Wavelength #66

ISSUE 66 DECEMBER 2018 To reach our Seafarers

In this issue Company News 3 Repairs and Drydockings 4 6 Centrifugal Cargo Oil Pumps How to Control Blood Pressure 7

Safety First 8 Sulphur and the 0.5% Cap 10 The Black Sea 14 Historic Vessels 16

Editorial Dear seafarers, There are two distinct threads that link several of the articles in this issue. The first is the necessity to abide by regulations or follow advice so that the maximum potential lifespan of vessels, equipment and individuals may be realised. The second concerns the environment and the lead being taken by the IMO to address a specific problem pertaining to this subject.

The Technical article highlights the importance of surveys and modifications in extending the working life of a fully compliant vessel.

In addition, the Marine Operations article focuses on a particular type of equipment and emphasizes how operating procedures must be strictly followed if optimum performance is to be sustained. Manning and Training continues the thread by giving useful advice about how we can keep our blood pressure down to remain healthy. The overall message, therefore, is that we should use expert guidance to avoid problems or setbacks.

The articles about the 0.5% sulphur cap and warming oceans address the issue of changes in the environment created by human activity. This topic, however, has not lent itself to expert opinion being accepted unanimously. This is brought out in the former article, which points out that while conferences like the Kyoto Protocol and the Paris Climate Agreement have confirmed the need to take affirmative measures, continuous multilateral action has remained elusive. Exemptions, withdrawals and the scaling down of measures have led to criticism of the effectiveness of such conferences and a bitter taste in the mouths of disappointed participants.

Although such criticism is valid, it must also be stressed that the exemptions, withdrawals and watering down of initial targets by certain nations must be respected due to a multitude of underlying issues that do not allow them to make the proposed commitment immediately.

In light of the difficulties associated with achieving multilateral action, the IMO decision to impose the 0.5% sulphur cap on marine fuels may be seen as a uniquely positive move. Indeed, it may pave the way for further multilateral decisions that will benefit humankind. To some, this may seem unlikely, but would it not be fitting that the energy conscious shipping industry set an example of how to assume a leadership role? After all, it is the primary mode of transportation in the global movement of goods that keeps the wheels of society turning and our social glue intact.

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 The CE-HAMILTON receives an AMVER award The CE-HAMILTON was presented with an AMVER award at a Propeller Club ceremony in Athens in October. AMVER (Automated Merchant Vessel Reporting program) is an award that is bestowed on numerous vessels. In this respect, it cannot be regarded as a great honour. However, it should be considered recognition for consistency. What is more, the annual AMVER Awards were created by the US Coast Guard, so there is a degree of prestige associated with the award.

The AMVER Awards Program aims to reward ships that remain “on plot” for a minimum of 128 days per calendar year. Thus, the awards essentially pay tribute to a ship’s crew, management and ownership, all of whom are fundamental to the success of the Program. Indicative of the importance of the Program is the fact that award ceremonies have been hosted by such establishments as US Embassies and Consulates as well as maritime industry organizations like the Norwegian Shipowners Association, the German Shipowners Association and the Propeller Club of the United States.

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 66-Dec. 2018

2018 OFFICERS’ FORUM Odessa, Ukraine, September 2018 This was the third time an Officers’ Forum had been held in Odessa. As in previous events, the first day was dedicated to presentations by representatives from Head Office and invited speakers. The second day provided the attendees with a chance to participate in learning sessions in line with Goal Zero aims and objectives. There were also talks for specific Deck/Engine disciplines. The team from Head Office comprised: Mr. Yannis D. Procopiou (Management), Mr. Anthony Lambros (Director, DPA), Mr. Yannis K. Procopiou (Director M&T), Mr. George Margioras (Superintendent Engineer), Mr. George Koutroubousis (Operator) and Mr. Panagiotis Bartzis (Recruiting officer M&T).

The first invited speaker was Dr Helen Strelnik from the Academmarine Medical Centre. Dr Strelnik delivered a presentation along with Dr Dmitriy Golovin on seamen’s From left to right: C/O Roman Trofymovych, 2/M Oleksii Miniailyk, 2/E Maksym health related issues based on their experience in Ivashchenko, ETO Volodymyr Krushelnytskyi, C/E Sergiy Kharchenko Academmarine. The second was Mr Gabriel Dovles, a director at TQC. He gave a talk entitled “MARPOL Violations: A recipe for disaster” on day one. On the second day, Mr Dovles spoke about Hazards and Barriers and also presented two resilience modules.

Capt. P. Bartzis, the Forum Chairman, welcomed the attendees and gave the opening address. Talks presented by Head Office staff included a Message from the Management and Leadership and Communication (Mr A. Lambros), Smooth & Efficient Operations (Mr G. Koutroubousis), Environmental Management Plan and Danaos Enviro Module (Mr G. Margioras) and Introduction to Cyber Security (Mr A. Lambros). At the end of the first day, a small ceremony was held to reward six of the longest serving officers from the loyal pool of seafarers.

The second day began with Mr A. Lambros giving an Anthony Lambros reminding everyone the real motivation behind the Goal Zero Introduction to Reflective Learning & LFI, talking about programme and why we have to follow the requirements.

Goal Zero and introducing terminology. At the beginning of the second session, the officers were split into their two disciplines- Deck and Engine. Targeted training sessions were conducted using material provided by Shell. Each group was given: • one Reflective Learning session that involved watching a content specific Shell video and then having a discussion about it. These were run by Mr G. Margioras and Mr G. Dovles (Engine) and Capt. Vitaliy Vatamaniuk (Deck).

• two Resilience Modules. The topics “What is Resilience” and “Take Decisive Action” were delivered by Mr G. Dovles, who acted as facilitator for both groups.

• supervised LET sessions. The officers split into groups of about eight and one or two officers acted as facilitators so as to gain experience of the process as a whole. The process was supervised by the shore staff, whose objective was to allow the officers to run the exercise by themselves, but were on hand to guide or assist the facilitators whenever necessary.

Visit to CENMAR Odessa While in Odessa for the Officers’ Forum, representatives from the Company made a visit to the CENMAR office, where they were given a very warm reception. Since this was not the first time such a visit had been made, it was clear that a rapport had been established and that the Company representatives together with the CENMAR staff have become united in their goals and objectives.

Once again congratulations are in order to the CENMAR staff for their continued good work.

The Company team with Capt. Stryzhov and the rest of the CENMAR personnel (left to right) Olga Orlova, Evgenia Sidorchuk, Khrystyna Vshyvtsova, Alla Dekhtyarenko and Olga Kostrynina

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Technical Repairs & Drydockings of Company Vessels in 2018 In 2018, the following seven vessels in our fleet passed CAP Surveys and/or Special and Docking Surveys: 1. M/T MERBABU: 2nd Special Survey at “Cosco Guangdong” Shipyard 2. M/T CE-NIRIIS: CAP Survey & 4th Special Survey at “Santierul Naval Constanta” Shipyard 3. M/T SEMERU: 2nd Special Survey at “Cosco Guangdong” Shipyard 4. M/T NAMRATA: 2nd Special Survey at “Cosco Dalian” Shipyard 5. M/T PAN. ARMATA: CAP Survey & 4th Special Survey at “Santierul Naval Constanta” Shipyard 6. M/T CERIGO: CAP Survey & 4th Special Survey at “Shanhaiguan” Shipyard 7. M/T KALYMNOS : CAP Survey & 4th Special Survey at “Shanhaiguan” Shipyard

- A reduction in hull roughness as a result of the polishing and smoothing action of SPC antifouling - The anticipated average annual fuel saving is about 3-4% compared with the conventional antifouling paints.

M/T SEMERU

M/T MERBABU

c. Structural Condition A strength assessment of the hull girder and local structure in line with Class requirements was carried out on all vessels. The results were satisfactory. As per the Company’s Policy, fatigue assessment of selected longitudinal stiffener connections was carried out on all vessels by the Classification Societies. The expected fatigue lifetime is considered satisfactory.

On CERIGO and KALYMNOS minor steelwork was carried out on the uppermost part of the ballast tanks i.e. web frames plating & stiffeners, deck longitudinal stiffeners and brackets etc. d. Coating Condition of the Water Ballast Tanks The coating condition of the ballast tanks on all vessels is “Good”.

Coating restoration works for improving condition were carried out in some areas of ballast tanks on CERIGO, KALYMNOS and PANAGIA ARMATA. Furthermore, zinc anodes of the bolting type were fitted (as required) in the ballast tanks of CE-NIRIIS, CERIGO and KALYMNOS.

M/T NAMRATA

M/T CERIGO

M/T PANAGIA ARMATA

a. Condition Assessment Programme (CAP) Rating CAP Surveys were carried out on CE-NIRIIS, PANAGIA ARMATA, CERIGO & KALYMNOS by the Classification Societies LR, ABS and BV respectively. All four vessels have been assigned the highest grade “1”. This is awarded to vessels whose structural condition is excellent, whose cargo and ballast tank coating condition is “good” and whose standards of machinery and auxiliary equipment maintenance, including the cargo system are high. b. Hull Treatment & Application of Antifouling Paints of High Performance As per the Company’s Maintenance Policy, which strives for reduced fuel consumption, extensive hull treatment was carried out on all vessels in drydock and antifouling paints of high performance based on “silyl acrylate” technology were applied to the underwater section of the hull.

The main benefits of the silyl acrylate SPC antifouling paints are as follows: - A controlled polishing rate - Excellent application properties

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Issue 66-Dec. 2018

M/T PANAGIA ARMATA

e. Modifications and Design Improvement Items i) M/T MERBABU, M/T SEMERU, M/T NAMRATA (Aframax sister vessels built by HHI) The following modifications and improvements were incorporated into the design of these vessels which were added to the Company’s fleet in 2017.

- The installation of mooring fittings (6 chocks & 6 bollards) and shelters (on bridge wings and deck) for compliance with new Panama Canal requirements - An upgrade of the SPM chain stoppers from 200T to 250T (SWL).

- The installation of an “Escort Tug Pull Back System” (SWL 200T) on SEMERU & NAMRATA

Additional Bollards and Chocks for Panama Canal modification

Escort Tug Pull Back system

- The construction of a Retention Tank (capacity: 387 m3) inside the Slop Tank(P) and the fitting of tank level gauging, tank cleaning , tank heating and venting systems on NAMRATA

- The installation of a gas detection system on A/C accommodation air intakes - The installation of additional sensors in the fire detection system i.e.

P/R, Paint locker, Wheelhouse, CCR, Pantry & Laundry rooms - A modification of the stern tube sealing system to the “air guard” type - The installation of a new MGO cooler and a new HFO/MGO transfer pump - The installation of a “water in oil detection system” as per the MAN Diesel recommendation for the avoidance of M/E system oil contamination by water

New Residual Tank

- The installation of twenty-six additional cargo valves in cargo tanks and P/R to enhance operational flexibility on NAMRATA

“Air guard” stern tube seals system

Additional remotely operated valves installed in COT no.6(S) and no.4(S)

MGO cooler

ii) M/T PANAGIA ARMATA - The installation of additional drums on mooring winches “M1” and “M4” for compliance with Pachi Terminal requirements

- The installation of a VECS oxygen/vapour analyser with an alarm repeater in CCR - The installation of a COPs & WBPs bearings temperature monitoring system

Additional drum installed on mooring winch M1 (left) and M4 (right) COPs & WBPs bearings temperature monitoring system

- The installation of a CO2 fire extinguishing system for the Mast riser and a pneumatic remotely operated valve

iii) Navigation & Communication Equipment - Two new ECDIS (Maker: JRC, Type: JAN 9201) were installed on MERBABU, SEMERU and NAMRATA. - A new speed log transducer was installed on PANAGIA ARMATA. - A new V-Sat communication system was installed on SEMERU, NAMRATA, CERIGO and KALYMNOS. The benefits for the crews and the Company are as follows: Crews - Internet access through Wi-Fi with speeds of up to 2 Mbps Company - A full redundant satellite system with two antennas - The fast exchange of large amounts of data - Remote access for the IT department for maintenance purposes - Online chart updates - Online windows & antivirus updates

CO2 fire extinguishing system and pneumatic remotely operated valve

V-Sat antenna

VECS oxygen analyzer cabinet

- The installation of a COP mechanical seals leakage alarm and monitoring system

Collection tank of COP mechanical seals leakage alarm system

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Marine Operations The Efficient Operation of Centrifugal Cargo Oil Pumps The majority of oil tankers are equipped with vertical single stage pumps of the centrifugal type driven by a steam turbine. The proper operation of the centrifugal cargo pump is essential to ensure the safe and timely discharge of the ship’s cargo. Centrifugal pumps are to be run at their full nominal RPM during bulk discharge. A reduction in RPM leads to a rapid decrease in both the pumping rate and pumping efficiency.

The instruction manual for the cargo pumping system must be read and thereafter consulted by all deck officers and crew members as it contains invaluable information for the safe and efficient operation of these high performance pumps that are capable of discharging a hazardous hydrocarbon cargo in a matter of hours.

Centrifugal Cargo Pump & Driving Steam Turbine

The basic precautions for the safe operation of a centrifugal cargo oil pump are as follows: 1. Never run the pump dry. Prime the casing and separator of the pump smoothly and slowly prior to use so that dry running, overheating of bearings or mechanical seals and severe damage to the pump are avoided. Double check and confirm that all pumps have been properly primed.

2. Never throttle the suction valve of the pump in order to control the discharging flow so as to avoid dry running.

3. Discharging flow adjustments can be effected by keeping the discharge valve fully open and changing the speed of the pump.

Unnecessary throttling of the discharge valve leads to a loss of driving energy.

4. Never operate the pump with the discharge valve closed for over 3 minutes as this will result in a rapid temperature rise of the liquid cargo to boiling point and severe damage to the pump.

5. Parallel operation of more than 2 pumps is possible only if the discharge pressure of all pumps are equal. If the speed and pressure of any pump is decreased and its shut-off pressure drops below the discharge pressure of the remaining pumps, the pump will operate at zero flow. This has the same effect as running with the discharge valve closed and will cause overheating and damage to the pump. Ensure that all pumps are operating at same speed and discharge pressure. Otherwise, reduce the number of operating pumps.

6. The cargo pump must be protected from external hazards such as those described in ISGOTT, Chapter 11, Paragraph: 1.1.14.7 “Commencement of Discharge Alongside a Terminal”. The shore valves must be fully open to the receiving tanks before the tanker’s manifold valves are opened. If there is a possibility that, owing to the elevation of the shore tanks above the level of the ship’s manifold, pressure might exist in the shore line and no non-return (check) valves are fitted in the shore line, the ship must be informed and the tanker’s manifold valves should not be opened until an adequate pressure has been reached by the pumps. Discharge should start at a slow rate and only be increased to the

agreed rate once both parties are satisfied that the flow of oil to and from designated tanks is confirmed.

7. The pumping capacity of a centrifugal pump will decrease as the liquid level in the tank is reduced. The Net Positive Suction Head (NPSH)* will decrease and the pump discharge becomes zero due to cavitation. Restore pumping ability by lowering the pump speed as the liquid level in the tank drops. The discharge valve is to be throttled only when the speed of the pump is at a minimum.

Thereafter, in case of cavitation, the pump must be stopped. *NPSH should be kept positive to avoid cavitation in the pump. A simplified definition of the NPSH: - NPSH = A+M-TVP (when manometric pressure is positive) - NPSH = A-M-TVP (when manometric pressure is negative) Where: A: atmospheric pressure M: manometric pressure at pump suction (cargo soundingheight of the cargo pump from the bottom+IG pressure) TVP: true vapour pressure {usually not provided, instead can use the Reid Vapour Pressure (RVP) as an approximation, Reid vapour pressure (RVP) is a measure of the volatility of petroleum products. It is defined as the absolute vapour pressure exerted by a liquid at 37.8 °C (100 °F)} 8. In order to facilitate discharging operations, ships are fitted with an Automatic Unloading System (AUS) to extract vapour & gas produced as a result of the liquid level lowering in the tank.

The various components of the AUS should be properly inspected and maintained according to the Planned Maintenance System to ensure that it will operate satisfactorily. A malfunctioning or non-operating AUS will result in longer discharging periods and damage to the cargo pump due to the dry running of the pump.

9. The shaft of the cargo pump is supported by ball bearings which are lubricated by grease and can stand up to temperatures of up to 90 degrees Celsius. Makers recommend that bearing temperatures should be maintained below 75 degrees Celsius in order to extend the service life of the bearings. The temperature of the bearings can be monitored remotely in the Engine Room and Cargo Control Room.

10. The lower and upper mechanical seals are responsible for making the cargo pump casing watertight. The utmost care is required during the operation of the pump so as to avoid dry running and the subsequent damage to the mechanical seal.

Mechanical Seals precautions (example of a Cargo Oil Pump Shinko KV 450-3): 10.1. Caution during standstill (figure 4.1): Pour oil in space (a) when the pump is at a standstill to prevent dust from sticking. Any accumulation of dust may cause seal ring 54-4 to stick and sliding face (S) to leak.

....CONTINUED ON PAGE 13

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Issue 66-Dec. 2018

Manning and Training How to Control Blood Pressure High blood pressure is one of the concerns many people have. If given proper attention, it can be handled even without medication.

However, there are cases where prescribed medication cannot and must not be avoided. This article offers tips to control your blood pressure while on board and ashore.

If you've been diagnosed with high blood pressure, you might be worried about taking medication to bring your numbers down. If you successfully control your blood pressure with a healthy lifestyle, you might be able to avoid, delay or reduce the need for medication.

Blood pressure often increases as weight increases. Being overweight can also cause disrupted breathing while you sleep (sleep apnea), which further raises your blood pressure.

Weight loss is one of the most effective ways to control blood pressure. In general, you may reduce your blood pressure by about 1 millimetre of mercury (mm Hg) with each kilogram (about 2.2 pounds) of weight you lose. You should also keep an eye on your waistline. Carrying too much weight around your waist can put you at greater risk of high blood pressure.

In general: • Men are at risk if their waist measurement is greater than 40 inches (102 centimetres).

• Women are at risk if their waist measurement is greater than 35 inches (89 centimetres).

These numbers vary among ethnic groups. Ask your doctor what a healthy waist measurement is for you.

Regular physical activity of 150 minutes a week can lower your blood pressure by about 5 to 8 mm Hg if you have high blood pressure. It's important to be consistent because if you stop exercising, your blood pressure can rise again.

If you have elevated blood pressure, exercise can help you avoid developing hypertension. If you already have hypertension, regular physical activity can bring your blood pressure down to safer levels.

A diet that is rich in whole grains, fruits, vegetables and low-fat dairy products and skimps on saturated fat and cholesterol can lower your blood pressure by up to 11 mm Hg if you have high blood pressure.

It isn't easy to change your eating habits, but with these tips, you can adopt a healthier diet: • Keep a food diary. Writing down what you eat, even for just a week, can shed light on your true eating habits. Monitor what you eat, how much, when and why.

• Consider boosting potassium. Potassium can lessen the effects of sodium on blood pressure. The best source of potassium is fruits and vegetables rather than supplements. Talk to your doctor about the potassium level that's best for you.

• Be a smart shopper. Read food labels when you shop and stick to your healthy-eating plan when you're dining out, too.

Even a small reduction in the sodium in your diet can be beneficial for your heart and reduce blood pressure by about 5 to 6 mm Hg if you have high blood pressure.

To decrease sodium levels in your diet, consider these tips: • Read food labels. If possible, choose low-sodium alternatives to the foods and beverages you normally buy.

• Eat fewer processed foods. Only a small amount of sodium occurs naturally in foods. Most sodium is added during processing.

• Don't add salt. Just 1 level teaspoon of salt has 2,300 mg of sodium. Use herbs or spices to add flavour to your food.

• Ease into it. If you feel unable to make a sudden drastic reduction in your sodium intake cut down on it gradually. Your palate will adjust over time.

While on board consumption of alcohol is strictly prohibited.

However, when you are ashore, drinking more than moderate amounts of alcohol can actually raise blood pressure. It can also reduce the effectiveness of blood pressure medications.

Each cigarette you smoke increases your blood pressure for several minutes after you finish. Your blood pressure can return to normal levels when you stop smoking. If you quit smoking, you can reduce your risk of heart disease and improve your overall health. People who quit smoking may live longer than people who never quit smoking.

The role caffeine plays in blood pressure is still under debate. Caffeine can raise blood pressure by up to 10 mm Hg in people who rarely consume it. On the other hand, people who drink coffee regularly may experience little or no effect on their blood pressure.

Chronic stress may contribute to high blood pressure. Occasional stress also can contribute to high blood pressure if you react to stress by eating unhealthy food, drinking alcohol or smoking.

Take some time to think about what causes you to feel stressed.

Think about potential stressors such as work, family, finances or illness. Once you know what's causing your stress, consider how you can eliminate or reduce stress.

If you can't eliminate all of your stressors, you can at least cope with them in a healthier way. Try to: • Change your expectations. Plan your day and focus on your priorities. Avoid trying to do too much and learn to say no.

Realize there are some things you can't change or control, and focus on the way you react to them.

• Focus on issues you can control and make plans to solve them. If you are having an issue at work, try talking to your manager. If you are having a conflict with your kids or spouse, take steps to resolve it.

• Avoid stress triggers. Try to avoid triggers when you can. For example, if rush-hour traffic on the way to work causes stress, try leaving earlier in the morning, or take public transport. Avoid people who cause you stress whenever possible.

• Make time to relax and to do activities you enjoy. Take time each day to sit quietly and breathe deeply. Make time for enjoyable activities or hobbies in your schedule such as taking a walk, cooking or volunteering.

• Show gratitude. Expressing gratitude to others can help reduce your stress.

Regular visits with your doctor are also key to controlling your blood pressure. If your blood pressure is well-controlled, check with your doctor about how often you need to check it.

A supportive family and friends can help improve your health. If you find you need support beyond your family and friends, consider joining a support group. This may put you in touch with people who can provide emotional support and boost morale as well as offer practical tips to cope with your condition.

Source: https://www.mayoclinic.org

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SAFETY FIRST!

Safety Bulletin 18-04

Message from the DPA

Dear seafarers,

Now that the Company has completed a full year of implementing the Goal Zero program, I am pleased to report that we have made significant progress. We have not reached our goal yet, but are surely moving in the right direction. I personally visited eight vessels this year and our other senior managers visited a further seven. We also got to visit the CENMAR manning offices in Manila twice and the ones in Odessa & Mumbai once each. We found all this interaction very positive and in the course of the year we all managed to learn together; to get better together. Behind all of the professionally made material, the difficult new terms, and the collective effort at all levels, there is one word that has not been mentioned enough. This word is ‘CARE’, and this is our true goal.

We have learned that caring comes in different shapes and forms: • The company cares for you, for all our seafarers and shore staff, both individually and as a group. We will continue trying to demonstrate this care at every opportunity.

• Similar to a self-contained cell, the people serving on board a ship care for each other. Each seafarer must continue to care for their colleagues, for their health, well-being and safety, which collectively will result in a safe, happy and well run ship.

• Most of all, we have learned about individual care. Each and every one of us must care for ourselves. We need to care for our own safety, our health and our job day in day out; to be sure that we will get back home safely to our loved ones. Please do not underestimate your value! Please do not forget to care for yourselves!

With another safe year coming to an end and the festive season getting underway, I wish to thank each and every one of you ashore and on board for your continued efforts. I wish to extend a special thank you to Ms. Anastasia Malegou, who effectively coordinated the Goal Zero program and acted as a catalyst to bring together the combined efforts of so many people.

As we have repeatedly discussed during the year, your actions matter more than you realize. I wish to close by adding that you matter more than you realize.

Wishing you safe seas.

Anthony Lambros – Director & DPA I welcome your comments, suggestions or feedback on the contents of this column (Safety First!) at q&s@centrofin.gr.

Oil Spill due to failure of cargo hose Source: UK P&I • Vessel Type: Tanker

What happened A tanker was fixed to load a petroleum product cargo at an offshore anchorage by ship to ship transfer (STS). After making fast alongside the storage vessel the cargo tanks were inspected and pre-loading checklists, which included agreement on the maximum cargo transfer rate, were completed. A flexible cargo hose supplied by the STS service provider was connected between the manifolds of the respective vessels. During transfer operations, the cargo hose ruptured near the receiving vessel’s manifold, causing oil to spray on deck and overboard. The crew responded immediately by raising the alarm, instructing the storage vessel to stop the transfer and by taking prompt action to confine and collect the oil spillage on deck. After clean-up operations and the subsequent investigation were completed, the hose was replaced and operations resumed.

How and why it happened Only a very small quantity of oil was released into the sea, mainly due to the quick and effective response of the crew. The investigation into the incident concluded that the failure of the hose was related to its condition as there was no evidence that the agreed pumping rate or pressure in the system was exceeded. Markings on the hose indicated that it was last pressure tested more than two years before the incident and no valid certificate of inspection and test could be produced on demand. In this case, responsibility for confirming the hoses were fit for the intended service and properly certificated rested with the STS service provider. However, the crew should carefully inspect transfer hoses as far as the can be safely accessed and request access to the hose documentation, cross checking that identification markings match up and protesting any defects or anomalies. Industry guidelines require that periodic tests of hoses should be undertaken at intervals not exceeding 12 months.

Lessons learned • Ship to Ship transfer operations must be performed while taking into consideration the requirements of the vessel’s STS operations plan, MARPOL regulations for the prevention of pollution during transfer of oil at Sea, the Ship to Ship Transfer Guide and the vessel’s Safety Management System.

• Cargo transfer hoses should be fit for purpose and provided with valid records of tests and inspections.

• Any evidence of deficient or non-compliant transfer hoses should be protested and thereafter investigated / rectified by the responsible party.

• This incident demonstrates the vital importance of the crew keeping a vigilant deck watch during transfer operations and responding rapidly to contain a spill in accordance with drilled procedures.

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Issue 66-Dec. 2018

Stand clear, do not put your foot in the bight of a rope Source: SHELL Partners in Safety (Learning from Incidents)

What happened In the dark hours of early morning, crew members on board a vessel were letting go from another vessel when a seaman’s right foot was caught in a bight of the mooring rope between the bollard and the fairlead. The seaman’s foot was severed above the ankle.

He was transported by helicopter to shore, where he underwent emergency surgery. His leg was amputated below the knee.

How and why it happened The order to let go from the other vessel came at 3 a.m. and mooring activities began at 3:25 a.m. After letting of the bow and spring mooring lines, the seaman began to let go of the last stern line when the Captain engaged the vessel’s engine to move ahead. The vessel’s movement tensioned the mooring line, trapping the seaman’s foot in the bight.

Findings • Standard procedures were not followed; • A communication breakdown occurred between the bridge and crew on deck; • Basic seamanship was ignored when the seaman stood in the bight of the mooring rope.

Reflection: Questions for discussion • What communication takes place to ensure everything is safe before beginning mooring activities?

• Do you have pre-mooring meetings to discuss mooring operations? What risks are reviewed? How are they mitigated?

• Does the officer in charge maintain a safety oversight of mooring operations rather than becoming involved in the operation itself?

Barriers prevent the Hazard from becoming an Incident Hazard: ROPE

ARE YOUR BARRIERS STRONG? What are the barriers that prevent a routine mooring operation turning into an incident?

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

SERIOUS INJURY

TRUST

Ten Really Useful Safety Tips

1. During mooring and unmooring operations, a sufficient number of seafarers should always be available both forward and aft of the vessel to ensure a safe operation.

2. A responsible person should be in charge of each of the mooring parties, and a suitable means of communication between the responsible persons and the vessel’s bridge team must be established.

3. Owing to the design of mooring decks, the entire area should be considered a potential snap-back zone. All crew working on a mooring deck should be made aware of this with clear visible signage.

4. The painting of snap-back zones on mooring decks should be avoided because they may give a false sense of security.

5. Areas where mooring operations are to be undertaken should be kept tidy and clutter free. Decks should have anti-slip surfaces, and the whole working area should be adequately lit for operations undertaken during periods of darkness.

MAKING FAST and CASTING OFF (From the Code of Safe Working Practices)

6. Equipment used in mooring operations should be regularly inspected for defects. Particular attention should be paid to oil leaks from winches.

7. Mooring ropes, wires and stoppers are to be in good condition. Ropes should be inspected frequently for both external wear and wear between strands.

8. Careful thought should be given to the layout of moorings, so that the leads are those most suited without creating sharp angles, and ropes and wires are not fed through the same leads or bollards.

9. Personnel should not, in any circumstances, stand in a bight of rope or wire.

10. When moorings lines are under strain, all personnel in the vicinity should remain in positions of safety, i.e. avoid the snap-back zones. It is strongly recommended that a bird’s eye view of the mooring deck arrangement should be produced to identify danger areas. Regardless of designated snap-back zones, seafarers should always be aware of other areas of potential danger – the whole mooring deck may be considered a danger zone.

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Sulphur and the 0.5% Cap When news of the maximum possible permissible sulphur content of marine fuels was to become 0.5% in 2020 was released, it attracted the attention of a much wider audience than shipping industry bulletins normally get. Not only will the new limit have a profound effect on industry members but it will also have far reaching consequences on society as a whole. For industry members, it presents numerous challenges to achieve compliance. For society, it is an unprecedented move towards a multilateral strategy to safeguard the environment for future generations. Not even the Kyoto Treaty, which confirmed the need to take affirmative action in the face of climate change, can lay such a claim due to two significant exemptions and one notable withdrawal.

Given that facts about sulphur and its compounds are not always common knowledge, it is worth examining its occurrence in nature together with its uses prior to its link with crude oil and how compliance to the new regulation may be achieved.

Sulphur – the element, its compounds and its occurrence

The Uses of Sulphur The use of sulphur in several products and processes has played a significant role in history and in modern society.

• Once used in gunpowder, sulphur now serves as a plasticizer in explosives.

• Sulphur is used in products like fertilizers, pharmaceuticals, detergents, fungicides, dyes and car batteries.

• Industrial processes dependent on sulphur include ore leaching, alkylation and vulcanization, which lengthens the lifespan of car tyres.

• Carbon disulphide is a widely used solvent.

Sulphur in Crude Oil When fuel oil containing sulphur is burnt, sulphur dioxide is released. This gas combines with water to form acid rain, which damages buildings, vegetation and aquatic environments. The terms ‘sweet’ and ‘sour’ describing crude oil refer to its sulphur content. Sweet crude contains less than 0.5% sulphur and commands on approximate fifteen-dollar premium over sour crude that has a higher sulphur content. To reduce the sulphur content in crude oil, the Claus process is used. In the final stage of this process, hydrogen sulphide reacts with sulphur dioxide to form sulphur and water.

Effect of acid rain on forests Crystalline sulphur at room temperature

By Ben Mills - Own work, Public Domain, https://commons.wikimedia.org/w/index.php?curid=2116193

Like all elements, for sulphur, it is a case of a place for everything and everything in its place. The following facts should illustrate this.

• Sulphur, which accounts for around 3% of our planet’s mass, is a yellow crystalline solid at room temperature. It is not toxic in this form. It melts at 115.21°C and boils at 444.6°C. • Elemental sulphur is found mainly in areas of high volcanic activity like the Pacific Ring of Fire. It is mined using the Frasch process, which involves pushing melted sulphur to the surface by pumping down superheated water and steam.

• Carbon disulphide (CS2), hydrogen sulphide (H2S) and sulphur dioxide (SO2) are some of the element’s dangerous compounds.

• Carbon disulphide is released in small amounts during volcanic activity and is accompanied by greater quantities of sulphur dioxide. Hydrogen sulphide is present near sulphur springs, geothermally active areas and thermal vents. It is also prevalent in natural gas deposits. These compounds can cause heart disease, heart and lung problems, and damage to the nervous system respectively.

• Sulphur is found in ores, including iron pyrites or fool’s gold, galena (lead sulphide) and gypsum.

• As it is vital for plant growth, it is present in small quantities in sulphur compounds in flora.

• Sulphur is contained in two important amino acids: cysteine and methanione.

• Penicillin (C9H11N2O4S) is a sulphur-based antibiotic.

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www.environment.co.za

Crude oil sulphur content varies according to region. Sweet crude is extracted in such places as West Texas, the North Sea, Australia and the Far East. As for the OPEC counties, which produce about 40% of the world’s crude oil and hold 82% of the known reserves, the average sulphur content is 1.77%, making desulphurization essential so that the product is marine fuel compliant.

Compliance to the 0.5% Cap There are a number of alternatives open to shipping companies so that they can comply with the new regulation that will serve to reduce SOx emissions. These are as follows: • Install exhaust gas cleaning systems (EGCS) to remove sulphur dioxide and particulates. Vessels with such systems will be permitted to continue using fuels with more than 0.5% sulphur.

• Use lighter grade fuels that conform to the new limit.

• Burn blends of fuels made up of refined sweet crudes or desulphurized sour crudes.

• Change to a new fuel like LNG, LPG or methanol.

• Adopt the use of hydrogen fuel cell systems.

Further down the line batteries may be an option as might wind power (Flettner rotors) or solar power. Additionally, the use of nuclear power may be re-examined.

Due to the unprecedented nature of the new regulation, the challenges cannot be overestimated. Each and every alternative will have to be carefully weighed up with regard to economic, safety, technical, training, logistical, commercial and environmental factors within a specific time frame.

Sources: www.nepica.com, www.opec.org, www.thescipub.com, www.sulphurinstitute. org, www.chemicod.com, www.wikipedia.org, www.petroleum.com

Autonomous Shipping on the Horizon The Approach to Autonomous Shipping A scale model of just over 3 metres in length has been used to test the capabilities and design parameters of a 100 TEU autonomous vessel. The test have been conducted as part of DNV GL’S ReVolt Project which began in 2013.

As with the vast majority of innovative concepts, the ReVolt was initiated to address a need. In this case it was primarily the necessity to find an alternative to transporting goods by road so that there could be a dramatic reduction in road maintenance costs and a corresponding decrease in air pollution.

Since the driving forces for the ReVolt Project were economy and environmental related, the autonomous vessel had to be both financially viable and environmentally be kept to a minimum. Since the equipment that tends to break down most often contains rotating components, such equipment was excluded as far as possible. Therefore, ReVolt would have to be battery powered and the only rotating components would be in the propulsion pods and bow thruster.

Operating costs had to be taken into consideration as well. It was estimated that because the vessel would be autonomous, these costs would amount to around $34 million over the lifetime of the vessel, which was calculated as being 30 years. Additionally, there would be lower energy costs due to a reduction in wind resistance (no helm required) and a reduction in weight (ReVolt has no superstructure). The reduced energy output would also benefit the environment as would the use of a 3,000kWh battery. However, with the benefits came drawbacks. The first potential obstacle was the costs relating to the battery, which would have to be replaced twice during the vessel’s lifetime.

Despite such intensive costs, it was decided that the battery powered option was viable as prices are bound to fall in the future. Another point that needs to be addressed is the service speed at which ReVolt will operate. As this speed, 6 knots, is comparatively slow, port operations will have to be relatively fast.

In this respect, automatic mooring systems will be required and accelerated loading and unloading techniques without the involvement of stevedores will have to be implemented. Thus, the facilities at those ports where ReVolt will moor will have to be upgraded to cater for this innovative concept vessel.

In the same way as safety in the autonomous sectors of both the aerospace and automobile industries has always been of paramount importance, safety at sea must inevitably come under scrutiny with the introduction of any new technologies. This requirement presented DNV GL with massive challenges as autonomy in shipping takes the issue of safety to a whole new level. Hence, the ReVolt project utilizes an integrated system consisting of ECDIS, GPS, radar, cameras, LIDAR and other sensory equipment.

While these technologies would appear to be sufficient, they fall short of what is necessary to ensure the safe performance of an autonomous vessel.

This because the whole system demands fully effect automated decision management, something that has yet to be realised. To this end, the Autosea Project, which is supported by DNV GL, Kongsburg and Maritime Robotics, is to gain an in-depth understanding of the performance and error potential of autonomous control technology, especially with regard to collision avoidance.

The ReVolt Project is by no means the only autonomous vessel project being conducted by pioneers in Trondheim Harbour and other Norwegian waters.

NTNU scientists are also engaged in a project, which is in the pilot study phase and aims to be operational by the end of 2019, an on-demand ferry is being developed. The ferry, which will operate with electric propulsion and utilize GPS navigation together with anti-collision technology, is set to carry up to a dozen passengers and their bicycles.

Two other projects are approximately at the same stage of development as that of the ferry. One of these involves DNV GL constructing 2 batterypowered ferries that are equipped with Rolls Royce automatic crossing systems. These vessels are to operate autonomously under the remote supervision of a captain who can take control whenever necessary. Another is the autonomous light duty vessel, HrĂśnn, which is to be used a shuttle for offshore installations during the first phase of operations. This project has involved such high-profile companies as Kongsberg and Automated Ships.

ReVolt concept vessel Source: www.dnvgl.com

1:20 scale model of the ReVolt undergoing trials Source: www.dnvgl.com

Vision of unmanned vessels of the future carrying cargo or passengers on short-sea routes Credit to: Kongsberg Seatex

These projects being carried out in Norway and others conceived in Finland and Singapore are blazing a trail towards autonomous shipping. However, even when the technical issues have been resolved, there will still be the potential obstacles of legislation, regulation and public acceptance to overcome. Given the monumental task that the IMO faces, there is still a way to go before autonomous vessels become commonplace. In addition, it appears that specific sectors like ferries, short-sea shipping and offshore supply vessels particularly lend themselves to the concept of autonomous shipping. As regards societal acceptance, such initiatives as the Norwegian Forum for Autonomous Ships (NFAS), which was established by the Norwegian government alongside prominent industry bodies, have been set up to highlight the benefits of unmanned shipping.

There can be no doubt that the concept of autonomous vessels is making serious inroads within shipping and ushering in an exciting new dimension in the industry.

It is also clear, though, that the notion of unmanned ships replacing traditionally manned vessels in sectors not mentioned earlier is unmanned is unlikely to materialise in the near future. Instead, autonomous vessels will become a viable alternative for specific operations.

Sources: www.dnvgl.com, www.gcaptain.com, www.hellenicshippingnews. com, www.bluebird-electric.net

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Culture Corner Free Divers from Korea – The Jeju haenyeo It comes as no surprise that islanders and coastal communities have taken advantage of the bounties of the sea for centuries by gathering them in the simplest way possible. One such method involves free diving, and since this activity is hard on the body, many people may readily assume that this work is undertaken exclusively by male divers. If these people are unaware of the culture of the Jeju haenyeo, then it will certainly come as a shock for them to learn that on the island of Jeju in the Korean Strait, each and every one of the free divers is a woman.

According to archaeologists, there is evidence that shellfish gathering was practised as early as 300 BC in this area. The first written records of diving dates back to 1460, but it was not until the 1600s that women assumed the role of free divers. Two main theories have been put forward to explain this shift. The first is that war forced the males to leave their homes. The second concerns taxation at the time, which allowed women’s earnings to remain exempt from the crushing taxes imposed on men. Whichever the reason, women have held the reins in this activity since then.

Jeju is a subtropical island of around 700 square miles (1813 sq. km.) off the southern tip of Korea. This island is primarily known for its fishing industry and the haenyeo, the free diving women, have become established in this traditional island activity. The women, some of whom are in their 70s and even 80s, dive to depths of up to ten metres and can hold their breath under water for up to one minute. The Jeju haenyeo live in 100 autonomous fishing villages. In order to become a haenyeo, a woman has to be unanimously voted in by all the women of the village in which she lives. The new diver enters as a hagun, the lowest level, and works her way up to become a sanggun, divers with the greatest ability who work in the most difficult and dangerous areas to collect their catch. As the women get older, their skill level decreases and they end up as a hagun, the point at which they started.

The female divers harvest their bounty for between six and seven hours a day for about 90 days a year and seven hours a day for about 90 days a year. Prior to each diving session, prayers are said for an abundant catch and a safe return home. There is a sound reason for this as the work is not without great risk as evidenced by the fact that nine haenyeo died while diving in 2014 alone. After harvesting shellfish such as abalone and sea urchin as well as other types of catch, the women return to their respective villages to ‘process’ their catch and discuss issues that have arisen.

One such issue is that of sustainability. Discussion has, therefore, led to restrictions with regard to the size of the marine creatures or amount of marine plants that can be harvested. Additionally, seasonal limitations have been self-imposed so that populations have a chance to recover.

With these measures, the haenyeo have been able to carry out their fishing practices in a sustainable and eco-friendly way. Conversely, the culture of the Jeju haenyo is in decline. In the 1960s, there were about 23,000 of them braving the sea, but now only 4,300 are still actively diving. What is more, the vast majority are over the age of 50.

As their numbers have dwindled, mainly due to migration to the cities in search of better pay and safer jobs, there has been increasing interest in their culture. This is clearly illustrated in the Jeju government’s spending of $6.5m to preserve the haenyeo culture in 2016. Tourism has also brought in revenue. Tourists can now watch the women at work in their subsidized rubber wetsuits (first worn in the 1960s) and visit the local museum to learn more about their history and the difficulties they face in the modern world. Last but certainly not least, UNESCO has awarded these intrepid divers a Cultural Heritage of Humanity designation.

All the evidence points to the fact that the Jeju haenyeo had achieved a form of gender equality long before it came to the fore in the western world. Unfortunately, there is now a real threat to their culture and way of life, but there is hope that with the help of the local government, through which their cooperatives have been granted fishing rights, UNESCO and revenue gained from tourism, these remarkable women will continue to contribute to the cultural diversity that is so important to humankind.

Sources: ich.unesco.org, www.roadsandkingdoms.com, www.youtube.com, www.diveoclock.com

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Jeju haenyeo in high spirits after a safe return from diving Source: www.thisiskoreatours.com

Exhibit at the Jeju haenyeo museum

Source: www.wikipedia.org, karendotcom127 from New York, USA

Exhibit of haenyeo in discussion Source: http://m.skt.skku.edu

Jeju island located in the Korean Strait Source: http://www.sheppardsoftware.com

Ocean Warming It is often said that figures can speak for themselves and sometimes they yell rather than whisper softly. One recently released set of data accumulated by researchers at and Princeton and Scripps Institution of Oceanography at the University of California – San Diego falls into the screaming category, and has, therefore, grabbed the attention of a much wider audience than that which normally takes an interest in scientific papers. The data in question concerns the amount of heat absorbed by the oceans over the past 25 years, which is a staggering 50% higher than previous estimates.

The research, which was funded by the Princeton Environmental Institute and the National Oceanic and Atmospheric Administration (NOAA), concluded that between 1991 and 2016, our oceans, which take in over 90% of the excess heat that is trapped on our planet, had absorbed 1.3 x 1022 Joules per year. This figure equates to 150 times more than the energy produced as electricity by humankind every year. These staggering statistics are based on measurements of oxygen and carbon dioxide levels as these two gases are released into the atmosphere when seawater warms.

This new method has provided a revision of the Argo data, which is limited to measuring heat gains in the upper levels of the oceans and does not account for the surface heat descending to lower levels through the action of waves, currents and tides.

The findings from the research conducted by Princeton and Scripps have helped explain the results of other studies and the observations made by people whose livelihood is dependent on the sea. One stretch of water that has gained heat faster than almost all other areas is the Gulf of Maine. Here, one study has revealed that warming has added on to an oceanographic pattern called the Atlantic Multidecadal Oscillation. This combination caused a 2oC rise in surface temperatures in the 9 years from 2004 to 2013.

Fishermen’s catches have confirmed that the temperature change has led to a degree of ecological transformation with tropical and subtropical sailfish, cobia and torpedo rays being hauled aboard.

Other marine creature migrations in the region include blue crabs moving from Chesapeake Bay to the Gulf of Maine and lobsters rapidly declining in numbers from Long Island Sound.

On the other side of the Atlantic, Portuguese fishermen have landed 20 new species in recent years, but have witnessed a massive reduction in the sardine population. This fish has become far more common in the English Channel, where it has replaced cod and haddock as these two species have headed further north to frequent colder waters. As one scientist put it, some fish species are literally ‘fleeing for their lives’, which in turn is having a profound effect on the birds that feed on them. Another noteworthy migration is that of tropical rabbitfish that have become abundant in the Mediterranean.

The majority of fish species have the ability to relocate quite

Global map showing where 2017 heat content in the top 700 meters (2,300 feet) of the ocean was higher (orange) or lower (blue) than the 1993–2017 average. NOAA Climate.gov map, adapted from State of the Climate in 2017. Source: www.climate.gov

Sardines: One of the species migrating due to warming oceans.

Source:www.meteoweb.eu

easily, but slow moving crustaceans have greater difficulty reaching waters whose temperature are more desirable. Some of these crustaceans along with organisms such as coral that are fixed may become more susceptible due to warmer waters and the accompanying deoxidation. With regard to shipping, biofouling and the problems it brings could become more widespread as one of the variables that increases the rate of this phenomenon is temperature. This might occur because temperature rises will allow species responsible for biofouling to displace more benign native species.

Although this latest research on ocean warming has been published as objectively as possible, its findings have been disseminated sensationally by certain newsmongers. Such presentations made against a backdrop of doom and gloom scenarios has induced fear and trepidation in some communities, especially those whose livelihood depends on the sea. While concern is justified, it should not give rise to panic because technological aids can allow for predictions of future trends in the dispersal of aquatic species.

Therefore, by monitoring change, we can draw up climate-ready management plans that are carefully implemented and adapted whenever necessary so that the potential disruption created by ocean warming can be kept to a minimum.

Sources: www.ecowatch.com, www.yale.edu, www.climate.gov, www.imo.org, www.eurekalert.org, www.researchgate.net, www.qz.com, www.reuters.com, www.carbonbrief.org, www.eniran.fi

...CONTINUED FROM PAGE 6

10.2. The flushing & cooling of the mechanical seal is carried out by directing liquid from the annual space between the impeller and the pump casing through the flushing water pipe (Fig 1.2.). The mechanical seal works perfectly if there is no heating near the sliding parts and no abnormal noise. Insufficient flushing to the sliding faces causes abnormal wear due to heating and dry contact. If the flushing temperature rises to more than 10 degrees Celsius above the liquid temperature being pumped, it is necessary to trace the cause and address the problem.

10.3. Mechanical seal leakage will not occur under normal operational conditions if all the aforementioned precautions are taken. Remedial action should be taken if there is a leakage of over 30 cc per hour (i.e.: about half a litre during a 15-hour pump operation).

Upper mechanical seal

Lower mechanical seal

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Bodies of Water An inland sea located in south-east Europe, the Black Sea is bordered by six countries viz. Ukraine, Russia, Georgia, Turkey, Bulgaria and Romania. For these countries the Black Sea provides a route to the Atlantic and far beyond via the Bosphorus, the Sea of Marmara, the Dardanelles, the Aegean Sea and finally the Mediterranean. As such, its economic importance to these counties cannot be overestimated.

The Black Sea as we know it today is believed to have been formed about 55 million years ago. This unique body of water covers around 430,000 sq. km. The maximum depth is 7,250ft (2210m) in the south central part of the inland sea. Sea temperatures vary according to location with winter water temperatures dropping to below zero in the north-west and remaining at 9-10oC in the southeast. Winds are the primary current generators and the direction of currents is predominantly anti-clockwise. Winds and therefore currents are their strongest during the winter months, when gale force speeds are reached near the Novorossiysk region. The central regions of the Black Sea experience relatively slow currents and tides have minimal impact in the region.

Since the Black Sea gains more fresh water from the inflow of rivers and precipitation than is lost through evaporation, there is a positive freshwater balance. The surplus, which is dependent on season, flows through the Bosphorus into the Sea of Marmara. This positive balance leads to surface salinity levels of approximately half those found in the oceans. The salinity levels increase with depth, but even at depths of 500ft (150m) waters are only two thirds as salty as those present in the ocean.

As regards oxygen levels, these are high in the upper levels and non-existent below 500ft (150m) near the coast or 330ft (100m) in the central area. At depths greater than these there is the H2Scontaminated ‘dead’ zone, where only bacteria can survive in the world’s biggest anoxic basin.

The oxygen-rich surface levels contain large amounts of nutrients brought in by the rivers that flow into the Black Sea. These conditions give rise to an abundance of marine life, including 750 species of phytoplankton and 180 species of fish.

Of the fish species around 20% are commercially important. At the top of the list are sprat, bass, anchovy, whiting, mullet and mackarel. As fishing is the activity that utilizes the Black Sea’s greatest biological resource, there is a temptation for some to engage in illegal, unreported and unregulated fishing. Such actions are considered a real threat to sustainability, so a new declaration, the Sofia Ministerial Declaration, was signed on 7 June 2018. This move has initiated the implementation of a concrete plan to enforce compliance in fishing and aquaculture in the Black Sea until 2028. Additionally, the threat to cetaceans by marine traffic has been identified as requiring affirmative action.

The busiest Black Sea ports for freight transportation are Odessa and Illichivsk. Novorossiysk, and to a lesser extent, Tuapse and Batumi are the ports in the region that specialize

Black Sea Bass

Source: www.fisheries.noaa.gov

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The Black Sea

One of the sunken ships discovered by archaeologists www.nytimes.com

in petroleum. Other important ports are Burgas, Constanta, Instanbul and Varna. The Danube also provides a trade artery for Balkan counties. As for cruise ships, these are mainly either small or midsize because of the limitations in terms of size and volume that the ports can handle.

The sharp contrast between the oxygen-rich surface levels teeming with life and the dead zone makes the Black Sea a unique body of water. The latter characteristic, caused by extremely weak circulation, has resulted in the remnants of sunken ships and people who have perish lying on the sea bed virtually unchanged for centuries. This phenomenon has created a kind of underwater museum frozen in time, sparking rumours that there is something otherworldly about the Black Sea. While these rumours can be readily dispelled by scientific explanation, they persist and thus act as an added draw for certain tourists and cruise enthusiasts.

Sources: www.marineinsight.com, www.researchgate.net, www.britannica.com www.blackseascene.net, www.eceuropa.eu

Cruise ship at the historic port of Constanta Source: www.espo.be

1. Make the names of two countries using all the letters in the following sentence: URI HAD A CAST.

5. There are two marbles in each of three bags.

The bags were marked BB/WW/BW to indicate the black and while marbles in each bag, but someone has changed the labels so that all three bags are incorrectly marked. How can you determine which your marbles are in which bags by taking just one marble out of one bag?

6. Which three-letter word can be used to complete the following words: SH_ _ _ , CR _ _ _ S , DR _ _ _ and R _ _ _ ERS ?

7. Two major temperature scales are Celsius and Fahrenheit.

Water boils at 100oC and 212oF. The same liquid freezes at 0oC and 32oF. How cold does it have to be for the two scales to register the same temperature?

8. You can find me in caves. I am on one side of the moon and very few people can read in me. What am I?

Test Brain

2. The letters in the chemical symbols for astatine, oxygen, tantalum and tungsten can be used to spell the name of the capital of a county. What is the name of the country?

Answers at the foot of the page

3. There are six members of the Baker family. The sum of the parents’ ages is twice that of the children’s ages. The two youngest children are twins and their combined age is the same as that of the oldest child. If the combined age of the whole family is 114, how old is the second oldest child?

Move just one line into another position so that another correct equation is formed. (2 possibilities)

Quiz

1. Which of the following countries has the largest number of ports?

A. Finland B. Venezuela C. Portugal D. Argentina

6. Which country became the IMO’S newest member state in May 2018?

A. Vanuatu B. Papa New Guinea C. Tuvalu D. Nauru

2. Which vessel did the famous astronomer Charles Green sail on?

A. Great Eastern B. Cutty Sark C. Endeavour D. Beagle

7. Which type of wood was used to construct 90% of the HMS Victory?

A. elm B. pine C. oak D. larch

3. Approximately how many times larger in area is the Indian Ocean than the Arctic Ocean?

A. 4 B. 5 C. 6 D. 7

8. Danforth, grapnel, Hall and mushroom are all types of what?

A. windlass B. chain link C. chainlocker D. anchor

4. Which language is the distress signal “Mayday” believed to be derived from?

A. French B. Portuguese C. Italian D. German

9. The Great Lakes of North America hold over 20% of the world’s surface fresh water. Which is the second largest of these lakes?

A. Erie B. Michigan C. Huron D. Ontario

5. Which was the top container port in the USA in 2016?

A. Los Angeles B. New York-New Jersey C. Long Beach D. Seattle-Tacoma

10. In which port can you find a UNESCO world heritage site that is a dark reminder of the slave trade?

A. New Orleans B. Rio de Janeiro C. Durban D. Ontario

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

N S D

2. Species now eluding Portuguese fishermen (7)

X

5. Protect the cargo pump from these (8, 7)

A

T

F

L T A

S

9. Issue discussed by Jeju haenyeo (14)

A U

Hint: Key to increasing ‘lifespan’.

Z

R

Answers

C

H T

B I

10. Damages buildings and vegetation (4, 4) 11. They enhance operational flexibility (5, 6)

G

R R

7. Stress causing high blood pressure (7) 8. Naval battle of May 1905 (8)

L

A

A G

L

A L

V

T

QUIZ Answers: 1A. 2C. 3B. 4A. 5A. 6D. 7C. 8D. 9C. 10B.

L

4. Commander of the Bounty (7, 5)

6. Rotor using wind power (8)

R

TEST YOUR BRAIN answers: (1) Austria, Chad. (2) Canada (Ottawa). (3) 10 years old. (4) 3+3=6, 8-3=5. (5) Take one from the bag marked BW. Whichever colour the marble is, the bag becomes either WW or BB. Then reverse the other two labels. (6) AFT. (7) -40o. (8) Darkness (the dark)(3rd part: blind people reading Braille)

A

KEYWORD SOLUTIONS: 1. Constanta 2.

Sardine 3. Bacteria 4. William Bligh 5.

External Hazards 6. Flettner 7. Chronic 8.

Tsushima 9. Sustainability 10. Acid Rain 11.

Cargo Valves

Α

3. Survivors in anoxic zones (8)

Keyword

T

Keyword: MAINTENANCE

1. Romanian Black Sea port (9)

Answers at the foot of the page

4. The following equation is correct.

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T

Historic Vessels

he Bounty was originally a small merchant ship called Bethia.

She was built at Kingston- upon-Hull, England and launched in 1784. She served in the merchant fleet for three years before being purchased by the Royal Navy for £1950. At just over 90 feet (27m) in length and weighing in at 215 tons, she was on the small side, but considered suitable for an important botanical mission.

Before setting off for Tahiti to obtain breadfruit plants that were to provide a cheap food for slaves in the West Indies, the Bounty was refitted at Deptford.

The commander of the vessel was to be William Bligh, whose previous experience included serving as sailing master aboard James Cook’s famous vessel, the Resolution. The Bounty left Spithead on 23rd December 1787. After ten months, she arrived in Tahiti, but relationships among the crew were far from cordial.

There was animosity due to Bligh’s demotion of John Fryer from sailing master and tension arising from the harsh conditions the men had to endure. In particular, Fletcher Christian, who was the Chief mate, had begun to challenge Bligh’s authority more frequently.

The five-month stay on Tahiti provided much needed respite with several crew members bonding with local women and being tattooed in the native style. Indeed, they had adapted so well that they were reluctant to leave after the mission had been completed.

Their poor demeanour on departure led to more tension and culminated in a bloodless capture of the vessel around 1300 miles (2100km) west of Tahiti on 28th April 1789. Twenty-two men joined Christian, eighteen remained faithful to Bligh and two remained neutral. William Bligh and his men were dispatched in an open boat. Fortunately, they reached Tofua and went on to Coupang thanks to Bligh’s exceptional sailing skills.

On the other hand, the mutineers’ voyages were far from plain sailing. Fearing retribution from the Royal Navy, they sought safe

T

he Potemkin was a pre-dreadnought battleship that weighed 12,900 tons, had a length of 378ft (115m), could achieve a speed of 16knots and had a range of 3,200 n miles. Completed in 1905, the armoured battleship was equipped with 38 guns and 5 torpedo tubes. On board, her full complement was 26 officers along with 705 enlisted men.

Although Russia was powerful at the beginning of the 20th century, the Russo-Japanese War of 1904-5 tested the navy to the limit. Morale was particularly low after the defeat at the Battle of Tsushima in May 1905 and a number of top officers were transferred from the Black Sea to the Pacific to cover the losses incurred. This led to many vessels, including the Potemkin, being inadequately run. There were also widespread anti-Tsarist feelings which served to fuel mutinous tendencies.

The incident that sparked the conflict occurred when the enlisted men were given borscht containing meat crawling with maggots.

Following a refusal to eat the meal, Ippolit Giliarovsky (2nd in command) called on the ship’s guards to quell any insubordination.

The tactic failed. Giliarovsky murdered one of mutineers called Grigory Vakulinchuk shortly before he suffered the same fate.

Violence erupted with 7 of the 18 officers, including the Captain, Eugeny Golikov, being killed prior to the mutineers gaining control of the battleship under the leadership of Afani Matushenko. A portrait of the Tsar was tossed into the sea, a red flag was raised and the Potemkin headed for Odessa, where rioting had begun.

There, Matushenko and his followers received food from Ukrainians sympathetic to their cause.

At this point, the government ordered ships to go and terminate the mutiny, but these orders were not carried out. This was a clear sign of the Tsar being unable to have full dependence on the military.

Knowing that loyalists would eventually arrive, the mutineers headed for Constanta, where the only assistance they obtained came in the

HMS Bounty

Replica of the HMS Bounty

By Dan Kasberger - Own work, CC BY-SA 3.0, https://commons.wikimedia.org/w/index. hp?curid=25881520

haven. This was by no means an easy task and disagreement led to the mutineers splitting up. Some rebels arrived on Pitcairn, where supplies were taken ashore and the Bounty burnt in what is now known as Bounty Bay to avoid detection. Those who did not go to Pitcairn were captured, returned to England and received capital punishment. When the elusive mutineers’ hiding place was discovered, there was only one surviving mutineer. John Adams had outlived the others and in 1825 provided details of the events on the Bounty so that an account of the voyage could be published.

Ancestors of the mutineers still live on the remote island. As for the wreck of the Bounty, she was found during a reconnaissance dive in 1997. She had been stripped of all her useful items, but a cannon was spotted on the ocean floor and recovered.

Sources: www.historic-uk.com, www.independent.co.uk, www.wikipedia.com, www.archivearchaelogy.org

Potemkin

Potemkin at anchor with the Romanian flag hoisted on her mast, Constanța, July 1905. From the collection of Yuria Chernova https://commons.wikimedia.org/w/index.php?curid=5956465

form of food supplies. The mutineers left looking for other necessities like coal, but were unsuccessful and forced to return to the Romanian port. They were granted asylum on condition they surrendered their weapons and the battleship. The offer was accepted, but Matushenko ordered the vessel to be sunk. Most of the mutineers lived out their lives in Romania. One notable exception ended up in London, where he ran a restaurant and lived to see his one hundredth birthday.

Russian loyalists found the Potemkin partially sunk, so she was towed to Sevastopol, repaired and renamed to Panteleimon. During her service in WWI, she was captured by the Germans only to be handed back at the end of the conflict. The battleship went on to play a minor role in the Russian Civil War, which ended in 1922. The following year she was scrapped.

The mutinies on the Bounty and battleship Potemkin were very different with regard to the amount of bloodshed during the takeover. They were, however, very similar in that they highlighted how easy it is to ignite a conflict in the presence of overwhelming negative emotions.

Sources: www.wikipedia.org, www.brighthubengineering.com www.historytoday.com