Wavelength #70

ISSUE 70 DECEMBER 2019 To reach our Seafarers

In this issue 2 Company News

Repairs/Drydocking & BWTS Retrofit 4 Installation on Company Vessels in 2019 8 Safety of Navigation Resilience, Well-Being and Drydocks 10

Odessa Forum 11 Safety First 12 The Arabian Sea 18 Historic Vessels 20

Editorial Dear seafarers, There is a strong thread linking many of the articles in this issue based on a small four-letter word with a profound meaning. The word in question is “care” and throughout Wavelength 70, its importance is highlighted from multiple perspectives.

In the Company News section, the Amver award bestowed on LENI P. indicates an ever-present caring attitude towards anyone in difficulty at sea. Additionally, the Manning & Training article leaves the reader in no doubt about the link between caring and well-being, while Safety First clearly establishes how strongly care and safety culture are bonded. Other examples are the care displayed by Chinese authorities to preserve their maritime culture and that shown by Omani leaders to protect cetaceans. Then there is the Technical article that points out how essential it is to care for vessels to achieve compliance and safeguard futures.

Last, but certainly not least, at the Odessa Forum, the actions of one of our own seafarers that led to saving a colleague’s life was given due recognition.

On the other hand, there is a stark reminder of what can happen when the level of care declines in the Marine Operations contribution. The incident described should serve as a stern lesson that seafarers should always devote their full care and attention to the task at hand.

The Company’s message of care having to be taken at all times and in all places should be etched into everyone’s patterns of behaviour. Once this has been accomplished, caring attitudes and actions will improve safety, enhance well-being, strengthen bonds with colleagues and promote a host of other factors that will, in turn, result in a higher quality of life.

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

Best wishes, Nick Seaman

Company News Leni P. Receives Recognition M/T Leni P. has been awarded a “Certificate of Merit” for her support to the Amber System in 2018. Her participation, which has included the rescue of an ill seaman, is part of a global search and rescue network that assists vessels in emergency situations at sea. As representatives of the Company and active supporters of the initiative to save lives, the officers and crew of the Leni P. can justifiably take pride in the recognition they have received from the esteemed United States Coast Guard and US Department of Homeland Security.

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 70-December 2019

Promotions on board In the third quarter of 2019, 27 officers and rating were promoted. The list of seafarers who were promoted during this period together with their vessels and promotion details is shown below in chronological/alphabetical order.

Dates of Promotion

Name

Vessel

Promotion Details

01.07.19

JOSE Michael Angelo

NILOS

Engine trainee to ASE

01.07.19

KOPANYTSYA Oleksandr

GEORGE S.

2/M to C/O

01.07.19

TAMBIGA Ron Briel

NILOS

3/M to 2/M

11.07.19

KOROSTELYOV Volodymyr

PANAGIA ARMATA

3/M to 2/M

23.07.19

CANSANCIO Rene

PSERIMOS

ASE to 4/E

23.07.19

SANTILLAN Russel

PSERIMOS

ASD to 3/M

28.07.19

KULTYSHEV Oleksiy

YANNIS P.

2/M to C/O

01.08.19

DACUTAN Jacky

SEMERU

WPR to ASE

01.08.19

DELANTAR Idel

BERMUDA

WPR to ASE

01.08.19

SUBCHAK Dmytro

GEORGE S.

AP/EL to ETO

01.08.19

DURAISAMY Thirunavukarasu

APANEMO

4/E to 3/E

01.08.19

GAWARAN Jerome

YANNIS P.

WPR to ASE

01.08.19

KUMAR Vijay

MERBABU

2/M to C/O

01.08.19

MONTE Russel

LENI P.

OS to ASD

12.08.19

DIZON Jhoniry

CORAL ISLAND

ASE to 4/E

12.08.19

GALLEON John Peter

POLYMNIA

OS to ASD

14.08.19

ESTREMERA Cesar

NIRIIS

ASE to 4/E

16.08.19

VLASENKO Oleksandr

LENI P.

AP/EL to ETO

30.08.19

VILLAREAL Godoven

CORAL ISLAND

C/O to MASTER

01.09.19

KARABULIA Oleksandr

YANNIS P.

AP/EL to ETO

01.09.19

MANGAOANG Elgio

EVGENIA

2/M to C/O

01.09.19

SUKHOV Artem

YANNIS P.

2/M to C/O

01.09.19

VIJAYARAGAVAN Ramachandran

SEMERU

4/E to 3/E

12.09.19

LEYSA Christer Jannzon

NIRIIS

2/M to C/O

12.09.19

LAROGA Roirejie

KAPSALI

ASE to 4/E

25.09.19

BABAN Rocky

LENI P.

ASE to 4/E

25.09.19

SABAN Rizaldy

LENI P.

WPR to ASE

Whether our Seafarers have just reached the first rung of the promotion ladder or been promoted to the top rung of the ladder, they should be warmly congratulated on their achievement. Once again, the Company has clearly indicated that progress and hard work are much appreciated and rewarded. What is more, the admirable trait of loyalty has been recognized as being fundamental to the bond of trust built up between the Company and its Seafarers. It is a bond that forms the foundation of the best working relationships and contributes to a mutual respect among all those involved in day-to-day operations. The Seafarers on the list should be proud of having gained a promotion and realize that their concerted efforts will serve to further both their goals and those of the Company.

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Technical Repairs / Drydockings & BWTS Retrofit Installation on Company Vessels in 2019 In 2019, Special/Docking Surveys and the installation of Ballast Water Treatment Systems (BWTS) were completed successfully in the following fleet vessels: 1. M/T CE-HAMILTON: 2nd Special Survey at “Viktor Lenac” Shipyard 2. M/T CE-BERMUDA: 2nd Special Survey at “Viktor Lenac” Shipyard 3. M/T GEORGE S.: 2nd Special Survey at “Besiktas” Shipyard 4. M/T ALEXIA: 2nd Special Survey at “Santierul Naval Constanta ” Shipyard 5. M/T SERENO: 2nd Special Survey at “Shanhaiguan” Shipyard 6. M/T APNOIA: 2nd Special Survey at “Xinya Zhoushan” Shipyard

M/T CE-HAMILTON

M/T GEORGE S.

M/T DYNASTY

M/T SUNDORO

Furthermore, M/T DYNASTY and M/T SUNDORO passed the following surveys: 7. M/T DYNASTY: CAP / 4th Special Survey at “Santierul Naval Constanta” Shipyard 8. M/T SUNDORO: 2nd Special Survey at “Besiktas” Shipyard

a. Structural Condition and Ballast Tanks Coating Condition A strength assessment of the hull girder and local structure was carried out on all vessels by taking ultrasonic thickness measurements as per Class requirements. The results were satisfactory.

As per Company Policy for vessels reaching 10 years of age, a fatigue assessment of selected longitudinal stiffener connections and the identification of locations where increased monitoring is required was carried out on all vessels by Classification Societies. The results of fatigue assessment and the expected fatigue lifetimes were satisfactory.

Condition Assessment Programme (CAP) Survey as required by Charterers was carried out on M/T DYNASTY. The vessel has been assigned the highest grade, “1”, which is awarded to vessels in excellent condition (structural, coating of ballast tanks, cargo and machinery systems).

With regard to coating of ballast tanks, the condition is GOOD in all vessels. Minor coating restoration works were carried out on CE-BERMUDA, CE-HAMILTON, GEORGE S. and DYNASTY, while in SUNDORO hydroblasting and painting (modified epoxy) in No.6 WBTs (P&S) and APT were carried out.

b. Hull Treatment & Application of High Performance Antifouling Paints Following the recommendations of the “Annual Review & SelfEvaluation of SEEMP (2018)”, extensive hull treatment was carried out on all vessels in drydock and high performance antifouling paints based on “silyl acrylate” technology and sixty (60) months’ lifetime were applied on the underwater section of hull. Polyurethane paint was applied as a finished coat on the topsides.

M/T SERENO

M/T ALEXIA

c. Deck Treatment (gritblasting / hydroblasting & painting) In order to upgrade the condition and cosmetic appearance of the deck structure (plating, stiffeners, frames) and deck outfitting (deck machinery, piping, platforms, supports) on the LR1 Product Carriers SERENO & APNOIA and the Chemical / Product tanker SUNDORO which were added to the Company fleet in 2019, the following work was carried out: - Extensive soft steel renewal - Gritblasting or hydroblasting of the deck area - Coating of the deck area with anticorrosive paints and polyurethane paint as a finished coat M/T SUNDORO – Gritblasting M/T SERENO - Main deck on deck area final coating

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d. Retrofit Installation of Ballast Water Treatment System (BWTS) The Company has decided to proceed with the installation of “HiBallast” BWTS manufactured by Hyundai on the above mentioned first six (6) vessels in order to comply with USCG BWM requirements.

The selected BWTS is based on filtration and side stream electrolysis technology and has the following main advantages: • Low CAPEX • Low OPEX (operation and maintenance costs) • Explosion proof type for tankers available • Easy installation by modularized units • Automatic operation • Extended warranty period • Supply of extra spare parts • Free training for crew and Supt. Engineers /Electricians Electrolysis unit The drawings of each individual ship system (structural, piping, BWTS Deckhouse machinery, electrical & control systems), which were affected by the BWTS installation, were approved by the vessels’ Classification Societies.

In order to minimize the required time for BWTS installation, it was agreed with the Shipyards to proceed with prefabrication work on piping and steel structures (deck house & base supports for BWTS components).

Commissioning and testing of the BWTS was completed successfully by Hyundai Service Engineers in the presence of Rectifiers and BWTS Filter in P/R 2nd Deck a Class Surveyor.

Neutralization unit Training crews on the operation, troubleshooting and maintenance of BWTS was carried out by the Maker’s Service Engineers.

BWTS piping installation in P/R

M/T CE-BERMUDA

M/T GEORGE S

e. Preparation for Compliance with “IMO Global Sulphur Cap 2020” In view of the “IMO Global Sulphur Cap 2020”, the following actions were taken on the vessels under repair: - Manual cleaning of the HFO storage tanks / service tanks / settling tanks in order to remove the build – up of sediments and sludge - Complete overhauling and timing adjustment of the M/E & D/Gs fuel pumps & fuel valves - Installation of a 10μ M/E automatic backflushing filter for protection against cat fines, as per MAN Diesel recommendation.

M/E Fuel pumps overhaul

New 10-micron M/E FO filter

Bunker Tanks cleaning Issue 70-December 2019

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f. Modifications and Design Improvement Items f1. M/T SERENO, M/T APNOIA (LR1 Product Carriers built by STX) The following modifications and design improvement items were incorporated into the design of these vessels: - Installation of four (4) new single drum winches and mooring fittings in order to comply with the requirement of Japanese Terminals for sixteen (16) mooring lines and the OCIMF Mooring Equipment Guidelines / 4th Edition, 2018 - Construction of Retention Tank (capacity: 237 m3) inside Slop Tank (P) in order to enhance the vessel’s cargo operational flexibility The Retention Tank is connected to the vessel’s cargo system and is provided with tank level gauging, tank cleaning, tank heating and venting systems.

- Installation of a shaft power / torque meter (Maker: KYMA S.A./Norway) to ensure accurate Main Engine power measurement onboard - Installation of a temperature monitoring system for Ballast pump bearings / casings in CCR.

New single drum winch

Retention Tank

f2. M/T CE-BERMUDA, M/T CE-HAMILTON, M/T GEORGE S. (Suezmax sister vessels built by HSHI) - Modification of the cargo piping system by installing three (3) new pipelines and thirteen (13) additional valves in Slop (S) and Pump Room to enhance cargo operational flexibility and reduce discharging time - Modification i.w.o. Helicopter Landing Area according to “ICS Guide to Helicopter / Ship Operations, 4th Edition” The modification consisted of repositioning of No 2 WBT(P) tank dome, aft tank cleaning machine and the P/V valve of No 2 COT(P).

Cargo piping modification

Helicopter Landing Area modification

- Modification of hose handling cranes for personnel transfer was carried out under the supervision of Makers (Oriental) Service Engineers.

The following parts were installed on the cranes: - Hoisting reducer - Secondary brake for personnel - Mode selection with relief valve - Start / stop switch for personnel - Warning light for personnel Hose Handling Crane modification for personnel transfer - Installation of a temperature monitoring system for the bearings & casings of the Cargo and Ballast pumps in the CCR (CE-Bermuda, CE-Hamilton) Temperature monitoring system of Cargo Pumps bearings / casings

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Issue 70-December 2019

f3. Other Modifications - Installation of mooring fittings (chocks, bollards), including underdeck structural reinforcement and shelters (on bridge wings and deck) for compliance with the new Panama Canal requirements (CE-HAMILTON, CE-BERMUDA, GEORGE S., ALEXIA, SERENO, APNOIA) - Installation of a CO2 fire extinguishing system and a remotely controlled pneumatic valve i.w.o. Mast riser (SERENO, APNOIA, SUNDORO, ALEXIA /valve only)

Mooring Fittings for compliance with new Panama Canal requirements

Mast riser remotely operated valve & CO2 fire extinguishing system

- Remote indication of the cargo manifold pressure in the Cargo Control Room (CE- BERMUDA, CE- HAMILTON, GEORGE S., ALEXIA, SERENO, APNOIA, SUNDORO) - Installation of a gas detection system at the A/C accommodation inlets (CE- BERMUDA, CE- HAMILTON, SUNDORO) - Installation of additional fire detectors in various positions as per ExxonMobil requirements Cargo manifolds pressure sensors (SERENO, APNOIA, SUNDORO, ALEXIA, GEORGE S.) - Installation of bilge level alarms in the Steering gear room, Emergency Fire Pump Room, Bosun Store and P/R Void Space (CE- BERMUDA, CE- HAMILTON, SERENO, APNOIA) - Modification of the stern tube sealing system to an “air seal” type by installing the air control unit, the S/T L.O. tank unit, the drain collection unit and the differential pressure switch for S/T L.O. pump auto changeover (CE- BERMUDA, CE- HAMILTON, GEORGE S., SERENO, APNOIA)

Installation of additional fire detectors

Air-Seal type stern tube modification

- Taking into consideration the significant cylinder oil savings, it was decided to proceed with a retrofit installation of MAN Diesel “Alpha” cylinder lubricators in the following vessels: ALEXIA, SERENO, APNOIA. - Installation of a “water in oil detection system” (Maker: Vaisala) as per the MAN Diesel recommendation for the avoidance of M/E system oil contamination by water ( SERENO, APNOIA, SUNDORO)

Retrofit installation of M/E Alpha Lubricators - Installation of two (2) new MGO coolers for the Main Engine and Diesel Generators of M/T SUNDORO - Installation of a 2nd Oxygen analyzer for IGS on M/T SUNDORO - Installation of a mini-VSS ( Ship Intrusion Detection System) for compliance with ISPS Manual requirements (SERENO, APNOIA, SUNDORO) “Vaisala” Water in oil detection system Issue 70-December 2019

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Marine Operations Safety of Navigation We would like to reiterate the importance of practising safe navigation by following the International Regulations for preventing Collisions at Sea , 1972 (COLREGS) and fully comprehending the contents of the Navigation Operational Manual by all the officers and crew engaged in navigation.

Maintaining the highest standards of navigational safety is of paramount importance for the safety of the crew, ship, cargo and the environment.

Double hull tankers may create a sense of safety against collisions, allisions or groundings due to the presence of the double hull space and the inner shell plating separating the cargo from the ballast. The recent collision between M/T “Sanchi” and M/V “CF Crystal” proved that this is not the case. The energy released during a collision of two ships sailing at full speed ahead (high energy collision) is enormous and the results such as the breaching of watertight bulkheads, explosions & fire, the sinking of the vessel, loss of life and environmental pollution are catastrophic.

The two ships were in laden condition sailing in the East China Sea when the collision occurred at about 1950 LT on January 6th, 2018 in position 30°51.1’N/124°57.6’E. The particulars of the ships involved and the collision data are shown below: M/T Sanchi

M/V CF Crystal

speed

10.5 knots

13.6 knots

course

358°

226°

angle of collision

44 °

COLREGS

give-way vessel

stand-on vessel

cargo

gas condensate crude oil

sorghum in bulk

DWT

164,160 tons

75,725 tons

ship type

Suezmax oil tanker

Panamax bulk carrier

hull damage

breaching of cargo & ballast tanks No2 & No3 on the starboard side

extensive structural damage extending from the ship's bow up to cargo hold No3

results of the collision

explosion, fire, sinking of the ship and loss of all 32 crew members

fire, ship abandoned, all crew rescued by the fishing boat ZHEDAIYU 03187

Results of high energy collisions

Bow damage of M/V CF Crystal

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The contributory factors that led to this very serious marine casualty are identified in the recent OCIMF’s safety bulletin for inspectors, “Sanchi & CF Crystal Collision Incident”, which has been forwarded to all the ships of our fleet along with the Report on the Investigation of the Collision issued by the Maritime Safety Administration of P.R. China.

The failure of both vessels to comply with the basic COLREG regulations is strongly emphasized in the OCIMF’s safety bulletin. The following failures were identified: • Both vessels failed to comply with Rule 5 (lookout), Rule 7 (risk of collision) and Rule 8 (action to avoid collision) of the COLREGs. • The Sanchi failed to comply with Rule 15 (crossing situation) and Rule 16 (action by give-way vessel) of the COLREGs. • The CF Crystal failed to comply with Rule 17 (action by standon vessel) of the COLREGs.

Lessons learnt from this serious casualty:

Side shell and inner shell damage of M/T Sanchi

1. There should be an awareness that equipment such as AIS and ECDIS are electronic aids to navigation. The purpose of AIS is to help identify ships, assist in target tracking and in search and rescue operations, simplify information exchange (e.g. reduce verbal mandatory ship reporting) and provide additional information to assist with situational awareness. These are additional sources of information and should not replace the use of established navigational procedures such as Radar/ ARPA and visual bearings for the purposes of collision avoidance.

2. The use of electronic aids to navigation does not release the OOW from their responsibility of complying with the COLREGs at all times and using all other available means to judge navigational situations.

3. There should be awareness and familiarity with procedures for backing up Voyage Data Recorder (VDR) information. The limitations of VDR and associated procedures for backing up VDR data should be fully understood and practised so as to ensure that as much relevant data as possible is available post-incident. This ensures that the causes and lessons learnt from all incidents are extracted and acted upon to the fullest extent possible.

Let this be the last tragic navigation casualty.

Navigational officers have a moral obligation to themselves, their colleagues onboard the ship and their families ashore to exercise extreme caution and maintain full concentration during the watch.

Distractions during the navigation watch like listening to music, using mobile phones or engaging in discussions irrelevant to navigation may have catastrophic consequences.

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Manning and Training Resilience, Well-Being and Drydocks T

he shipping industry remains a field full of challenges for all seamen. It is a field where a person’s physical and mental well-being are put to the test. Nevertheless, it is an area which can still be rewarding and give each person engaged a great sense of achievement and fulfillment.

One of the most demanding occasions is that when a vessel is under repair in dry dock. This is a situation in which seamen have to adapt to a performance mode which is different from that required at sea. At the shipyard, the challenges are related to safety, deadlines, time pressure from various sources, unknown tasks and unforeseen problems such as wrong spares, etc.

The attending superintendent works as an organizer and conductor as well as the liaising bond among the yard, the office and then the Officers and crew of the vessel. He has to observe, organize, be proactive, listen, get feedback, boost his team’s mentality and make sure that everything runs smoothly. As leaders of their teams, the Master and the Chief Engineer of the vessel have to take swift decisions, delegate tasks promptly, and make their teams work effectively.

Each team member tries to perform to the best of their ability despite the short time or the long list of tasks. This is where strong bonding is created. The superintendent, the officers and crew are in the front line – at the heart of problems that can only be solved by teamwork. Teamwork is the key element for a strong bond among our Seamen. Working as a team not only makes the members feel there is unity but it also gives them a sense of purpose and achievement, which are important factors for mental well-being.

It goes without saying that there will be difficult times, when the deadlines have to be met or where the seamen may have to work round the clock to get the job done. A smile, a good talk, a pat on the back and an appreciation of the job in progress will become the fuel that provides the team members with the energy to complete the task. At other times, a joke during a short break or a meal with the team, a walk on the vessel’s deck or a small birthday celebration will boost the team’s morale and will keep them going. Finally, a one-to-one talk with a crew member who seems preoccupied or seeks support is a prime example of how we should care for each other.

During the various drydocks of fleet vessels, the superintendents must remember that it is important to be close to all seamen and at the same time be available for them in case they want to talk. It is essential to show consideration and give appropriate time when there is a new task for the crew to handle, while always ensuring that safety is not compromised. Our ultimate goal is to get home safe and we can only achieve this by caring for ourselves and for others.

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During the demanding times of a dry dock, it is really important to keep a positive outlook, create and maintain a harmonious working environment, strengthen the teamwork between ship and shore staff, look out and care for each other. Both the acts of caring and giving/sharing are cultivated during resilience sessions on board, where our Seamen have the opportunity to share experiences, learn from the past and act in a safe mode at all times. The ability to bounce forward from a demanding situation is the essence of resilience.

Being resilient, caring for oneself and for others, sharing, achieving, performing well, having a positive attitude despite the fatigue and being content with what one is doing are all fundamental elements of a person’s mental well-being. After all, it all begins with us and how we deal with things in life.

how we deal with things in life positive coping statements

Well-Being

caring for ourselves and others

boosting morale mental/physical well-being

Odessa Forum June 2019

The Odessa Forum, held in Londonskaya Hotel on 12th & 13th June, was a thought-provoking and interesting event where the attendees shared opinions and ideas, and made suggestions for further improvement. On the first night of the Forum, a dinner party was attended by the Seafarers accompanied by their wives and children. This was a very good opportunity to share ideas and make the bonds between the Seafarers and Head Office stronger and more meaningful. On the whole, it was a thoroughly enjoyable event.

The Forum agenda included a variety of interesting topics such as the bunkering process and the treatment of bunkers, voyage management, energy management and PSC high-risk items.

Particular emphasis was given to safety/behavioural topics like chronic unease and weak signals, root cause analysis, the human factor and human error in navigational incidents. A presentation was also made regarding significant changes to the Company’s Safety Management System. As part of the Company’s commitment to its Seafarers’ well-being, a presentation on Preventive Medicine was made by an external attending speaker, Dr. Haris Karageorgiou, who as a gastroenterologist was able to present meaningfully very interesting statistics regarding Ukrainian Seamen’s health and useful information on maintaining a healthy way of life. What is more, an introduction to seafarers’ mental well-being was also made during a presentation on the first day. During this presentation, the officers were introduced to the notions of mental well-being and mindfulness and were

presented with techniques to anticipate stress such as mindful breathing. The participants warmly welcomed these mental well-being techniques. Last but not least, Mr. Gabriel Dovles of TQC gave presentations about UMS Operations, Cyber Security, Human Behaviour and Goal Zero.

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SAFETY FIRST!

Safety Bulletin

Message from the DPA Dear seafarers, We have previously talked about CHANGE and about the importance of embracing it as part of our lives. This is becoming increasingly important as we are entering a new decade. The word on which I want to focus this time is INTERVENTION. We have often discussed detecting weak signals, hazard identification and risk management, best practices and management of change. In all cases, the common denominator is INTERVENTION. We must intervene in a positive manner whenever we pick up an early signal of something going wrong. If we do not, then our barriers will fall and accidents will occur. We cannot walk by a safety violation or a hazard simply by thinking that “it is not my responsibility”, or “this is how it is done on this ship”, or “it has never happened before”, or “it will never happen to me”.

Intervention is closely related to CARE. If we care about our colleagues, about our ship, about our job, about ourselves and our families, then we will intervene to stop a wrong practice. Our Stop Work Authority is a powerful tool in this respect, but our aim should be to be proactive and intervene timely and decisively to rectify problems well before having to resorting to an SWA. Intervention can save lives – it can save your life. Never walk by an unsafe condition or unsafe act or hazard without intervening.

I wish you and your families all the best for the New Year and, of course, first of all, calm seas and safe voyages.

Anthony Lambros - Director & DPA

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

Goal Zero promotes our Safety Culture What is Safety Culture?

Culture is a word for the 'way of life' of groups of people, simply meaning the way they do things.

So, by adding the word “Safety” before Culture it means the way we do things in terms of Safety.

It is as simple as that, BUT different groups of people do not perceive Safety Culture in the same way.

For example, it depends on how individuals understand their environment or how they behave.

Safety Culture differs for every person or organization and may depend on the line of business you are in or the country you are from.

For a company such as ours the aim is each and every one of us to be on the same level of safety culture, which is a positive one and should always be on the rise.

The higher our Safety Culture becomes, the closer we get to our goal:  GOAL ZERO accidents.

Safety Culture depends greatly on the HUMAN FACTOR. The Human Factor is often the root cause of various accident cases The way to control the Human Factor is to control our behaviour.

This is because the human factor depends greatly on how we behave!

We learn how to behave from the time we are born, and we keep learning as we grow up in our social and work environments.

In this diagram of the pyramids of incidents, it is obvious how

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ZERO ACCIDENTS fundamental human behaviour is when it comes to the root cause of accidents!

The Goal Zero project onboard aims for seafarers to realize certain behaviours. Goal Zero reminds us how to control or change our behaviour when it comes to safety.

And if we believe in it, we can improve the behavioural barriers that assist us in accident prevention.

Positive Safety Culture is visible when you are carrying out Reflective Learning, Resilience and LET sessions, sharing experiences and encouraging all your crew to speak up and voice opinions as shown in the pictures taken aboard our fleet vessels.

Keep your Behavoural Barriers STRONG!

Barriers prevent the Hazard from becoming an Incident

Keep your Behavioural Barriers STRONG!

TRUST: Ten Really Useful Tips STRONG Behavioural Barriers

Ten Really 1.TRUST: Chronic Unease: worry about whatSafety can go wrong.

Useful Tips STRONG Behavioural 2. Avoid complacency: do not let your Barriers guard down.

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

Observe differently: spot 1.3.Chronic Unease: worry weak signals. about what can go wrong.

2.4.Avoid complacency: do notbe Situational Awareness: let your guard down. aware of your surroundings.

3. Observe differently: spot 5. Safety Intervention: act weak signals. during unsafe situations.

4. Situational Awareness: be aware of your surroundings.

6. Alert others to follow safe 5.practices.

Safety Intervention: act during unsafe situations.

Adopt a no to blame 6.7.Alert others follow safe behaviour. practices.

7. Adopt a no blame 8. Teamwork: Proper DWPM behaviour. and tool box talks are vital.

8. Teamwork: Proper DWPM and tool box 9. Don’t be talks afraidare to vital. voice 9.your Don’topinion. be afraid to voice your opinion.

10.Show Showthat thatyou you care when 10. care when someone is having a hard someone is having a hard time. time.

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Odessa Forum, Day 2 O

n the second day of the Forum, there were LFI sessions on Marine Mooring Incidents and Chronic Unease, during which facilitators guided both deck and engine officers. There followed an “Observing Differently” session, which proved successful, too. The ability to make detailed observations from different perspectives is fundamental for seamen as it allows them to maintain a state of chronic unease and alertness.

The Forum was chaired by Yannis K. Prokopiou, Head of the M&T dept., and head office was represented by DPA Anthony Lambros, Technical Reporting Supervisor Dimitris Sarantis, Deputy DPA Elli Moretti, Marine Superintendent Capt. George Panousopoulos and Training Co-ordinator Chara Markatzinou.

At the end of the Forum, a gift of appreciation was presented to the following officers and crew members for their long and loyal service and exceptional actions: Rank / Name

With Cenmar

Capt. ANDREYEV Sergiy

Since 2012

Rank / Name

With Cenmar

C/O BUDZYAK Taras

Since 2005

2/E POGORYELOV Anatoliy

Since 2007

Pman POLONSKY Anatoliy

Since 2018, for saving Capt.

Prashant KUMAR’s life by administering abdominal thrusts

Capt. KATYUKHIN Volodymyr Since 2000 Capt. KRAKOVSKY Mykhaylo Since 2012

“Observing differently”

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Issue 70-December 2019

Yannis K. Prokopiou with Capt. Sergiy Andreyev (left) and Pman Anatoliy Polonsky.

Mystery of HMS Urge Solved O

n 27th April 1942, HMS Urge was ordered to depart from Malta to escape heavy bombardment. Her destination was Alexandria, but she was reported missing with 44 people aboard after failing to reach Egypt. In the 77 years since her disappearance the only clue to her whereabouts was a claim that she had been discovered off the Libyan coast. This claim gave rise to speculation that orders had not been obeyed, thereby casting a shadow over the reputation of the officers and crew of the U-class submarine.

History showed that this was highly unlikely since her Captain Lt. Cmdr. Edward Tomlinson, officers and crew had been awarded medals for their successes, including the sinking of a German tanker supporting U-boats, crippling the Italian battleship Vittorio Veneto and sinking an Italian cruiser.

Nevertheless, without definitive proof of her final resting place, doubt remained as to what actually happened to her in those dark days of WWII. This prompted Lt. Cmdr. Tomlinson’s grandson, Francis Dickinson, to request the assistance of maritime archaeologist, Timmy Gambin of the University of Malta, who is the leader of a team that has been conducting an underwater survey of the country’s territorial waters since the late 1990s.

After accepting the request, Gambin and his colleagues researched the positioning of German and Italian minefields.

The team then surveyed these areas using an autonomous underwater vehicle. Their research of naval records paid off as they spotted a wreck of what appeared to be a U-class sub at a depth of 430ft (130m) around 2 miles (3km) off the Maltese coast. Then they deployed a remote-operated underwater vehicle (ROV) equipped with a high definition camera to capture images that could be sent to Britain’s Ministry of Defence for verification. In November 2019, confirmation that the wreck was HMS Urge reached the Maltese maritime archaeologists.

British U Class Submarine HMS Urge underway

By Royal Navy official photographer - This is photograph FL 3433 from the collections of the Imperial War Museums (collection no. 8308-29, Source: https://commons.wikimedia.org

From the recorded images of HMS Urge lying upright on the sea bed, it was apparent that she had sunk as a result of a violent explosion that had caused a 22ft (7m)-long section of the bow to become detached from the rest of the vessel. The site of the sunken vessel, which was adopted by the people of Bridgend during WWII, is protected under Maltese and International law.

The find that allowed a 77-year-old mystery to be solved and dispelled speculation arising from the claim that the wreck of HMS Urge had been located off the Libyan coast has come as a welcome relief to Mr. Dickinson, whose grandfather was held in such high regard that he was deemed deserving of the Victorian Cross. It has given his family closure as they “have always wanted to know where HMS Urge and her gallant crew’s resting place is”.

Thanks to the joint efforts of Professor Timmy Gambin of the University of Malta’s Classics and Archaeology Dept., students from the University, Canadian naval researcher, Platon Alexiades, the Royal Navy’s official historians and Francis Dickinson himself, the memories of the gallantry displayed by those serving on HMS Urge will live on in their progeny.

Sources: www.livescience.com, www.royalnavy.mod.uk

Food Culture: "Chicken Adobo" If the Philippines has a national dish, it is very likely to be chicken adobo (adobong manok). Although the precise origins of this dish are unknown, it is believed that Malay voyagers were involved in the process of using vinegar and salt as preservatives for meat. With the acidity in vinegar and the high sodium content of common salt being known to prevent bacterial development, these two additives were regularly used in hot tropical climates before the age of refrigeration.

When the Chinese arrived, soy sauce was introduced as a replacement for salt in some regions of the Philippines, and is now favoured as an ingredient in the marinading of the chicken.

By the time the Spanish reached the Philippines, marinading was well established. The new arrival’s contribution was to lend the word “adobar” to the process. This Spanish word, meaning a marinade, gave rise to the name of chicken adobo.

Due to the relative isolation of the communities cooking chicken adobo, many variations of the dish have been handed down from generation to generation. The only original constants were the clay pots in which the chicken was braised as well as the ingredients of garlic and black peppercorns. Even the

Chicken adobo on white rice

By Jack Lawrence Source: www.wikipedia.org

vinegar varied to an extent as it could be made from coconut, rice or cane. In some areas, liver was added and additional seasoning could come in the form of ginger, onions, bay leaves and a range of vegetables. Another option is fragrant white rice on which the chicken adobo is served.

This once humble dish has come a long way since its beginnings, spreading Filipino food culture to New York restaurants and Top Chef audiences across the globe. Now cooked in metal pots, chicken adobo does not have a recipe per se. Instead, it is a style of cooking that reflects any Filipino cook’s skill levels, an assertion to which any hard-working seaman who enjoys this flavourful dish will attest.

Sources: www.theculturetrip.com, www.196flavors.com, www.thespruceeats.com

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Culture Corner The Chinese Junk The first record of a ship bearing a resemblance to a Chinese Junk dates back to nearly 5000 years ago, when the Chinese Emperor, Fu Hsi, was the ruler. Since then there have been many other references to this type of vessel, but it was not until around 1000 years ago that the Chinese Junk obtained a design feature that proved to be a giant leap forward in maritime technology. The feature in question is watertight bulkhead technology with compartments running both transversely and longitudinally. It was a significant modification that is now widely regarded as China’s most important contribution to the maritime industry in terms of safety at sea.

Throughout the history of this iconic Chinese vessel, which was the first to have a rudder, there have been variations in size, but those in use today in China, Hong Kong and Southeast Asia are about 70ft (21m) long. As regards sails, those of the Chinese Junk are curved and elliptical. Made from panels of linen or matting and reinforced with bamboo bars, they require less rigging, making them immediately distinguishable from western sailing ships. Another feature that made the Chinese Junk more versatile relates to the ability to beach and navigate in shallow waters. Over the centuries, the Chinese Junk has had many functions. It has been used for fishing, transportation, exploration, trading, housing, tourism and even warfare.

Today, the cultural heritage of this multifunctional ship, which is traditionally made from camphor, pine and fir timber, is preserved in areas like ZhangWan in Ningde City and Shenhu in Jinjiang City, both of which are located in Fujian province.

Building a Chinese Junk involves skilled craftsmen plying their trade with traditional wooden tools. However, the construction of the bulkhead can only be carried out by a grand master who employs the techniques of rabbeting and caulking to enhance sturdiness and limit water ingress.

At the turn of the century, there was growing concern that the cultural heritage of the Chinese Junk might be lost. So, a revival was put in place when one of a handful of remaining grand masters, Chen Fangcai, received an assignment to build a Chinese Junk from the Ming Dynasty using traditional techniques. In June 2008, the Princess TaiPing at 54ft (16.5m) long, and 45ft (13.7m) wide with her 13 watertight compartments set sail from Xiamen to San Francisco via Taiwan, Japan and Hawaii. During her ten-month voyage, which was planned to prove that Chinese Junks had the ability to cross the Pacific and return, two raging storms threatened to sink her, but her ancient technology proved equal to the elements. She was, though, unable to survive a collision with a chemical tanker when just 40km from Taiwan. Despite the demise of the Princess TaiPing, the voyage was considered successful.

Nowadays the few remaining grand masters, who are in effect guardians of cultural heritage, are employed to make only model ships. This situation together with the increasing average age of grand masters has led the Chinese authorities to take measures to prevent the catastrophic loss of a cultural heritage. These measures include the implementation of statutes, media support, museum exhibitions and video recordings.

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Issue 70-December 2019

Junks in Guangzhou Source: www.wikipedia.org

The Princess TaiPing Source: www.wikipedia.org

In this day and age, when the primary and often overriding factor is linked to financial gain, the respect for the cultural heritage of the Chinese Junk can only be described as admirable.

Sources: www.gcaptain.com, www.britannica.com, www.exploration.marinersmuseum. org, www.youtube.com

Digital Technologies – a training tool for seafarers?

A researcher examining the potential of VR in fire training exercises. By ESA. Source: https://commons.wikimedia.org

T

he possible use of virtual (VR) and augmented reality (AR) in the training of seafarers has recently come to the fore. These technologies have become more affordable and accessible over the past few years, thereby making them a potentially viable medium in providing seafarers with more efficient training techniques. In other sectors such technologies have been successfully integrated into learning programmes and there have been claims that using these socalled immersive techniques has increased trainee knowledge retention.

One of the key points that has emerged in this learning method is that its effectiveness depends greatly on how engaging the experience is. In other words, the more realistic the VR training is, the greater the benefit will be. Proponents of virtual reality, augmented reality and mixed reality (MR) (a combination of the two) have put forward a number of advantages of immersive training which can be adapted for use in the maritime industry.

The most compelling are as follows: 1) The experience feels real as the trainee’s senses are engaged, thereby allowing the operational boundaries to be safely pushed to the limit.

2) The training programme can be adapted for use on any specific vessel. This makes the training less generic.

3) The crew’s actions can be monitored remotely so that it can be established that safe practices and procedures are being adhered to.

4) Changing scenarios can be introduced to test the trainee’s skill to the full during fire training for example.

5) Savings can be made on travel to training centres.

6) There is an element of flexibility as the supervisor can provide feedback and support from the vessel or head office.

7) Challenges introduced in a rapidly changing shipping environment can be more easily addressed.

8) Electronic systems can be readily simulated to give a real-world experience.

Although there is a strong case to be made for the use of VR, AR and MR as training tools in the shipping industry, the only area in which digital technology can be seamlessly integrated into training programmes at the moment is that of digital systems like ECDIS. This is because the simulation is able to mimic real life situations. Therefore, with increasing automation, training with VR, MR and AR programmes is likely to become more common.

In areas that do not involve technology alone immersive techniques fall short of what is required. One shortcoming relates to VR experiences desensitizing users to danger as there are no real-life consequences for complacency or mistakes in the virtual world. Another pertains to the inability of the VR experience to engage all the learner’s senses. In a fire drill, for example, the heat from flames cannot be accurately reproduced, thereby potentially preventing the learner from being fully aware of the threat to safety.

Virtual Reality training in a maritime setting

Source: www. nepia.com

It would seem, therefore, that the use of reflective learning is currently the best way of imparting knowledge to the trainee.

Additionally, resilience training, the implementation of a safety culture, safety interventions, the rejection of collective normalisation, recognition of the importance of barriers and the adoption of a state of chronic unease all make for a way of addressing the fundamental issue of safety more effectively.

This does not mean that immersive training has no place in shipping. Indeed, it can be an effective supplementary tool in certain circumstances.

Sources: www.nepia.com, www.safety4sea.com

Issue 70-December 2019

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Bodies of Water One of the world’s biggest seas at 1,491,000 sq. miles (3,862,000 km3), the Arabian Sea occupies the North-Westerly part of the Indian Ocean. Being connected to the Persian Gulf via the Strait of Hormuz and the Red Sea via the Bab el-Mandeb Strait, the Arabian Sea is well established as a trade route between Iran, Yemen, Oman and the UAE and India, Pakistan as well as several African nations.

The Arabian Sea is believed to have formed when the Indian subcontinent collided with Asia, an event that began some 50 million years ago. As a result of the collision, there are now numerous ridges and plains at the bottom of the sea, which has a mean depth of 8,970ft (2,734m) and descends to a maximum of 11,800ft (3,600m).

Due to its strategic location, the Arabian Sea contains extremely busy shipping lanes. Vessels entering the Arabian Sea from the Persian Gulf are predominantly tankers while those coming from Suez and the Red Sea mainly carry general cargo. Apart from merchant ships, there are several different types of seafaring craft that engage in fishing activities. These range from dugout canoes, outriggers, dhows and mechanised travellers involved in small-scale operations off the east coasts of Africa, the Arabian Penninsula and the west coast of the Indian subcontinent to larger commercial fishing vessels originating from India, Pakistan, Iran, Oman, Yemen, the UAE and Maldives as well as from countries as far away as France, S. Korea and Japan.

Duqm: Oman’s emerging port city Source: insidearabia.com by Youssef Igrouane

One of the unique Arabian Sea humpback whales Source: http://www.sci-news.com/

Widespread fishing in the Arabian Sea gives more than a subtle hint that this body of water is a rich aquatic habitat. Indeed, the levels of inorganic nutrients, particularly phosphates, are among the highest in the world. These undergo an upwelling due to currents flowing along the continental shelf and the strong south-westerly winds that blow during the rainy season. The most common catches are sardine, tuna, billfish, wahoo and

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The Arabian Sea

lancet fish, all of which are pelagic (living close to the surface far from land) because of the depleted oxygen content at subsurface levels brought about by the high phosphate concentration.

Although conditions are perfect for fish in the Arabian Sea, there are concerns that overfishing may lead to dramatic declines in fish stocks. These concerns are being addressed by authorities investigating the most sustainable fishing methods. There is also action being taken to protect the 20 species of whale and dolphin and the 4 species of turtle by the Renaissance Whale and Dolphin Project in Oman. In order to achieve one of its primary goals of spreading an awareness of the importance of conservation, the Project has embraced a partnership between local and international experts. Among the species being researched by these authorities on cetaceans is the humpback whale. More specifically, a unique population of around one hundred isolated individuals that live off the coast of Oman year round (they have no migrate thanks to the exceptionally rich waters) are being studied so that the impact of vessel traffic on them can be minimized.

The problems facing the conservationists have recently been compounded on two fronts. Firstly, there has been a resurgence of cruise itineraries in the Arabian Sea. Secondly, certain ports in the region are being developed. One such port is Duqm, whose development is important for the Sultanate of Oman.

Fortunately, the port authorities are environmentally aware and have taken measures to reduce the risk of collision with whales, which include a ten-knot speed limit on vessels that enter and leave the port area.

The formation of the Renaissance Whale and Dolphin Project together with the Port of Duqm’s concrete steps to protect marine mammals is yet another example of how the goals of both conservationists and the shipping industry are not mutually exclusive. The Omani approach of moving forward with national development while conserving marine heritage is one that should be adopted on a wider scale if maritime activities and maritime creatures are to co-exist across the globe.

Sources: www.britannica.com, www.newworldencyclopedia.org, www.youtube.com

two, while orange and violet equal three. What does turquoise equal?

6. I can run, but I cannot walk. I can affect the way you talk.

Without me you can’t really taste food. And turning me up is just plain rude. your What am I? 7. Patricia accidentally drops her ring in her coffee, but when she retrieves it, the ring is not wet. Why? 8. A man puts a small coin into a bottle and then puts a cork in the top of the bottle. How can he get the coin out without pulling out the cork or breaking the bottle?

1. Make the names of two countries using all the letters in the following sentence: DAE CAN GO ALL IN. 2. The chemical symbols for gallium, iodine, oxygen and tin can be rearranged to form the name of a large city. What is the name of the city?

3. Which three-letter word can be used to complete the following words?

TU_ _ _ G, _ _ _ ARY, AL _ _ _ O and TUR _ _ _ E 4. A farmer has chickens, ducks, dogs and sheep on his farm. These animals have a total of 224 legs, 52 of which belong to two-legged creatures. If there are twice as many sheep as chickens and twice as many ducks as dogs, how many sheep does he have?

5. Τhe colours red and black both equal 1. Yellow, blue and white all equal

Test Brain

Answers at the foot of the page

Quiz

1. Which port lies at the mouth of the Pasig River?

A. Trincomalee B. Kalimantan C. Chittagong D. Manila 2. In which sea is the world’s biggest anoxic basin?

A. Dead Sea B. Black Sea C. Red Sea D. Barents Sea

3. Which ship sank in 1628 after completing less than a mile of her maiden voyage?

A. Vasa B. Sea Venture C. Speedwell D. Batavia 4. Which type of lens should seafarers onboard wear in order to protect their eyes from dazzle without impairing visibility?

A. Polaroid B. photocrome C. neutral tint D. 90% absorption

6. The world’s largest cruise ship, Symphony of the Seas, has 18 lifeboats. What is the capacity of each of these lifeboats?

A. 370 B. 340 C. 310 D. 280 7. A polar research vessel was launched at Cammel Laird shipyard in Birkenhead, UK on 26th September 2019? After which British naturalist has she been named?

A. Charles Darwin B. Sir David Attenborough C. Alfred Russel Wallace D. Gilbert White 8. In which country was the historic vessel, HMS Erebus, built?

A. England B. Scotland C. Northern Ireland D. Wales 9. Which poisonous gas smells like rotten eggs at low concentrations and causes people to lose their sense of smell at a much higher concentration?

A. carbon monoxide B. sulphur dioxide C. hydrogen sulphide D. hydrogen cyanide

5. Which of the ten most wanted invasive aquatic species devastated fisheries in the Black Sea in the 1980s?

A. zebra mussel B. mitten crab C. North Pacific seastar D. comb jelly

10. Which of the following ports is closest to the Greenwich Meridian?

A. Tema, Ghana B. Le Havre, France C. Barcelona, Spain D. Algiers, Algeria

Answers at the foot of the page

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.

1. German WWII ship (8)

R

S M

3. The ‘A’ in ‘AR’ (9)

U

E

E

A

4. Material once used in cooking pots (4)

U

6. Surname of HMS Urge’s Commander (9)

O M

S

A

8. Consequences of high energy collisions (12)

Hint: Challenging period

N

Y

7. Feeling gained from teamwork (5)

10. Strengthened during forums (5)

Answers

R

KEYWORD SOLUTIONS 1. Bismarck 2. Yemen 3.

Augmented 4. Clay 5. Rudder 6. Tomlinson 7. Unity 8. Catastrophic 9.

Hydroblasting 10. Bonds Keyword: DRYDOCKING

5. Original Junk feature (6)

Y

T

T O

P

L N

S D

C G

TEST YOUR BRAIN answers: 1. Angola, Iceland 2. Saigon 3. Bin 4. 40 5. 5 (number of vowels in the words) 6. A nose 7. The coffee is dry and still in the jar 8. Push the cork into the bottle, the remove the coin QUIZ answers: 1.D 2.B 3.A 4.C 5.D 6.A 7.B 8.D 9.C 10.A

2. Country on Arabian Sea (5)

9. Type of deck treatment (13)

Keyword

Issue 70-December 2019

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Historic Vessels N

amed after Maximilian von Spee, this warship was built in Wilhelmshaven. The Graf Spee was launched on 30 June 1934 and commissioned two years later. At 186m in length, the vessel had disproportionately large guns, which led to the name of “pocket battleship” being used to describe her. The primary armament consisted of six 11-inch (28cm) guns in two triple-gun turrets. This was backed up with eight 5.9-inch (15cm) guns, twenty anti-aircraft guns and a pair of quadruple torpedo launchers. The Graf Spee was fully armoured and the first German warship to be fitted with full radar equipment.

Another feature that distinguished her class of vessel was her top speed of 28.5 knots coupled with the ability to accelerate faster than the vast majority of vessels. All these capabilities led to the Graf Spee being deployed in the South Atlantic to fulfil the role of commerce raider just three week after the outbreak of WWII. Having proved highly successful in this role, the Graf Spee attracted the attention of the Royal Navy. Due to the urgent nature of the mission to neutralise the threat posed by the Graf Spee, no fewer than nine squadrons were dispatched to carry out a search and destroy operation.

The search component of the mission was aided by the Blue Star vessel, the Doric Star, being able to send a distress call before being captured by the Graf Spee off the coast of South Africa. Eleven days later, the Graf Spee was sighted by ships in Force G under the command of Commodore Henry Howard, who correctly anticipated the German warship’s next move to the River Plate. These comprised the heavy cruiser, HMS Exeter, and the light cruisers HMS Ajax and HMS Achilles at that particular time.

The commander of the pocket battleship, Hans Langsdorff, was aware of Force G being in the vicinity of the River Plate estuary and chose to attack. This was a significant blunder as it effectively negated the Graf Spee’s advantage of being able to engage at a distance with the eleveninch guns. Moreover, the move brought her within range of G Force’s weaponry.

Admiral Graf Spee

Panzerschiff "Admiral Graf Spee". Source: www.wikipedia.org

The conflict began with the Graf Spee engaging HMS Exeter. The latter vessel was struck first. The bridge crew except the Captain and two other perished. Then the two light cruisers joined the battle. HMS Exeter was hit again, but at some point managed to damage the Graf Spee’s fuel processing system, causing the pocket battleship to withdraw the River Plate estuary. Following the withdrawal, Han Langsdorff made his second error when he set a course for Montevideo in neutral Uruguay rather than for the more welcoming Mar del Plata in Argentina.

Langsdorff requested a two-week stay to make repairs, but this was met with stern opposition from the British diplomat, Eugen MillingtonDrake, who stated that under the 13th Hague Convention, the Graf Spee should be expelled within 24 hours. The German commander refused, bringing about a stand-off. So, British and French merchant vessels began to sail every 24 hours, thereby preventing the Graf Spee from leaving after having some repairs made by invoking Article 16 of the Convention.

The final move saw Langsdorff being fed false intelligence. He was informed that Force G was nearby and relayed this news to the German high command, who ordered him to scuttle the Graf Spee in the River Plate on 17th December 1939.

Source: www.thought.co.com, www.wikipedia.org

S

ponsored by the granddaughter of Chancellor Otton von Bismarck, the Bismarck was built by Blohm and Voss in Hamburg. This fortress of a warship was launched on 14th February 1939. After being commissioned in August of the same year, testing was conducted in Kiel Bay. At 450.5m in length, the Bismarck was the largest warship afloat. Despite her size and thick armour, the Bismarck could attain a speed of 30 knots.

The Bismarck’s first voyage began on 19th May 1941, when the massive vessel embarked on Operation Rheinubung to attack Allied convoys carrying oil, food and other basic supplies to Great Britain from across the Atlantic. Shadowed by the heavy cruiser, Prinz Eugen, the floating fortress caused havoc in the effort to cut off British supplies with the aim of starving the British into surrender.

Having acquired information about the Bismarck’s location, the Royal Navy ordered a fleet to track down the German warship. In this fleet were HMS Prince of Wales and HMS Hood, Britain’s largest battleship.

On 24th May 1941, the first blows between HMS Hood and the Bismarck were exchanged in the Denmark Strait. The Bismarck struck first and decisively. HMS Hood’s ammunition magazine was hit, causing a massive explosion. All but 3 of the 1421 souls aboard managed to escape. The Bismarck had a ruptured fuel tank and was taking on water, so Captain Ernst Lindermann ordered a withdrawal.

Determined to gain revenge, Admiral John Tovey demanded that the Bismarck be hunted down prior to reaching safe haven. Before the Bismarck could obtain protection from the Luftwaffe, the aircraft carrier, HMS Ark Royal, dispatched bombers to launch an attack. In poor visibility, however, friendly fire hit HMS Sheffield. Fortunately, there was no severe damage as the warheads failed to detonate.

Bismarck

German Battleship Bismarck in World War II. Source: www.thoughtco.com

After rearming, the bombers along with biplanes located the Bismarck and were able to target the undefended rudders (the Bismarck’s Achilles’ heel), thereby incapacitating the German warship’s steering. Only able to move in circles, the Bismarck could only wait to the destroyed. On 27th May, three British warships closed in and completed the mission.

Only 110 of the 2102 on board survived.

There can be no doubt that the Graf Spee and Bismarck were fine examples of naval engineering. Therefore, the biggest chinks in their armour were human misjudgements. These took the form of poor leadership decisions in the case of the Graf Spee and the air of arrogance and invincibility brought about through the idea that the Bismarck was unsinkable. If a lesson can be learned from these stories, it is that leaders must have excellent decision making skills and an appropriate mindset in order to be effective.

Source: www.history.com, w7ww.thoughtco.com