives in water. The children have two dogs and a cat. At school the youngest child has been asked to calculate the total number of legs of the people and pets living in his house. He comes with the answer of 22, which is correct but is questioned by his teacher. He explains why he is correct. What is his explanation? (There have been no amputations.)

1. Make the names of two countries using all the letters in the following sentence: AL MOVES A TIN 2. Which three-letter word can be used to complete the following words: EN_ _ _ GLE, _ _ _ TRUM and CAPS _ _ _ ?

3. The letters in the chemical symbols for iodine, neon, sodium and vanadium can be used to spell the name of the capital of a country. What is the name of the country?

4. There are six American states whose names contain four different vowels. Which two share a state line?

5. Which country has an internet code that is the same as that of the symbol for an SI unit of pressure?

6. What is the next number in the following sequence: 1 , 2 , 6 , 22 , 88 , ?

7. A couple fly in a west-northwesterly direction from Athens

Test Brain

Quiz

1. Which of the following voyages is the shortest in nautical miles?

A Pireaus (Greece) to Dakar (Senegal) B Stockholm (Sweden) to Algiers (Algeria) C Alexandria (Egypt) to Calais (France) D Cork (Ireland) to St John’s (Canada) 2. According to the World Factbook, which of following countries has the longest coastline?

A Argentina B Denmark C Chile D Spain 3. Which American President developed a keen interest in scrimshaw?

A George W. Bush B Lyndon B. Johnson C John F. Kennedy D Dwight D. Eisenhower 4. Which vessel was supposed to have been accompanied by the Speedwell on a transatlantic voyage?

A Golden Hind B Great Eastern C Cutty Sark D Mayflower 5. On which island is the world’s remotest port?

A Tristan da Cunha B South Georgia C Pitcairn D Diego Garcia

6. What is the average concentration of salt (sodium chloride) in seawater expressed in parts per thousand?

A 5 B 20 C 35 D D 60 7. Which of the following ports is closest to the equator?

A Lome B Lagos C Jakarta D Singapore 8. Dazzle or razzle dazzle, as it is sometimes referred to, is a form of what?

A signalling system B camouflage C sea shanty D propulsion 9. What is the minimum number of navigational satellites that a receiver needs to obtain signals from in order to pinpoint a location accurately?

A3 B4 C6 D8 10. Where in the world would you be if you were on a Star Ferry boat?

A Hong Kong B Australia C America D South Africa

Keyword

Find a keyword associated with several ar�cles in this issue by solving the clues and rearranging the le�ers in the boxes with black borders.

1. Rescue vessel in the South China (6)

R

2. Island in the Barents Sea (8)

B

3. Drag caused by biofouling (12)

R

Y

Y

4. Symptom of mild dehydra�on (9)

A

7. Performance parameter for all machine types (9)

B R

T

9. Luxury seafood served on the QE2 (7)

S

10. Georgios Averof berthed here (7,3)

12. Shipyard where Prelude was built (5) Hint: Talks requiring coopera�on

Answers at the bo�om:

L O

E R

O J

Y

QUIZ Answers: 1.D, 2.B, 3.C, 4.D, 5.A, 6.C, 7.D, 8.B, 9.B, 10.A TEST YOUR BRAIN answers: 1. VIETNAM, LAOS 2. TAN 3. AUSTRIA (Vienna) 4. Rhode Island and Connecticut 5.

Panama (.pa)(Pascal) 6.

445 7. Portugal (Lisbon) 8. His parents have a pet snake KEYWORD SOLUTIONS: 1. Semeru 2. Svalbard 3.

Hydrodynamic 4. Dizziness 5. Florida 6. Triangular 7.

Vibration 8. Practices 9.

Lobster 10. FalironBay 11.

Coconut 12. Goeje Keyword: NEGOTIATIONS

N G

11. Lashing line fibres in Fiji (7)

Answers

S

L

6. Shape of camakau sail (10)

A

I

Z

5. State where Hellas Liberty was built (7)

8. The ‘P’ in COSWP (9)

Keyword

Issue 64-June 2018

KEYWORD SOLUTIONS: 1. Semeru 2. Svalbard 3. Hydrodynamic 4. Dizziness 5. Florida 6. Triangular 7. Vibra�on 8.

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Historic Vessels

B

uilt at Cantien Orlando Shipyard in Livorno, Italy, the Georgios Averof was launched in 1910 and commissioned the following year. At just under 460ft long with a beam of nearly 69 feet, she is now the only surviving heavily armoured cruiser in the world. At the time she was commissioned, her armament comprised two twin 234mm turrets, four twin 190mm turrets, eight 76mm machine guns, four 76mm anti-aircraft machine guns, six 37mm machine guns and three torpedo tubes.

The Georgios Averof, named after the Greek benefactor who paid for one third of her cost, served as the flagship for the Hellenic Navy fleet in the Balkan Wars of 1912 and 1913, when she participated in the campaigns in the Aegean Islands and off the coasts of Macedonia and Thrace. On successfully completing her duties, she saw no action until 1917, when Greece under Eleutherios Venezelos entered World War I on the side of the Allies. After the War ended, she was one of the vessels that sailed to Constantinople. When the peace treaties had been signed, the Georgios Averof transported Hellenic troops to Asia Minor. During World War II, she assisted in the Allies’ cause before sailing into Faliron Bay in October 1944. Nearly three years later, she went to Rhodes, where she took part in the commemoration of reclaiming the Dodecanese. In 1985, she was berthed in Faliron Bay, where she is now a floating museum along with a trireme and a WWII destroyer. She is of great value not only from a historical perspective but also from a naval architecture point of view as unique vessel. In 2017, the cruiser’s hull and upper deck were refurbished. There was also extensive renovation of interior areas. The cost of these was covered by sponsorships.

H

ellas Liberty began life as the Arthur M. Huddel, one of 2751 Liberty ships built in 18 American shipyards between 1941 and 1945. She was constructed by the St. Johns River Shipbuilding Company in Jacksonville, Florida and launched in December 1943. Her first assignment was to carry explosives and general cargo from Florida to London and other cargo from South Carolina to Algeria.

In 1944, the Arthur M. Huddel was retrofitted so that she could take part in the PLUTO (Pipe Line Under The Ocean) operation, which involved laying pipes under the English Channel to supply oil to the French coast, where Allied Forces were engaged. When the Second World War ended, the Arthur M. Huddel became part of the US reserve fleet for a period of time. In the following decade, she served AT&T, the American conglomerate, by transporting underwater cables along the west coast from Hawaii to the Arctic Ocean. On completing this work, she was sporadically used by the US Navy and certain government organisations. In 1978, she was towed to New York and two years later served the US Navy again by carrying out cable-laying duties in the Pacific. Those duties lasted until 1984, when she was laid up on the James River. At that point, plans were hatched to sink her in order to provide an artificial shelter for fish in the ocean, but they never materialised.

Instead, there was a transfer of ownership to the Greek State which was made possible through special legislation from the US Congress. This came about following negotiations between the two countries. On the Greek side, pivotal roles were played

by Rhode Island Senator, Leonidas Raptakis, Connecticut State Representative, Dimitrios Yiannaros, and ship owner Spyros M. Polemis. As a result of the negotiations, an agreement was signed on 30th June, 2008 by the US Maritime Administrator, Sean Connaughton, and the Greek Merchant Marine Minister, Giorgios Voulgarakis. After being inspected, the vessel was towed to Piraeus by the Polish tug Posidon. Having been renamed Hellas Liberty in 2008, she arrived at her destination in early January the following year.

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Issue 64-June 2018

Georgios Averof

Courtesy of: Pmoshs •Source: Wikipedia

Annually, the Georgios Averof receives about 60,000 visitors who can witness state-of-the-art naval engineering from over a century ago. The other important story relating to this marvellous vessel relates to Greeks coming together for a common cause while putting their own interests on hold at the same time. This was apparent from the actions of the benefactor after whom she was named along with Greeks worldwide who contributed to her initial building as well as those who sponsored her recent refurbishment and renovation. Source: www.navaltoday.com, www.husa.org

Hellas Liberty

SS Hellas Liberty,IMO: 5025706, ex SS Arthur M. Huddell, one of the last surviving Liberty cargo ships, in Piraeus Harbour, after restoration in Perama shipyards. By © 2010 K. Krallis (SV1XV) - Own work, CC BY-SA 3.0, https:// commons.wikimedia.org/w/index.php?curid=10586137

The Hellas Liberty underwent extensive repairs at Perama under the coordination and supervision of Captain Evangelos Kouzilos.

In June 2010, the ship was taken back to Piraeus, where a permanent mooring position had been granted by the local port authority. Another key player following the acquisition was Vassilis Constantakopoulos, whose financial and supervisory support assisted the vision of the Hellas Liberty being towed to Greece, converted and restored to become a reality.

Just as sponsorships were essential to the Georgios Averof being established as a window into history, so the joint efforts of the Greek Diaspora culminated in securing a permanent reminder of the link between Liberty ships and the evolution of Greek shipping. Both cases highlight how people working together for common benefits can achieve so much.

Sources: www.tracesofwar.com, www.greekshippingmircale.org