Wavelength #75

ISSUE 75 MARCH 2021 To reach our Seafarers

In this issue Company News

Web Forum

Best Practices & Design Improvement Items (Part 1) Cargo Holds Cleaning for Grain Cargoes

3 5 7 11

Mental Well-Being Safety First Nostalgia The North Sea Historic Vessels

13 14 16 22 24

Editorial Dear seafarers, If someone wished to compile an A-Z list of words that have become more significant in the current climate, there are a number of candidates that could rightfully top that list. The lexical items vying for that spot may well include ‘acknowledgement’, ‘acceptance’, ‘apprehension’, ‘action’ and ‘appreciation’ together with their derivatives. In this issue of Wavelength, the importance of these words in the context of shipping, and in more general terms, are brought to the fore.

One article that encompasses all these words is the Manning and Training contribution, which deals with mental well-being, a particularly relevant issue among the seafaring community. In this case, ‘acknowledgement’ refers to an individual recognizing that there are psychological disorders and they can affect anyone, especially during strict lockdowns when feelings of isolation can be overwhelming. ‘Acceptance’ means realizing that if mental wellbeing is not as it should be, then help and support are required.

Any ‘apprehension’ that may prevent help and support from being sought arises from the false perception of a stigma being associated with psychological problems. There is no stigma. So, while being apprehensive for this reason is understandable due to the baseless claims of the uninformed, it is totally unfounded.

The meaning of the word ‘action’ in this context is crystal clear. In the same way that an individual would seek help from a medical professional for a physical injury without a second thought, a person suffering mentally should not hesitate to consult a psychologist, or reach out to a helpline. The word ‘action’ has an added dimension which relates to high-profile members of society going public with their mental health issues. In a similar vein, the rest of us can follow suit by assuring colleagues and friends that mental health issues are part and parcel of life. Last, but certainly not least, there is 'appreciation'. This comes in the form of gratitude for being surrounded by caring individuals and ultimately feeling better as a result of the help and support received.

Other contributions also show how important these words are.

In the Safety First section, the Company’s unbridled appreciation of our Seafarers working through the added barriers created by an adverse climate is made abundantly clear. Less specifically, an acknowledgement is made to all seafarers, without whom the global economy would be in tatters. In Company News, the promotion list is another indicator of the Company’s appreciation of our Seafarers’ contribution to enhancing Our profile through the progress they have made in their careers. Additionally, the message from Anthony Lambros reveals how much appreciation there is for the efforts being made by his colleagues onboard and ashore to maintain the resilience they have shown. As regards the Web Forums article, this describes the apprehension felt by those embarking on a new way of holding a Company Forum, and how this apprehension gave way to an acknowledgement that by working as a team, a successful event was possible and ultimately realized.

Those articles that have not been

given a direct mention also have a connection to the lexical items introduced at the beginning of this editorial even though they may be less obvious. For instance, the Technical contribution clearly indicates how the shipping industry acknowledges the fact that new technologies will lead to design improvements and better practices, which in turn will make regulations easier to follow.

Similarly, in the Marine Operations section, the best practices for cargo hold cleaning prior to loading grain, together with their documentation, are given in detail. The upshot of seafarers being able to adapt to the requirements that accompany the introduction of new technology has allowed them to take the new measures introduced to minimize the spread of the virus in their stride.

If I were to compile an A-Z list with only one word under each letter, I would probably put the word ‘acknowledge’ at the top. I would do this primarily because changes that are required due to the circumstances we find ourselves in can only occur if there is an acknowledgement that there must be change prior to new laws, regulations or policies being drafted and eventually coming into force. On a personal level, there is one fundamental acknowledgement that can be made by all of us and can serve as a guide for each and every action we carry out. This is highlighted in the Safety First section, which identifies life as being the most precious gift of all. For seafarers on board, treating life as the ultimate gift equates to following safety protocols at all times to avoid unsafe actions as well as identifying and eradicating any unsafe practices that may become normative behaviour.

Of course, the notion of life being the greatest gift we can receive was well established before Covid-19 struck, but it was sometimes overlooked in our hectic, often blinkered lives before 2020. Now that there is, perhaps, a little more time to reflect on who we are as humans and how we can make things better, we have been able to develop a greater appreciation of the value of life. As such, our actions in general should be guided by our desire to care for ourselves, our loved ones and our colleagues as well as by our respect for all those we cross paths with so that we do not become a negative factor that threatens to diminish their self-esteem, or quality of life. In short, we should adopt a caring attitude towards our fellow humans and the planet that supports us.

I would like to thank all those who have contributed to Wavelength 75 through their submissions or suggestions, one of which has been included in this issue. All suggestions will be carefully considered and whenever possible, they will lead to an article appearing in Wavelength. I would also like to thank those who have sent in vessel photos. They are much appreciated.

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

Best wishes, Nick Seaman

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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Company News Addition to Fleet The Company is delighted to announce a new addition to the fleet. M/V IRINA is a kasarmax bulk carrier that was built at the HudongZhonghua yard in Shanghai, China in 2016. Delivered in Singapore on 4th February 2021, 'M/V IRINA is the fourth bulk carrier addition during 2020-2021 and is registered in Madeira, Portugal. We would like to wish safe seas and good fortune to the Master, Capt. Shylov, his officers and crew.

(Read more about Madeira on page 20.)

Onboard Promotions During the fourth quarter of 2020, there were sixteen promotions across the Company’s fleet. The list of promotees along with their vessels and promotion details in chronological/alphabetical order is shown in the table below.

Dates of Promotion

Name

Vessel

Promotion Details

1.10.20

DRYNKIN Tymur

GEORGE S.

4/E to 3/E

1.10.20

YATSENKO Viktor

GEORGE S.

AP/EN to 4/E

7.10.20

NONGA Noel Christopher

KAPSALI

D/TR to OS

8.10.20

DIZON Jhoniry

APAGEON

4/E to 3/E

8.10.20

MELENDEZ Nelson

MERAPI

C/TR to AC

20.10.20

CIASICO Michael James

CE-NIRIIS

4/E to 3/E

1.11.20

KURALOV Mykola

ALEXIA

AP/OFF to 3/M

14.11.20

MERQUITA Arvin Jay

EVGENIA

M MAN to C/COOK

25.11.20

PATEL Vatsal Prafulchandra

DYNASTY

4/E to 3/E

1.12.20

CABASAL Mark

MIKELA P.

C/TR to AC

1.12.20

VICENTE Warren Jay

ALLIANCE

OS to ASD

7.12.20

BOSHOVYTSKY Mykola

GEORGE S.

AP/EN to 4/E

7.12.20

TER-BARSHEHIAN Robert

MIKELA P.

AP/EL to ETO

8.12.20

BAYALE Rey Anthony

LENI P.

WPR to ASE

11.12.20

SABAN Dennis

CE- BERMUDA

OS to ASD

25.12.20

PERIABRAS Alex

PHILIPPOS A.

C/O to MASTER

Each and every one of the promoted seamen is worthy of the warmest congratulations. Two of them, though, can be singled out for different reasons. Firstly, one seaman has gained a second promotion within a year, which clearly shows that ability, progress and hard work are recognised and rewarded by the Company, and that promotions are not simply given automatically after a specific period of time. Secondly, the promotion of one seafarer to a position of great responsibility should serve as an inspiration to all who strive to reach the pinnacle of their careers.

Last but certainly not least, those on the list together with all their colleagues are deserving of the highest praise for their efforts. So, once again, a big ‘Thank You’ is due to you all.

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Message to our Seafarers and Shore Staff

from Anthony Lambros

Dear seafarers and colleagues, It’s been a year since the last time I reached out to you through “Wavelength” – and what a year it has been!

It seems I got my timing right when I handed over the responsibilities of DPA right before these challenging 12 months. It hasn’t been easy on anyone, but looking back, I personally feel two things: Thankful and Grateful.

I feel Thankful because everything we had been talking about prior to these 12 months somehow became relevant. Managing Change, Resilience, Teamwork, Leadership, Mental Well-Being, Chronic Unease, and Communication – you name it. This year had it all and we were well prepared!

I feel Grateful because of how you all performed under these unique circumstances. Starting with all our Seafarers, both ashore and on board, I would like to express my congratulations and a sincere THANK YOU for keeping the world economy going. You managed to take hardships and constant changes in your stride, and have continued to power on as if nothing could stop you.

If anything, this pandemic made us ashore (and probably most of your families) understand firsthand the hardships a seafarer's life carries; the inability to leave the ship,to see friends and loved ones, the uncertainty about the immediate future. We were already grateful - now we have added insight to appreciate you more. Additional thanks are due to our loyal staff in Manila, Mumbai and Odessa for their efforts to keep our Seafarers ready to join and to deal with all these demanding new requirements.

Our shore management team also rose to the occasion. Our Crew Dept. put in a tremendous effort to deal with the new puzzle called crew changes while trying to balance manning needs, our Seafarers’ health and mental well-being,

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the charterers, authorities and airlines. Our Shipboard Training Officers continued travelling from vessel to vessel wherever possible and took every precaution, a courageous feat considering the circumstances. Our entire shore staff had to adapt to the new reality of working from home for prolonged periods – a much more difficult task than it sounds – and to continuously support our vessels. Last but not least, our ICT department managed to implement significant changes in a small period of time to ensure seamless communication and continuity of our everyday work. You may well be the unsung heroes of this crisis, and we sincerely thank you all.

In my eyes, we’ve all managed to pull through together due to a common bond: CARING. We all care about safety & health, we care for our colleagues, we care about getting our job done well, and we care about getting back home safely to our loved ones.

This is the first and foremost thing that keeps us united like a family. It may be that sometimes we have been unable to meet your expectations or to find a solution to your problems. We are not perfect, but the one thing that I can assure you of is that we will keep on trying and will not fail you because we are here and we care for you.

I will close with an old Chinese proverb: “When the winds of change blow, some people build walls and others build windmills.” You have proven that you can adapt to change and deal with adversity – you are the ones building windmills. I’m sure we will all come out of this stronger, better and wiser. Let’s keep up the good work and strive to become the best versions of ourselves!

Please stay safe and out of harm’s way at all times.

Web Forum Dear All, 2020 was a year that was marked as one of great contrasts. Shortly after the New Year celebrations, it was tainted by the fear of COVID-19. We were asked to change the way we live, the way we work, the way we communicate. One of the things we missed most was the Forums organized at the three locations, Manila, Mumbai and Odessa. We missed the opportunity to see our Seamen in person, have discussions with them and hear about their important issues. As a result, we had to come up with a new way to reach out to our Seamen, whom we value highly. That was the reason for organizing our first Web Forum. Even though we were navigating in uncharted waters and were somewhat apprehensive at first, all the panelists soon felt that discussing issues online was an effective alternative way to spread a message of hope and caring to those who have been our unsung heroes, our Seafarers. It seems that as long as COVID-19 remains an unpleasant reality, we will continue to communicate with our Seamen through Web Forums.

On 15-16/12/2020, we hosted CENMAR’s 1st Web Forum for our officers and crew. It was based and organized in Head Office Meeting rooms in a two-day event with many presentations on a wide range of subjects and updates for the fleet and the industry, which included safety and security issues, operational subjects, topics relating to the Goal Zero project, Mental WellBeing and recent regulations that have been put into force.

The Web Forum was coordinated in the left meeting room, where the main laptop was located, as shown in the photo on the left. The rest of the panelists were gathered in the right one, always following all required measures and distances as illustrated in the photo below.

Panelists: Mr. A. Lambros (Director), Mr. P. Bartzis (Crewing Officer), Mr. D. Fakiris (Deputy DPA), Ms. C. Toki (Technical Co-ordinator), Mr. G. Koutroubousis (Operator), Ms. N. Sakellariou (Env. & Energy Perf. Engineer), Ms. C. Markatzinou (Training Co-ordinator), Mr. Y. Papageorgiou (Marine Superintendent), Ms. A. Malegou (SQE Coordinator), Mr. F. Christopoulos (Operations Manager), Ms. E. Moretti (SQE Manager/DPA), Mr. Y. Vakkas (Fleet 1 Technical Supervisor) , Mr. D. Sarantis (Technical Reporting & Perf. Supervisor), Mr. A. Chandris (Operator) (from Head Office personnel) and Cpt. D. Roche (SBTRN), and Mr. G. Dovles (TQC Director)

Special thanks should be given to our IT Department, Mr. Iasonas Sarlamis and Mr. Kostas Lionis, and our Chairman Mr. A. Chandris, whose devotion and personal work allowed this event to run smoothly.

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Figure 1 - The WebForum TEAM

One of the most touching moments of the event was when we connected live with a few fleet vessels that were able to participate and view the event live from safe anchorages in their free time. This was a significant time for our Company and the whole fleet.

A few photos from the fleet vessels can be found below:

Figure 2 - m/t APANEMO

Figure 3 - m/v ALLIANCE

Figure 4 - m/t CE-BERMUDA

Figure 5 - m/t MERBABU

Even though it has been said that technology has affected human communication by making it more impersonal, this was one of the exceptions, as it was due to the advance of technology that we were able to interact with our Seamen and reply to the questions they raised. Furthermore, we are happy to advise that, for the first time, a recording was made of all presentations and was forwarded to all vessels of the fleet. It contains videos, the presentations as well as other useful material for our Seamen relating to our first Web Forum so that all our Seamen have the opportunity to view the event.

Even though we were skeptical when organizing the event, when it was completed, we all felt blessed that we had been part of it. We look forward to the Web Forums that will follow for as long as they are necessary.

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Technical

Best Practices & Design Improvement Items – Part I

The Company gives special importance to the continuous improvement of vessels so as to satisfy International Regulations and Major Oil Companies/OCIMF requirements and recommendations. Furthermore, the shipping industry best practices are implemented, and new technologies and equipment of improved design are retrofitted, ensuring compliance with the highest safety, quality, By Natassa Sakellariou and Christina Toki performance and commercial standards.

Best practices that will be described in Wavelength articles refer to the following topics: • Environmental Protection • Ship and Crew Safety • Operational Efficiency Improvement In this issue, best practices will be presented together with technologies and design improvement items which promote environmental protection by fleet vessels.

Environmental Protection a. Prevention of Oil Pollution Oil pollution is considered one of the greatest risks of vessel operations as oil spills can cause extreme damage even in very low concentrations. In order to protect the marine environment and its inhabitants, numerous rules and regulations have been established by national and international legislation bodies, with the Annex I of MARPOL being indisputably the most widely and strictly implemented. The guidelines of MARPOL have been well adopted by the Company and are followed on all vessels of the fleet.

However, the severity of oil pollution incidents has provided grounds for the further development of best practices and design improvements recommended by the Major Oil Companies, several of which have been adopted in Company vessels.

--Oil Coamings of heating coils header pipes on Upper Deck Leaking heating coils that have developed cracks inside the cargo tanks have been identified as the root cause of oil contamination detected in the steam system. In order to avoid oil spillage on the Upper Deck that may occur due to defective pipes or while opening the heating coils drain valves, all header pipes are provided with oil coamings on the Upper Deck.

Figure 1: Oil coamings on heating coils header pipes

-- Mechanical Scupper Plugs Oil traces on the deck due to mishandling during cargo or bunker operations may be mixed with water on the deck. This mixture may drain overboard through the deck scuppers.

Such a scenario is even more risk-bearing during wet weather due to the accumulation of rain water on deck in combination with the possible overflow of oil coamings or unadvised opening of the save-all plugs.

Therefore, the efficient plugging of deck scuppers must be verified prior to each cargo and bunker handling operation. As the deck scuppers must be able to provide adequate tightness, mechanical scupper plugs are strongly preferred. Crew members must inspect and test the scuppers at frequent intervals to ensure their sealing capacity.

Figure 2: Mechanical scupper plug

--Installation of surface drop valves on Upper Deck Surface drop valves have been installed on all fleet vessels as a design improvement item. Their purpose is to prevent oil leakage into the sea in the case of an oil spillage on the Upper Deck, by leading the spilled oil to the Port and Starboard Slop tanks. They are installed on the outer Port and Starboard areas of the vessel’s deck aft area and the oil is led to the tanks through a U-loop piping arrangement, which allows oil from the deck to flow into the Slop tank but prevents oil in the Slop Tank from spilling onto the Upper Deck.

Figure 3: Surface drop valve on the Upper Deck

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--Identification of oil leakage in ballast tanks Since the introduction of double hull tanker vessels with MARPOL’s Annex I, there have been reported cases of oil contamination of the ballast water. In the majority of the cases, the contamination was attributed to cracks developed on the plating between the ballast tanks and cargo tanks, especially in the area of welding seams where the integrity of the plating can easily be compromised when welding standards are not met. Unfortunately, such defects were only identified upon the discharge of contaminated ballast water and only when the oil sheen was already visible on the surface of the sea.

--Small Hatches on ballast tanks for quick sampling In order to address this issue, Major Oil Companies introduced the requirement for a means of quick sampling and visual inspection of the ballast tanks for proactive purposes prior to discharging. To satisfy this requirement, readily accessible small hatches have been installed on all ballast tanks manholes so that crew members can carry out inspections prior to ballast discharging operations.

Figure 6: Cargo Tank High level alarm

Figure 7: Visual alarm of Overfill Alarm

--Linked Emergency Shut Down (ESD) for cargo pumps As per the recommendations established by the Oil Companies International Marine Forum (OCIMF), vessels shall be equipped with an interconnected ESD system. The interconnected ESD system is used to stop the cargo flow in case of emergency, bringing the entire cargo handling system into an equilibrium state. When the ESD trip of the vessel is activated, it provides the respective ESD signal to the terminal for the acknowledgment of terminal personnel and vice versa.

The ESD system can protect both the vessel and terminal in emergencies such as fire, gas detection, excessive motion or break-out.

Figure 4: Small hatches on the ballast tank manholes for inspection

--Gas Detection System In addition to the visual check and manual sampling, ballast tanks are also equipped with a Gas Detection System. The system is able to identify dangerous gases, the products of cargo oil, through a number of sensing points installed in the ballast tanks that trigger an alarm to notify the crew immediately.

Figure 8: Linked ESD for cargo pumps

--Emergency Stop of cargo pumps Based on Oil Majors requirements, cargo pumps must have Emergency Stops located: 1. in the Cargo Control Room (CCR), 2. near the Cargo manifold(s), and 3. just outside the Pump Room entrance and Pump Room bottom.

Good practice suggests that the remote stops should be tested within 24 hours of expected cargo operations.

Figure 5: Gas Detection System Control Panel

--Independent level alarms of cargo and fuel tanks All cargo and slop tanks are equipped with an independent high level (95%) and an overfill (98%) alarm, while fuel oil tanks have an independent high level (95%) alarm. These trigger a visual and audio alarm in the CCR in order to alert the ship’s operator immediately. Moreover, the overfill alarm triggers a visual alarm which is visible from the accommodation windows, alerting all crew members working on the Upper Deck. The independent alarms are installed as supplementary to the necessary cargo oil level gauging system.

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Figure 9: Emergency stop on the cargo manifolds

The Air Seal system creates a pressurized air barrier between the oil and water so that any oil leakage is collected on board, hence avoiding pollution of the sea. The Air Seal system constitutes 2 forward seals and 4 aft seals, and includes parameters that can adjust the oil pressure based on the load and draft requirements.

Figure 9A: Emergency stop in the CCR Console

--Elimination of oil leakages in Pump Room Cargo Oil Pump Mechanical Seal Leakage Alarm System An additional guideline for the safety of cargo operations is the adoption of an alarm system that monitors the levels of leaking oil on the Cargo Pumps mechanical seals. The system consists of a number of small leakage tanks that correspond to the number of cargo pumps, on top of which a level switch is mounted. The level switch monitors the amount of oil originating from the cargo pump mechanical seal and triggers an alarm when the level is too high, thereby alerting the crew of possible oil leakage of the pump.

Figure 11: Stern Tube Air Seal System

b. BWTS Retrofit Installation The IMO Ballast Water Management Convention aims to protect the marine environment from the transfer of harmful aquatic organisms in ballast water carried by ships. Under the Convention, in an IOPP Renewal Survey carried out after September 2019, all existing ships are required to manage their ballast water and sediments to a certain standard, according to a ship-specific ballast water management plan using a ballast water treatment system.

In June 2019, the Company began to install Ballast Water Treatment Systems during drydocking periods in order to ensure the early compliance with both the IMO BWM Convention and the USCG regulation requirements. So far, 12 Ballast Water Treatment Systems have been installed on board fleet vessels, as per the details below: • In 10 large size vessels (Suezmax, Aframax, LR1 tankers) Hyundai BWTS of Filtration – Side Stream Electrolysis technology have been installed.

• In 2 smaller vessels (Panamax, Supramax bulk carriers) Erma First BWTS of Filtration - Full Stream Electrolysis technology have been fitted.

Figure 10: Mechanical Seal Leakage tank of Cargo Pump

--Stern Tube Air Seal System The following chart depicts the annual oil loss distribution into the marine environment, a significant part of which is attributed to the lubrication system. The leakage of lubrication oil of the stern tube system into the sea, has inspired new, environmentally-friendly technologies, one of the most popular being that of the Air Seal system.

Figure 17: Annual Oil loss distribution into the marine environment (NRC 2003)

Figure 12: Various BWTS Components

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During 2021, BWTS installation is scheduled in fleet vessels which will undergo their Special Survey and Drydocking, as follows: • In SHI Suezmax vessels, Pserimos, Kapsali and Leni P. Samsung BWTS of Filtration – Side Stream Electrolysis technology will be fitted.

• In NTS Bulk Carriers, Calliope P., Evgenia, Philippos A. and Polymnia Hyundai BWTS of Filtration – Side Stream Electrolysis technology will be installed.

--OWS emergency stop According to ExxonMobil Safety Criteria, the switch for the electric power supply for the Engine Room OWS MUST be located on the Bridge. Such an arrangement is applied in fleet vessels as shown in Figure 14.

c. Oily Water Separator --Seals in OWS valves Following MARPOL Annex I requirements and ship industry best practices, a new uniform OWS overboard valve locking and seal arrangement system was introduced in May 2020 to safeguard proper OWS overboard valve operation, minimize marine pollution risk and avoid any third party inspection authority implications. In particular, the following lockingseal arrangement has been implemented: - The overboard valve of the OWS has been locked with a chain, padlock and plastic seal.

• A plastic seal has been placed in the bolt of the overboard valve flange.

• A seal has been added on the securing bolt of the OWS overboard valve's handwheel (through the split pin hole).

• Seals have been applied in way of the flanges for the complete OWS pipeline.

• A plastic seal has been added on a securing bolt of the Bilge holding tank access manhole.

In addition, OWS Overboard Valve operating and record keeping procedures have been developed, including the initiation of the Seal Record Book - Form ECO-12 in order for the operation of sealed machinery (valves, flanges, etc.) to be properly monitored.

Flexible hoses in the Engine Room should also be locked and only the Chief Engineer should have the key in order to avoid any PSC suspicion of illegal operations.

Figure 14: OWS Emergency Stop

d. Garbage Management / Garbage Compactors IMO MARPOL Annex V prohibits the discharge of any dry waste into the sea, so it must be stored on board. This means that especially on long voyages, a great volume of garbage is accumulated. Thus, time and effort are required by the crew for garbage compacting and packing until is disposed of at a convenient port.

Compactors significantly reduce the volume of garbage and space needed for the dry wastage storage and consequently, decrease the disposal cost due to the reduced volume of garbage. In addition, disposal costs can be further controlled since efficient garbage storage allows disposal in economical port facilities.

The majority of fleet vessels are equipped with garbage compactors and considering the their positive effect on garbage management, 6 new compactors are scheduled to be installed within 2021 during fleet vessels’ drydocking/ repairs.

Figure 15: Garbage compactors

Figure 13: OWS seal / Locking system

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e. Environmental KPIs monitoring Besides the vessels’ monthly Objectives Performance Form, Environmental KPIs such as discharged garbage, oil residues produced in the E/R, oily bilge water produced onboard, chemicals consumed etc. are also checked through the Danaos Enviro module, which is used as supporting tool in the monitoring of the fleet’s environmental performance.

Marine Operations

Cargo Holds Cleaning for Grain Cargoes One of the most important aspects of a bulk carrier’s operation is the cleaning of cargo holds to achieve the “grain clean” standard. Teamwork and the involvement of personnel onboard and ashore is essential for producing results in the limited available time and to avoid charter party disputes and off-hire claims.

The industry accepted definition of grain

By Alkiviadis clean is provided by the National Cargo Polychronakis Bureau: "Compartments are to be completely clean, dry, odour free, and gas-free. All loose scale is to be removed."

The definition is clear: -- All past cargo residues and any lashing materials are to be removed from the hold.

-- Any loose paint or rust scale must be removed.

-- Holds must be dried after washing.

-- Holds must be well ventilated to ensure that they are odour-free and gas-free.

Cargo holds have to be cleaned and dried very carefully, bearing in mind that the inspectors are very strict and they will not allow loading if there is the slightest hint of cargo contamination.

The following steps are required to ensure an efficient and safe cargo holds cleaning: 1. A comprehensive hold washing plan is to be prepared based on the previous and next cargo, the specific instructions of the charterers and the International Maritime Solid Bulk Cargoes (IMSBC) Code.

2. Required materials and fresh water for the final rinsing of the cargo holds are to be supplied prior sailing from the discharging port.

3. Cargo residues are to be collected by the stevedores as far as possible at the discharging port in order to minimize sweeping.

4. Cargo residues and wash down water must be disposed of according to the requirements of MARPOL 73/78 Annex V. 5. A risk assessment is to be carried out to identify any potential hazards prior to commencing the cleaning operation. Please remember that personnel safety comes first! No operation should be undertaken unless the safety of personnel can be ensured.

NOTE: Opening hatches at sea for cleaning Monitor weather conditions and minimize the number of hatches to be open at any given time during the cleaning operation. Hatches must be secured in the open position with locking pins and wire strops. Hatches must not be opened when the ship is rolling and must not remain open overnight.

6. Cleaning sequence: -- Sweeping of cargo holds -- Prewashing with sea water using an air powered water cannon (toby gun)

-- Application of chemicals throughout the cargo hold structure using a chemical applicator and long reach lance -- Chemical exposure time depends on the chemical used and the temperature /humidity levels -- Washing down the chemical with sea water using the toby gun -- Final rinsing of the cargo hold with fresh water -- Drying of bilge wells and covering of strainers with burlap and marine tape 7. Cargo holds are to be inspected by the Master and the Chief Officer to verify proper cleaning: -- Inspections must be carried out in ample daylight to ensure that all surfaces are free of previous cargo dust.

-- Accessible areas (bulkheads in way of Australian ladders, hoppers, stools) must be checked with the “glove test” to verify proper cleanliness. No dirt must be transferred to the glove when rubbed against the cargo hold.

-- Ensure that the hidden areas are inspected (underdeck structure, behind fames & face plates, hatch cover underside, behind pipes & pipe guards).

8. Good quality photographs are to be taken before and after the cleaning operation covering all the areas of the cargo hold, namely: -- the side shell, port and starboard sides -- the tank top (inner bottom plating) -- the hoppers, port and starboard -- the lower and upper stools -- the underdeck area Close-up and wide-angle photos of the above areas are required and there should be some photos of the cleaning operation.

9. On the day of the cargo holds surveyor’s inspection: -- Please extend your maximum courtesy and assistance to the surveyor.

-- Prepare so that the inspection proceeds smoothly without unnecessary interruptions.

-- The Master and/or Chief Officer, Bosun and A/B with a hand brush, hand scraper and bucket should accompany the surveyor so that any spot cleaning can be carried out while the surveyor is in the hold.

-- Hatch covers should be at least halfway open if it looks likely to rain, otherwise they should be fully open.

-- Ensure that the access hatches at each end of the cargo holds are open.

NOTE: The watertightness of hatch covers must be verified and recorded after completion of cleaning and prior to loading using the Ultrasonic Hatch Covers Tightness Detection Device.

References: "Hold Cleaning: bulk cargoes-preparing a ship for grain", circular by UK P&I club “Bulk Carrier Practice: A Practical Guide”, The Nautical Institute

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Failed glove test due to cargo residues (bauxite)

Wide angle photos of the same cargo hold on where the glove test failed.

The cargo holds appear clean when viewed from a distance. Detailed, close-up inspection of hidden areas revealed residues of previous cargo

Cargo hold frames free of cargo residues

Glove test passed after cleaning all remaining cargo

Washing with the air powered water cannon (toby gun)

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Manning and Training

Mental Well-Being The Health & Safety Campaign 02/2020 on Steps to Positive Mental Health included a Questionnaire-Assessment, asking participants to evaluate the actions taken by the Company in the field of Mental Well-Being. The specific campaign was launched one year after the initiative on Mental Well-Being had been taken. Even though it was a common By Chara Markatzinou, consensus among the Seafarers that the Training Coordinator mottos and H&S campaigns received helped them in their everyday routine, giving them ways to relax, feel well and anticipate stress, there was also a firm belief that in the case of a mental well-being issue, they would not resort to using the free, confidential psychological support line, MIND CALL, offered to all our fleet by the NoE P&I Club.

Why people would choose not to seek help might strike some as odd. However, there are several reasons that prevent us from asking for mental health advice or help: 1. Fear and shame People perceive a stigma and discrimination associated with having a mental health issue. They may also have concerns about how such a label could negatively impact their career, education, or other life goals.

2. Lack of insight If someone has clear signs of a mental health issue but says “there’s nothing wrong with me,” “I’m not sick”, or “I don’t need any help” ,it signals a severe lack of insight. If someone truly believes they have no mental health issues, they feel there is no need to seek or accept treatment.

3. Limited awareness A person may acknowledge some mental health concerns, but can lack full awareness of their significance or fail to understand they have an actual illness. They may dismiss or minimize their issues and say “everyone gets stressed out”, or “my problems aren’t that bad”, or “you’re making more out of this than you need to”.

4. Feelings of inadequacy Many people believe they are inadequate or a failure if they have to admit something is “wrong” with their mental health.

Further, they believe they “should be able to handle things” on their own without assistance and that they must be weak or inferior to have to ask for help.

5. Distrust Many express concern about “telling a stranger” about their problems. Additionally, they worry that their personal information will not be kept confidential.

6. Hopelessness Some people become demoralized by their mental health issues and believe “nothing will help me”, or “I’ll never get better”.

These beliefs can be due to depression or hopelessness, and can be substantial roadblocks to seeking help.

7. Unavailability Even if someone is interested in getting mental health treatment, they may not know how to find appropriate professional care.

8. Practical barriers Another common barrier to mental health care is the inability to pay for treatment due to financial hardship or lack of health insurance.

Any one of these factors which delay or prevent appropriate care can be very difficult to overcome. To further complicate matters, several of these issues can often be in play simultaneously.

However, the most important thing of all is to identify the problem, accept it and seek help. To this end, you will find MIND CALL to assist, if necessary.

If you are feeling depressed, lonely or unhappy, finding someone to talk to can be difficult whilst at sea. “MIND CALL” is a free, confidential and dedicated emotional support helpline for Seafarers. The helpline is available 24 hours a day/ 7 days a week/ 365 days a year. The “MIND CALL” team speaks Arabic, Chinese, French, Hindi, Russian, Spanish and Tagalog as well as English and you can request a call back, use live chat or send an email, depending on the type of communication available on your ship. The service is there for you, so do not hesitate to use it. Everybody has good and bad days – life is a series of ups and downs, and this is normal. Someday you may feel down, or trapped, or lonely. There is no need to hide it or try to convince yourself that you are OK, or that it will just get better. It may or may not, but either way there is no harm in reaching out to this helpline even for a small issue, or simply when you are in need of a listening ear. It can make a real difference!

Source for reasons why people do not seek help: http://davidsusman.com/2015/06/11/8reasons-why-people-dont-get-mental-health-treatment/

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SAFETY FIRST!

from the SQE Department

Message from the DPA:

Switch your Mindset to a Personal Safety Mode Dear seafarers, The industry believes that ZERO incidents is a vision. This would result in no fatalities, which is a vision our Company has realised throughout its history. As such, when it comes to seafarers’ fatalities from accidents, this is a reality; it is Our reality: ZERO fatalities! However, we can never be complacent.

We all need to constantly strive to keep intact the most valuable and precious commodity, life.

Life at sea can hide risks to Seafarers’ health and safety. For those who do not respect and follow basic seamanship rules, it can be extremely dangerous. Your working environment should be as safe as possible, but on board a ship it is often not possible to remove all the hazards.

So how can you switch your mindset to a “Safety Mode”?

- With Chronic Unease - With Situational Awareness - With Intervention - By being Alert These statements are not just words, they are a shield for your life. If you believe in them, this is how you can change your

Mindset towards Safety.

This 2-minute BIMCO Video is a morale booster for seafarers: https://www.bimco.org/ ShipsMakeTheWorldGo DON’T MISS IT! Ships make the world go They help trade flow Elli Moretti And let business grow “Without shipping, life would be different. We would have limited access to a lot of the food we consume, pharmaceuticals, clothes and consumer goods, as around 90 percent of world trade is transported by ship. Around 1.7 million seafarers make it possible every day. Because of them, and the over 61,000 ships we are served by, we do not run out of what we need.”

But first you must take good care of yourself and your shipmates. Only then can you take care of the world!

I wish you safe voyages and a safe return home.

Elli Moretti

New Health & Safety Campaign re PPE:

“Today choose all the right PPE! Remember these are your last line of defence.”

Personal Protective Equipment (PPE) is your armour against many dangers. However, PPE does nothing to reduce the hazards. It only protects you from them.

PPE must always be selected according to the hazard being faced and the kind of work being undertaken. Be familiar with the task that you are going to face, and choose the right PPE! The New Matrix has been prepared in order to ensure that there is contingency in the minimum use of PPE. It should be posted in many areas around the vessel and be consulted for PPE requisitions.

During every Daily Work Planning Meeting, the Matrix should be discussed to ensure that all crewmembers are familiar with the necessary PPE for the task they have been assigned. Moreover, it is very important to remember that the improper use of PPE can also be hazardous. Defective PPE, its incorrect maintenance and unfamiliarity with its use constitute unsafe acts and/or unsafe conditions.

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ZERO ACCIDENTS Learning Lessons from Tragedy:

Washed Overboard!

A number of factors aboard a cargo ship limping through the Arctic Ocean led to the tragic deaths of two crewmembers. (Source: Transport Malta & Marine Professional) The incident A 42,000 dwt bulk carrier set sail from Murmansk, Russia, for the Black Sea port of Constanta in Romania. Five days later, having suffered main engine problems, it was steaming slowly through the Arctic Norwegian Sea at barely three knots, rolling and pitching heavily in Force 10 conditions as ten-metre waves crashed onto its bows. Air and sea temperatures at the time were both 5°C. A party of crew members endeavoured to secure some mooring ropes that had scattered on the poop deck. At one point, two consecutive, large waves washed over the poop deck, causing the two crew members working on the poop deck to fall overboard.

Search and rescue efforts When the Master was informed via telephone, he ordered the wheel hard to port.

Unfortunately, due to vessel’s low speed and the poor weather conditions, it took more than 20 minutes to turn the vessel back and begin steaming towards the man overboard location.

The Pan-Pan broadcast was quickly escalated to Mayday. At 1330, contact was established with the Norwegian Coastguard who immediately deployed two search and rescue helicopters to assist in the operation.

At 2200, with no sign of the men, the search and rescue operation was terminated by the Coastguard and the ship was authorized to proceed towards its destination.

However, on instructions from the ship’s owners, the vessel remained on station at the location until 1200 of the following day.

Witness statements The crew involved in sorting out the loose mooring ropes on deck explained to accident investigators that both the chief officer and the deck trainee had tied ropes around their waists during the task. However, none of them could confirm whether the other ends of the ropes were ever secured to the vessel. One crewmember stated that the chief officer and deck trainee were actually tied together with the same rope. They all confirmed that when the waves washed over the poop deck, neither the chief officer nor the deck trainee were secured to any part of the vessel.

Report conclusions The final investigation report published by Transport Malta, with assistance from the Norwegian Safety Investigation Authority, determined the following: • The chief officer and the deck trainee were lost overboard when unexpected waves washed over the poop deck.

• They were not secured to the vessel at the time of the incident.

• Immersion in cold water would have shortened their survival time.

• They were not wearing lifejackets while working exposed on deck, in adverse weather conditions.

• The approach applied to secure the aft mooring ropes did not suffice to prevent the mooring ropes from scattering around the poop deck and over the rails in the encountered adverse weather conditions.

• The chief officer and the deck trainee released the line which they were using to secure themselves, suggesting it was either impossible to walk back to the accommodation block with the line secured around their waists or the task was considered complete and they were walking away from what was considered to be the hazardous area.

• A regular rope was used by the men instead of a safety harness.

• Slow speed made it difficult to alter the vessel’s heading in good time.

TRUST: Ten Really Useful Safety Tips On deck during HEAVY WEATHER Code of Safe Working Practices No seafarers should be on deck during heavy weather unless it is ABSOLUTELY NECESSARY for the safety of the ship or crew. If there is no way to avoid it, a Risk Assessment is a MUST!

Risk assessments should give consideration to the following: 1. Necessity of work (i.e. can it wait until daylight, next port, do the risks outweigh the benefits?)

2. The availability of rescue & emergency medical care if things go wrong 3. Adjusting the vessel’s course & speed 4. Rigging Lifelines. Lifelines should be rigged in appropriate locations on deck. Lifejackets should always be used with a safety harness.

5. Adequate PPE, (including full head protection that will reduce exposure to the elements) must be used.

6. Visual contact from the bridge 7. Water resistant portable radios for communications with the bridge 8. Working in (at least) pairs 9. Use the bridge searchlight to determine the predominant wave direction at night. In restricted visibility or darkness radar may be used to determine the predominant wave direction.

10. Be aware that even in a regular wave pattern “rogue” waves can exist.

These can vary in direction and size from the regular wave pattern being experienced.

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Nostalgia The Nostalgia section is back for yet another interesting installment, helping newcomers learn all about the Company’s history and the more experienced staff members remember with… nostalgia!

Starting off, we will take a sneak peak of the newbuilt Mikela P.’s naming ceremony in S. Korea (Hyundai Samho Heavy Industries Co.Ltd. shipyard in Mokpo) back in 2009, over a decade ago! Mikela P. is a Suezmax sized tanker vessel (158,007dwt, LOA 274m, Beam 48m) which upon her delivery had the added distinction of being the only Suezmax tanker included in the publication "Significant Ships of 2009" by the Royal Institution of Naval Architects in the United Kingdom. She was part of a five-vessel order, along with her four sister vessels, CE-Bermuda, CE-Hamilton, George S. and Yannis P., and we are proud that she is still a part of our fleet today, and hopefully will be for years to come.

Commemorative photo on the bridge wing with the Head Office delegation and vessel’s Master, Capt. G. Georgiou

Traditional ribbon cutting ceremony on the vessel’s bridge with officials from the Company and shipyard

Mikela P. under construction in the shipyard, following the (novel at the time) onland construction method

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Superintendent engineer Mr Yannis Vakkas during Mikela P.’s first drydock in Constanta in November 2014 The Bow Crest represents the revolutionary flag of the island of Spetses from the Greek revolution in 1821, the 200th anniversary of which we are celebrating this year

Mikela P. in freezing weather in Constanta during November 2014

And whilst on the topic of snowy weather, below you can see M/V Nilos (panama bulker, built 2006) at Yalova in February 2021, for dry dock.

Hey guys, we asked you to paint the deck white, but I think you overdid it!

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Nostalgia At the same time, we had our fair share of snow in Athens with snow storm “Midia” causing snow to fall even in the most Southern part of Attica, Piraeus and Glyfada, where the office is located. It was a once in a decade event!

Finally, for our ‘guess who’ section of this issue, please guess who these eager engineers are, resting after a long day’s work on board the Panagia Armata at Singapore in January 2005.

(Find the answer on page 23)

Another Nostalgia section has come to an end. Hope you enjoyed it!

Finally, I would like to stress the importance of your participation! So don’t hesitate, take out hard disks and scanners and send photographs taken on board vessels, at sea and in ports all over the world! Please send them to: contact@wavelength.gr. We are all looking forward to learning about the past experiences of our Seamen!

Calm seas and safe travels,

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Eleftheria Lemontzoglou, Operator

Our Oceans It is estimated that there are 321,003,271 cubic miles (1,337,999,414 km3) of water on our planet, most of which is ocean. Although we are learning a great deal about marine and aquatic habitats in general through the use of satellites, buoys and more recently autonomous vessels like the unmanned surface vessel (USV) Maxlimer, a satellite controlled vessel which has been mapping the Atlantic seafloor, there is still a lot more to discover. Apart from often quoted figures like our oceans producing between 50% and 80% of the Earth’s oxygen and providing links for merchant vessels to transport over 90% of world’s cargo, there are some other very interesting facts about our precious aquatic worlds.

Lakes, Rivers and Waterfalls Strange as it may sound, there are lakes, rivers and even waterfalls in our oceans. The first two normally form when seawater seeps up through layers of salt under the sea bed. As this seawater is denser than the surrounding water, it settles in or flows along depressions on the sea floor and attracts strange-looking marine creatures. Waterfalls are usually formed when denser water on one side comes into contact with warmer water on the other. The largest ocean waterfall, the Denmark Strait Cataract, which is located between Greenland and Iceland, was formed in this way. At 11,500 ft (3505 metres), it is three times as high as Angel Falls and carries far more water than Niagara Falls.

Volcanoes There are around a staggering one million volcanoes that exist below the surface of our oceans. While many are not active, they account for 80% of all eruptions on Earth. When these volcanoes do erupt, they create superheated vents in which water temperatures can reach 750F (400oC). The areas around the vents support specially adapted life forms, while the vents themselves play an important role in ocean ecosystems as a whole.

Bathynomus raksasa¬- the ‘Darth Vader’ sea cockroach Source: www.mentalfloss.com

The isopod, which can reach 20” (50cm) in length, found off the Jarvan coast was relatively easy to spot, but there are some incredible creatures that are almost impossible to see in their natural habitat. On example is fish that absorb over 99.5% of the light that falls on their skin. Given that there is hardly any light in the depths at which they live, they are virtually undetectable under normal circumstances. The champion absorber is the ultra black ridgehead, Poromitra crassiceps, which is 20 times darker than ordinary black objects!

Communications Due to the increased activity of cable-laying vessels, there are hundreds of thousands of miles of cables in our oceans.

These are responsible for the vast majority of the world’s data transmissions. As such, they must be both hi-tech and resistant enough to endure the difficult underwater environment, which includes the ability to withstand nibbles from curious sharptoothed fish.

Undersea cable designed to withstand harsh conditions and curious fish Source: www.orange.com

Sunken Vessels

Volcanic eruption under the sea .Source: oceanexplorer.noaa.gov

Aquatic Life The complex underwater ecosystems on our planet support most of the life forms with which we co-exist. Indeed, it has been estimated that we have only discovered about 35% of marine life and that approximately 2000 new species are found annually. Some of these are truly ‘alien’ in appearance.

For instance, the recently discovered giant 14-legged isopod, Bathynomus raksasa, is so unusual that it has been nicknamed the ‘Darth Vader’ sea cockroach.

According to the National Oceanic and Atmospheric Administration (NOAA), there are probably about one million ships at the bottom of the sea. This figure rises if smaller craft like canoes and small boats are taken into account. As regards sunken cargo, the estimated value of sunken treasure in our oceans is $60 billion!

There can be little doubt that the value of our oceans is immeasurable. Apart from the aforementioned features and facts, there are, of course, natural resources that are fundamental to our current way of life. As these resources are just as vital as the oceans themselves, it is imperative that when we make use of them, we ensure that any encroachment on aquatic ecosystems is kept to a minimum.

Sources: www.livescience.com, www.bbc.com, www.interestingengineering.com, www.gizmodo.co.uk

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Madeira – a Shipping Registry and Much More Madeira is an autonomous region of Portugal located about 550 miles (880km) off the African coast. It comprises eight and has a population of just over 260,000, a significant proportion of whom live on the main island of Madeira, where the capital, Funchal, lies.

The International Shipping Register of Madeira (MAR) was established in 1989. Although it is Portugal’s second registry, it was one of the first to issue documents electronically, which has allowed for a reduction in the degree of administrative duties for those vessels registered with MAR. This digitalization together with the quality of service MAR offers is expected to lead to fleet growth.

To the uninitiated, it may come as a surprise that around two thirds of Madeira is a protected area as it is a common misconception that shipping activities and environmental protection are mutually exclusive. Madeira is a prime example of how the two can easily be on the same page. For instance, Garajau’s natural reserve, which is situated in a marine environment where no fishing is permitted, was established in 1986 to prevent desertification of the sea bed.

Among the other protected areas is Laurissiva forest covering some 22,000 hectares that are home to unique arboreal species. This region is considered such an important natural ecological reserve that it was declared a UNESCO world heritage site in the 1990s. Other examples of Madeira’s environmental commitment include the Rocha do Navio and Desertas Islands nature reserves. The former, which can only

Food Culture

A monk seal in one of Madeira’s reserves. Source: www.madeira-web.com

The fact that the name of a shipping registry that appears on the stern of a vessel can also be associated with conservation efforts is clearly highlighted in Madeira’s case. What is more, this dual association can serve as a reminder of how the appropriate regulatory bodies within shipping are constantly reviewing ways of protecting the environment.

Sources: www.guidetoshippingregistries.com, www.hellenicshippingnews.com www.madeira-web.com

Chicken Tikka Masala

There can be no doubt that chicken tikka masala has become a firm favourite of British cuisine, but there is considerable debate on the origins of this iconic dish. Some claim that its origins date back 50 years to a Punjabi innovation, while others state that the dish emerged some three decades earlier in the same region. Conversely, there are those who favour the story of a chef, Ali Ahmed Aslam, who satisfied a Glaswegian customer’s desire to have his chicken curry moistened by a creamy tomato soup in the early 1970s.

All these claims can be backed up, so it is unlikely that the ‘dispute’ will ever be fully resolved. Perhaps the best way to give credit to those responsible for creating what we know as chicken tikka masala is to hail the Indian chefs who provided the foundations of the dish, and to praise the British chefs who have built on those foundations to come up with a dish that appeals to a wider range of palates, especially to those that require gravy on a hot meal.

The base of the dish is chicken tikka, pieces of boneless, skinless chicken that have been marinated for 48 hours. These are key to a successful chicken tikka masala as they have to be kept moist and tender during preparation. A mix of yoghurt and spices added before cooking improves the chances of this being achieved.

While chicken thighs are preferred for the dish, there is leeway

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be accessed by pathway or cable car, was created in 1997 to protect a coastal area from illegal fishing practices in which explosives were used. The latter, situated in an uninhabited area, requires visitors to request permission for entry to see monk seals in one of their last remaining refuges and endangered sea lions swimming in crystal clear waters.

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for the chef to use other parts. There is also a long list of possible ingredients that allows chefs to come up with their signature chicken tikka masala. The list includes red peppers, ginger, turmeric, salt, lemon juice, onions, cayenne pepper, cumin, chilli, coriander, butter, canola oil, mango chutney, tomato puree and double cream.

Such a list gives chefs free reign to make their dish as spicy as they wish before it is served with warm basmati Courtesy of: www.tastesbetterfromscratch.com rice and fresh naan bread.

Chicken tikka masala is now one of the world’s best known dishes, but it is probably much more than that. Described as a ‘gateway’ to Indian cuisine, it has allowed many people to delight in culinary experiences that they might otherwise never have had.

Sources: www.theculturetrip.com, www.sukhis.com, www.damndelicious.net, www.bbcgoodfood.com

Culture Corner

The Vikings The Viking era lasted from the ninth century to the middle of the eleventh century, when an English army successfully repelled the Vikings and Harald Hadrada was killed at the Battle of Stamford Bridge in 1066. One of the first Viking rulers was Erik Bloodaxe, who had that name bestowed upon him for his raids on foreign shores. These raids, during which defenceless monks were often slaughtered and religious treasures plundered in times when brutality was frequently the order of the day, are perhaps what the word ‘Viking’ conjures up nowadays. However, not all Viking voyages resulted in mass bloodshed as the Vikings traded and settled in other countries whenever they could.

Draken Harald Hårfagre at sea. Source: www.seahistory.org

The effectiveness of Viking expeditions is generally attributed to an in-depth knowledge of the sea and how to construct seaworthy vessels. This knowledge was gained as a result of the ‘Vikings’ reliance on boats to move about in their own country, which allowed them to recognize weather patterns and develop navigational skills without the use of such instruments as astrolabes. As for their famous longboat, construction began when Viking shipbuilders made the hull by splitting logs with axes and wedges along the centreline.

The resulting planks were then cut to shape before being waterproofed with tar.

In the ninth century, the Vikings began to use sails that were attached to a crossbeam on the mast, which could be taken down. The mast was supported by hemp ropes and the crossbeam could pivot so that full use of the wind could be made, irrespective of the course the vessel was on. Propulsion by wind power was supplemented by experienced rowers who could enhance speed and manoeuvrability due to the light construction of the longboat. Additionally, the boat’s shallow draft allowed the Vikings to navigate inland waterways and reach the shore with ease. The boat could also be carried onto the sand after the movable pine fittings had been taken out. All these factors facilitated the Vikings’ first ventures abroad to Iceland, the Faroes, Iceland, Greenland, Scotland and England and continued to serve them well later on as they ventured further into Europe.

Although the Viking era ended almost a thousand years ago, its importance to Nordic cultural heritage remains undiminished.

Numerous museums house Viking ships like Gokstad, the

Klåstad ship and the thirty-metre-long Myklebust ship.

Moreover, visitors to the Viking Planet in Oslo can immerse themselves in a virtual technology experience of the Vikings’ world in a 270o cinema. In locations throughout Norway other features of Viking life such as working farms, urban settlements and Viking Age halls give those interested in the Vikings an opportunity to learn about old trades and crafts, including forging tools and weapons. There is also a chance to dress in Viking clothes and take a sea voyage in an aptly named ‘Be a Viking for a Day’ experience.

The largest Viking vessel that affords a glimpse of a maritime experience of 1000 years ago is Draken Harald Hårfagre, which was launched in 2012. This 115-foot (35m) long ship is not a replica of any known vessel, but the construction was based on archaeological finds and Norwegian boatbuilding traditions. At just over 26 feet (8m) in width, the impressive ship with a top speed of 14 knots has an oak hull, a Douglas fir mast, 2600 square feet (242m2) of silk sail and tar-proofed hemp rigging.

As regards Viking festivals, the longest one lasts five days at Fjord Norway. A shorter one called Up Helly Aa, which is rare in that it celebrates a particular country’s culture abroad, is held for a day in Lerwick, Scotland every January. This festival that involves marches and visitations culminates in a procession through the streets which are lit up by flaming torches held by a Jarl squad clad in Viking attire. The procession terminates at a burning site where a full-size galley is set alight. Up Helly Aa in its current form is around 140 years old and now attracts some 5000 spectators. It is regarded as the social highlight of the year on the Scottish isle, where Viking roots have been confirmed by DNA analysis.

Jarl squad leading procession to the burning site at Up Helly Aa. Source: www.uphellyaa.org

As there is such a wide variety of activities relating to the Vikings, it can be concluded that Norwegians are proud of their heritage, and justifiably so. What is more, celebration of the Viking culture has spread further afield and has been featured in modern cinema, TV series and gaming. All this lends credence to the claim that the success of the Vikings, which can primarily be put down to their seamanship and boatbuilding skills, is of great historical significance.

Sources: www.visitnorway.com, www.bbc.com, www.uphellyaa.org, www.shetland.org, www.drakenhh.com

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Bodies of Water The North Sea is the name of the body of water that is found between the British Isles and North-Western Europe.

It begins where the English Channel ends and extends northwards, covering an area of about 220,000 square miles (570,000 km2). The eight countries of France, Belgium, the Netherlands, Germany, Denmark, Norway, Sweden and the UK border the Sea, most of which is shallower than 300ft (90m). Only in the Norwegian Trench do the waters reach over 1000ft (300m) in depth.

Several geological processes have had an impact in the formation of the North Sea during which ice sheets advancing and retreating deposited thick layers of clay on the sea floor. The last retreat occurred around 8000 years ago and shortly afterwards the sea level rose, causing the waters to cover the land joining Britain and France, thereby linking the English Channel to the North Sea. Today, the North Sea winters are characterised by storms with gale force winds. In general, currents move north off the British coast up towards the Norwegian Sea. These currents create shifting banks that can make navigation more difficult.

Trade and transportation have long been a feature of the North Sea. Nowadays, it is one of the busiest shipping areas in the world as it provides transit to the Baltic and access to large ports like Rotterdam, Hamburg and Antwerp as well as other important ports such as London, Dunkirk, Bremerhaven and Wilhelmshaven. The body of water has also been deemed historically significant with regard to conquests, most notably those of the Vikings.

Port of Rotterdam. Source: www.portofrotterdam.com

The North Sea’s economic importance primarily concerns the fishing and energy industries. As there is a lot of mixing waters in shallow basins, there are plenty of nutrients for small marine organisms that are the base of the food chain for about 230 species of fish. Commercially speaking, cod, haddock and herring top the list. Additionally, plaice, sole, Norway pout, sand eel, mackerel and sprat either find their way onto the dinner table or are used to make fish meal. The

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North Sea major fishing countries are Norway, Denmark, the UK and Netherlands, which made North Sea fishing a potential stumbling block in the recent Brexit negotiations. Fish are also a vital food source for both colonies of seabirds and marine mammals like the common dolphin, harbour porpoise and grey seal that call the North Sea home.

North Sea oil, which is a high quality crude with a low sulphur content, was first extracted in 1971, when Norway’s first oil field was established. Four years later, the UK fields began production.

Unsurprisingly, some of the older fields are now entering their natural decline phase, but new oil and gas exploration in the region is attracting attention.

Energy sources of the sustainable type include offshore wind farms.

As human activities have had an impact on the North Sea, several agencies have engaged in environmental monitoring and research in order to reduce ecological damage. The 1992 Convention for the Protection of the Marine Environment of the North-East Atlantic (COSPAR), which came into force in 1998, has had a positive effect in the region as there has been a decrease in some pollutants. Similarly, the International Council for the Exploration of the Sea (ICES) has gained vital knowledge of coastal environments that has led to better control of pollution issues. Last but not least, the whole North Sea area has been declared a special area under the MARPOL Convention.

Grey Seal, a North Sea inhabitant. Courtesy of: Steenbergs. Source: www.wikipedia.org

The North Sea continues to be of great interest to shipping companies, the energy sector, the tourist industry and conservationists. Despite the pressures that the region has had to endure, the stakeholders have managed to limit the potential damage from human activity through awareness and concerted efforts to monitor the region thoroughly.

Sources: www.britannica.com, www.msp-platform.eu, www.energyvoice.com

1. Make the names of two countries using all the letters in the following sentence: WE MADE A SIN BIN.

visit Cape Town but not Durban. By the same token, which fruit does he prefer: pomegranates or canteloupes?

2. The letters in the chemical symbols for niobium, rhenium, sulphur and tantalum can be rearranged to form the name of a sea.

What is the name of the sea?

6. Which six-letter word can be placed after the words to the left and before the words to the right?

CLEAN DRINK ....................... CRISIS DARK HEAT LOSS

3. I can fly, but I have no wings. I can be called hard, free and many other things. If you lose track of me, you’re sure to be late because just like ‘tide’, for no one do I wait. What am I?

Test your Brain

7. In 4 steps change the word COLD to HEAT by changing one letter at a time to form intermediate words.

4. Which three-letter word can be used to complete the following words? _ _ _ CH, S _ _ _ TER, T _ _ _ CHED and C _ _ _ TER.

...................................................

5. At university, Mike preferred molecular biology to physical chemistry.

Nowadays, he likes Maseratis and Lamborghinis more than he does Ferraris, and he’d rather buy shares than commodities. In future, he wants to

8. What is the next number in the following sequence: 9, 18, 36, 63, 99, 144, ?

Answers at the foot of the page

Quiz

1. A vessel sails due East from Halifax, Nova Scotia. In which country will landfall be made first?

A. Spain B. Portugal C. France D. England 2. In which Italian shipyard was the SS Andrea Doria built?

A. Naples B. Genoa C. Palermo D. Messina 3. In which year was the Standards of Training Certificate and Watchkeeping Convention (STCW) first implemented?

A.1969 B. 1978 C. 1987 D. 1998 4. Which is the 3rd largest of the Great Lakes by area?

A. Superior B. Eerie C. Michigan D. Huron 5. Which UK port is highest on the list of European ports that handle container traffic?

A. Southampton B. Immingham C. London D. Felixstowe

6. In which country did the Graf Spee seek refuge to make repairs before being scuttled in 1939?

A. Brazil B. Argentina C. Peru D. Uruguay 7. What is the average pH of our oceans?

A. 6.8 B. 7.0 C. 7.6 D. 8.1 8. In which sea is the world’s largest anoxic basin?

A. Black Sea B. Dead Sea C. Red Sea D. Caspian Sea 9. In 1801, there was an attempt to establish convict punishment centre where an Australian port city now stands. What is the name of this port city?

A. Sydney B. Melbourne C. Newcastle D. Darwin 10. Which of the following factors is most likely to improve communication?

A. good relationships B. hierarchical structures C. constructive criticism D. consummate professionalism 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. Place where M/V Irina is registered (7)

D

I

I

Answers

3. Rigorous inspection required before loading this cargo (5)

I

4. This is NOT attached to a psychological problem (6)

6. Major fishing country of the North Sea (7) Hint: A fundamental attitude

G

F

V

E

R

TEST YOUR BRAIN answers: 1. Sweden, Namibia 2. Barents (Sea) 3. Time 4. HAT 5. Canteloupes (his preferences contain the names of creatures) eg. MOLEcular biology, MaseRATis, sHAREs etc.

6.Energy 7. HOLD, HELD, HEAD, HEAT 8. 198 QUIZ answers: 1.C 2.B 3.B 4.C 5.D 6.D 7.D 8.A 9.C 10.A KEYWORD answers: 1. Madeira 2. Vikings 3. Grain 4. Stigma 5. Defective 6. Denmark Keyword: CARING GUESS WHO: Our eager engineers are George Margioras (Super/nt eng.) and Yiannis Romanidis (Marine manager).

2. People associated with the longboat (7)

5. If PPE is this, it is unsafe (9)

Keyword

Issue 75-March 2021

23

Historic Vessels P

rior to being renamed Golden Hind in 1578, Pelican was launched in Plymouth in the previous year. The Golden Hind was named in honour of Sir Christopher Hatton, whose crest was a gold hind. Sir Christopher was a major sponsor of Sir Francis Drake’s circumnavigation of the globe from December 1577 and 1580. Among the other sponsors was Queen Elizabeth I, who allegedly had a hand in an event during the voyage that became the vessel’s greatest claim to fame.

porcelain valued at well over ₤500m, making it the largest capture of treasure to that date. It took six days for the six tons of valuables to be transferred onto Drake’s ship.

The Golden Hind reached Plymouth in September 1580 to the great delight of a large crowd and the greater delight of the investors who would receive a tremendous return on their outlay.

The following year Drake received his Golden Hind knighthood aboard the ship from the displayed at Deptford on the River Thames, 1581 French ambassador and not Queen Source: en.wikipedia.org Elizabeth I (who was in attendance) as The Golden Hind was around 120 tons, 102 ft (31m) in length and had a beam of 20ft (6.1m). She was she did not want to be seen to endorse the theft of Spanish treasure. both fast and manoeuvrable with a top speed of 8 knots (15km/h) The Golden Hind remained in Deptford as a public exhibit until she thanks to her sails that had a combined area of 386 square metres. began to rot. In 1668, she was broken up with the best timber used With her 22 guns, the galleon could aptly be described as a typical to make a chair for the Bodleian Library at Oxford University, where 16th century warship. As such, the Golden Hind had the capability it stands today. As regards the documentation of the voyage, it was to do much more than sail around South America to explore the destroyed in a fire before it could be published, which has been put lands beyond, which was cited as her primary goal. Indeed, Drake forward as a possible reason for the capture of treasure taking was actually a privateer who had the unofficial support from precedence over any discoveries made by Francis Drake. the monarch to wreak havoc on Spanish vessels whenever the There have been several replicas made, but the only one that opportunity arose. was seaworthy is the one that remains. After making a number of That opportunity was realised off the coast of Ecuador in March tours, she was permanently berthed in Southwark, London, where 1578. Three months after leaving Britain, Drake took possession she is open to the public and plays host to a number of educational of the Spanish vessel, Nuestra Senora de la Concepción. It was a programmes. www.goldenhind.co.uk, en.wikipedia.org, www.pirateshipvallarta.com, prize catch as the quarry was laden with silver, gold, jewellery and Sources: www.atlasobscura.com

B

uilt by the Scottish-Norwegian shipwright, Colin Archer, at Larvik in Norway, Fram was a purpose-built schooner for polar expeditions. Her length of 127ft 8in (38.9m), beam of 34ft (10.4m) and draft of 15ft (4.6m) bear testament to her being atypical of a schooner in both width and shallowness.

These specifications were selected so that there would be greater resistance to the powerful forces of sea ice. What is more, it was intended that when the ice trapped Fram, it would push her up, allowing her to be moved on the floating ice.

Pole, but were forced to turn back. At some point they met up with the JacksonHalnsworth expedition. Fram and Nansen returned to Norway independently.

The second expedition was led by Otto Svedrup, Fram’s new owner. Prior to leaving for the Canadian Arctic islands in 1898 with a complement of 17, Fram underwent several modifications. These included an increased freeboard, a new upper deck, a spacious galley, improved Fram living quarters and a workshop/laboratory. in Antarctica during Roald Amundsen's expedition The scientific expedition lasted around Courtesy of: Steve Nicklas four years, during which time 260,000 The materials used for Fram’s construction included oak, pitch pine, square kilometres of the Arctic were charted and samples of flora, Norwegian pine and the very dense greenheart wood. The pieces fauna and rocks were retrieved. were laid double for increased strength with the space in between The third and final expedition (1910-1912) was to the Antarctic. It filled with a mixture of pitch, tar and sawdust. Two layers of oak was Roald Amundsen’s South Pole expedition during which Fram, inside a sheathing of greenheart formed the greatest protection now powered by a diesel engine, took him and his fellow explorers against the ice threat. As regards the living quarters, they were built to 78o41’ S. After returning from the expedition, Fram was left of pitch pine covered with a layer of tarred felt and three layers of unmaintained until the late 1920s. Her worsening condition sparked panelling with insulation in between. Both the rudder and propeller Lars Christensen, Otto Svedrup and Oscar Wisting to initiate could be hoisted away from the ice. Powered by a 220hp steam preservation efforts. engine, Fram could achieve a speed of 7 knots (13km/h). There was These succeeded and today she stands preserved in the Fram also a windmill that ran a generator which provided lighting.

Museum in Oslo. The fact that Fram survived bears testament to the Fram undertook three significant expeditions. The first, which began skills of the designer, shipwrights and those who safely navigated in 1893, was led by Fridtjof Nansen. The goals of this expedition the iconic vessel in dangerous uncharted waters. Like the Golden were to sail further north than ever before, and reach the North Pole Hind, Fram fully deserves a prominent place in maritime history. by using the floating on ice idea. The first goal was achieved, but Sources: www.frammuseum.no, en.wikipedia.org Fram got trapped by ice at 85o57’N, where she remained for three years. Nansen and Hjalmel Johansen set off on skis for the North