Editorial
Dear seafarers,
There is a wide variety of topics in this issue, but I would like to focus on the necessity to change attitudes which was put forward in the Safety First section. The shift in question relates to the adoption of a learning mindset, which involves examining current thoughts, actions and behaviours and replacing them with more beneficial ones, as opposed to maintaining a rigid adherence to a fixed mindset. In seafaring terms, the shift primarily refers to seafarers having to change their view with regard to hazards on board so that they can return home safe and sound. More specifically, instead of accepting that such hazards will inevitably lead to severe accidents or losses, there should be a new perspective adopted which not only allows for the recognition of onboard dangers, but also incorporates the notion of failing safely by following basic seamanship, rules/regulations and a user friendly SMS.
The example of an exploding engine is a case in point as it was caused by improper maintenance procedures. Had these procedures been followed any engine failure would have been minor in comparison. In the Marine Operations section, the dangers of external hazards in terms of inclement weather are highlighted. In this case, the importance of heeding the lessons learnt to modify behaviour in heavy seas and making full use of technological aids is brought to the fore. The need to adopt a learning mindset is also inferred in the Technical submission and the article about the effectiveness of utilizing a self-help method of coping with emotional distress by Chara Markazinou.
Although these contributions clearly identify a need to adopt a learning mindset, there are times when specific elements of a fixed mindset require no modification. For instance, the section on the 25-year Company service milestone reached by five shore employees in Greece points out how a solid work ethic, trust and loyalty are fundamental to those who are considered highly prized team players and productive members of society. Likewise, in Culture Corner, the Maori mindset, in which protecting the environment is firmly embedded and was an integral part of their culture long before eco-warriors surfaced, is one that has stood the test of time. In addition, the onboard promotions section is a reminder of how our Seafarers,who are key workers on the front line, hold admirable values and are worthy of wider recognition.
I would like to thank the new contributors, Panagiotis Bartzis and Andreas Chandris. The article submitted by the former on the vaccination of the Alliance crew in the USA is particularly revealing, especially in the face of recent criticism aimed at developed nations not making the vaccine available to foreign nationals. The event covered in the article provides evidence of changing attitudes and is praiseworthy from a moral point of view.
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
Company News
Additions to Fleet
The Company is pleased to announce two new additions to the fleet. The first of these, M/V DANAE, was delivered in Manila Bay on 10th May 2021. The second, M/V STEFANOS, was delivered in Amsterdam just four days later, on 14th May.
The vessels, Kamsarmax bulk carriers, were built at Hudong - Zhonghua shipyard in China in 2017. They are both registered in Madeira, Portugal. We would like to wish safe seas and good fortune to Captains Adreiev and Hassan, their officers and crew aboard M/V DANAE and M/V STEFANOS respectively.
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
Captain Vladimir Stryzhov
It is with great regret and sorrow that we inform you of the demise of our Captain Vladimir Stryzhov, head of the Cenmar Ukraine office, who passed away in April, following a sudden and unexpected deterioration in his health.
Cenmar Ukraine and the Athens office would like to express their deepest condolences to his family for the loss of a beloved husband and father.
Captain Vladimir worked for the Company for 21 years. He completed 18 seagoing contracts and another five years of service in the Ukraine office. He joined the Company as Chief Officer on M/T Sereno 2 in 2000. After rejoining on a second contract, he was promoted to Master on M/T Kapsali in June 2002. He served as Master with a passion for his profession and respect for his colleagues until the end of his seafaring career in 2015. During this time, Captain Vladimir coached numerous officers who subsequently ascended the ranks.
Captain Vladimir joined the Cenmar Ukraine office as training officer in 2016. In the following April, he became head of the Cenmar Odessa office. The Company was fortunate to have had a dedicated Master and colleague who could be relied upon. Captain Vladimir Stryzhov’s ability to remain calm and collected in demanding situations was an invaluable asset as was his resilience, which set an example for both our Seamen and his colleagues ashore. He was a man of impartial judgement and a leader in his field.
Captain Vladimir will be sorely missed, but certainly not forgotten. For years to come, his professionalism, his hard work and his ethics will remain a source of inspiration and motivation for all those who had the opportunity to meet him in person.
Yannis K. Prokopiou Crew Dept.
Onboard Promotions
Eight of the Company’s Seafarers were promoted in the first quarter of 2021. The list of those who gained a promotion together with their vessels and promotion details in chronological/alphabetical order appears in the table below.
01.02.21
GALOLO Christian
Reynaldo
Bengson
Shankar
Rannie
Aryan
Joe Frank
Joedin
All the Seafarers on the list are to be congratulated on their progress and promotions. They have shown great resilience in the most trying of times and, like all of our Seafarers, have displayed the kind of spirit that makes seamen across the globe a very special breed.
Unfortunately, there are few outside the shipping industry who know how special or important seafarers are in the context of world trade. Indeed, their situation could be described as follows: “You don’t notice they are here, but if they weren’t, you would definitely wish they were”. In other words, seafarers are often unjustifiably taken for granted and, therefore, remain largely unappreciated by the general public.
Hopefully, the IMO’s initiative to raise the profile of seafarers will succeed in getting them the recognition they fully deserve. Until then and beyond, the Company, as it has always done, will continue to express the genuine appreciation it has for our Seafarers, who are fully committed to performing to the best of their ability day in day out.
Technical
Best Practices & Design Improvement Items – Part II
Following “Best Practices & Design Improvement Items – Part I”, published in the previous issue of Wavelength, the following additional measures have been adopted on board Company vessels with the aim of enhancing Ship and Crew safety and security:
• Fire Prevention • Protection against flooding
• Safety for Crew • Security
Fire Prevention
Fires and explosions are the third largest cause of accidents, after collision and grounding. Fires on board ships are a complex problem and there are many potential consequences of a fire breaking out, including extensive damage, a collapse of infrastructure, explosions, loss of life, or even a total loss. In most cases, a fire starts as a small smouldering fire and then, after an incipient phase, it starts to spread very quickly. The spread of a fire is heavily dependent on ventilation and available fuel.
Many studies and fire investigations have concluded that a quick response to a fire is the most important safety precaution. Hence, the implementation of fire safety systems based on Maritime Rules and Industry Standards on board Company vessels is crucial for preventing and overcoming the fire hazard.
a. Fire detectors in public spaces and cabins
Industry Standards require vessels to have an automatic system of fire detection in the accommodation, wheelhouse, Cargo Control Room (CCR), laundry, drying room, fire control station, pantry and galley areas. Furthermore, a fire detection system covering all cabins in addition to public rooms is strongly preferred.
To further enhance fire safety, some vessels of the fleet are also equipped with fire detectors installed inside the accommodation cabins and the same will be applied in the Company’s newbuilding projects.
b. CO2 Fire extinguishing system i.w.o mast riser
This system is not required by the Rules or SOLAS. However, its ability to deal with a fire on deck renders this modification a best practice to be applied.
The gas mast riser is protected by a local CO2 system which is located in a suitable space (i.e cargo gear station, fire station on upper deck etc), while the system is manually operated from the CO2 cylinder location.
Furthermore, for safety reasons an additional control valve arrangement has been applied, allowing the remote control of the mast riser isolation valve from the Cargo Control Room.
The same has been adopted as a standard design improvement item by the Company and has already been installed in several fleet vessels.
Figure 1: Fire detector in cabin
Figure 2: Fire Detector in paint store, Deck House (BWTS) and Laundry
Figure 3: CO2 Fire extinguishing system for mast riser
Figure 4: Remotely controlled mast riser isolation valve (from CCR)
By Natassa Sakellariou and Christina Toki
c. Fire Prevention in Engine Room
Oil leakage hitting hot spots on engines is the most common cause of engine room fires on board ships. According to DNV casualty statistics, more than 60% of all engine room fires have been initiated by a hot spot.
In order to eliminate the risk of fire in machinery spaces originating from flammable oil leaks coming into contact with hot surfaces, machinery parts are properly insulated.
• Insulation and anti-splashing tapes
Insulation of engine room high surface temperature parts is a critical factor in avoiding the danger of fire ignition. Hot surfaces in the Engine Room include all surfaces that can develop a temperature over 220oC
Suitable insulation materials are provided for covering hot surfaces on board and must be replaced when deteriorated or soaked by oil.
Installation of anti-splashing tapes in flammable oil pressure pipes (in high and low-pressure oil systems) is also very important as it ensures that no oil spray or dripping from possible leaks hits any potentially hot surfaces, either by direct spray or by deflection.
A sufficient quantity of insulation material and antisplashing tapes must be always available on board for the immediate replacement of materials and tapes when deemed necessary.
• Regular maintenance and testing of firefighting equipment (CO2 or High Expansion Foam System, Emergency fire pump, Fire & G.S. pumps, E/R local firefighting system, portable firefighting equipment) shall be carried out.
• E/R Local Fire Fighting System: a suction line is provided from both F.W. Tanks for redundancy purposes.
• There shall be regular testing of the remote operation of quick closing valves and fire dampers.
• M/E F.O. supply & circulating pumps and F.O. transfer pumps with magnetic couplings
Approximately 20 years ago, magnetic couplings were introduced as a reliable solution for the elimination of oil leakages of fuel-related pumps inside the Engine Room. For pumps equipped with magnetic couplings, power is transmitted from the motor to the pump’s rotor set via permanent magnets. Instead of the traditional seal and coupling, the rotor shaft is equipped with permanent magnets. The rotor shaft is then sealed inside a non-magnetic can, through which no oil can leak. On the outer atmospheric side of the can, an outer rotor with permanent magnets is coupled to the driver. Based on this arrangement, there are no sliding contact seals and hence, no way for oil to escape, contributing significantly to fire or ignition control in the Engine Room.
Figure 5: Insulation and anti-splashing tapes in various locations
Figure 6: CO2 system for E/R and P/R
Figure 7: High expansion foam system for E/R and P/R.
Figure 8: E/R Local Fire Fighting system unit and sensors
Figure 9: Quick closing valves remote control station and valves
Figure 10: Concept of the magnetic coupling
Several fleet vessels are fitted with magnetic coupling pumps while in new building projects, this is a standard specification for M/E Fuel Oil supply and circulating pumps, and F.O transfer pumps.
Protection against flooding
Flooding accidents in the vessel’s machinery spaces attributed to pipe leakages, defective equipment or human error are still very common and their timely identification is crucial in order to protect the vessel’s integrity and stability.
a. Bilge high level alarms
• Bilge levels must be continuously monitored and verified not only in the Engine Room but also in various other locations as per Industry Standards. The additional spaces monitored for high bilge levels include the Pump Room, Steering Gear Room, Emergency Fire Pump Room and Bosun Store.
• Proper operation of the Bilge level switches must be guaranteed and ensured through regular testing on a weekly basis.
b. Proper maintenance & inspection of relevant equipment
All equipment related to sea water suction and discharge (piping, valves, pumps, sea chests etc.) must be properly monitored, maintained and replaced when necessary, especially during the vessel’s drydocking/repair period. For this reason, the following practices have been adopted and are strongly recommended:
• New overboard valves or replacement overboard valves must always be of the correct specification and material. The material shall be cast steel and the pressure rating shall be as per specification. The valves must also be accompanied by a Class certificate in line with the vessel’s Classification Society.
• Polyethylene lined sea water pipes must be inspected during the vessel’s drydocking period to ensure that the lining condition is intact, as even a small defect can lead to lining deterioration and accelerated corrosion of the pipe.
• An ultrasonic thickness measurement is recommended during the drydocking/repair period, especially on the overboard and suction pipes, as well as on the sea chest’s boundary areas.
• The E/R emergency bilge suction valve and all other bilge suction valves shall be thoroughly inspected and
maintenance must be scheduled to ensure their proper operation.
• Bilge, Fire and General service pumps must be overhauled at frequent intervals, including parts replacement and balancing during the vessel’s repair periods.
• Spare overboard storm valves shall be also kept onboard for immediate action, if required.
c. Remote operation of the Pump Room direct bilge suction valve
In order to minimize the impact of human error during the vessel’s operation, the remote operation of the Pump Room direct bilge suction valve has been integrated on several vessels of the fleet. The remote operation safeguards the integrity of the Pump Room against flooding in case the bilge suction valves have been left closed by mistake. In this case, the valves will be operated from the remote position, which in most cases is on the Pump Room entrance on the Upper Deck.
Safety for Crew
In all vessels it is possible for the crew to be exposed to toxic vapours and gases such as hydrocarbons and H2S, which can cause various health problems and even death if concentrations are high. The only reliable method of determining vapour concentration is by testing with proper instruments.
In this aspect, apart from a P/R Gas Detection System, the Company has applied some onboard design improvements, including a gas detection system in the Accommodation A/C inlets and in the Accommodation entrance.
Figure 11: M/E Fuel Supply pump & Circulating pump
Figure 12: Bilge Alarm in Steering Gear Room
Figure 13: Emergency Bilge Suction valve
Figure 14: Remote operation of the Pump Room direct bilge suction valve in case of emergency (from Upper Deck).
Figure 15: Hydrocarbon, H2S & O2 sensors in pump room
In addition, a retrofit installation of leak free type P/V valves, which has already been performed in HSHI Suezmax tankers, ensures satisfactory leak tightness of pressure relief valves and maintenance of leakage-free operation.
Following confirmation of their reliable operation, the leak free type P/V valves will also be retrofitted on additional tankers of the fleet during their upcoming drydocking/repair period.
Security
Maritime Security threats often appear and can lead to very high risks which can affect the crew and operation of the ship. Ship Security management and the implementation of procedures / measures are crucial to mitigate against maritime security threats and avoid security breaches.
The Company has adopted some best practices such as the installation of a VSS (Vessel Security System), the fitting of additional steel doors and a Citadel in newbuildings in order to strengthen and improve the integrity of vessel security.
a. VSS
The Vessel Security System is an innovative security system
It consists of the main alarm panel and the inductive proximity switches (sensors), which provide the necessary information for the main control unit concerning the position of the doors.
b. Steel doors
Secondary doors are fitted to outside or inside access points to the accommodation block and the engine room. These obstruct intruders with a barrier that cannot easily be penetrated. Doors present a smooth surface without handles or locks and the crew is able to secure them from the inside, thereby gaining time to retreat to a safe muster point and secure the doors.
c. Citadel
With the increasing incidence of piracy attacks, there has been a corresponding increase in defensive measures applied by vessels. One of the measures is the retreat to a ‘Citadel’. A Citadel is designed and constructed in order to provide effective protection against determined intrusion.
In the Company’s Newbuilding tankers, the steering gear room will be used as a citadel with the following provisions:
• 1 Steel door from the steering gear room to the engine room
• 1 Steel door in the steering gear room entrance from the upper deck
• 1 Hinged Hatch on the upper deck with an anti-pirate lock device
• 1 Manual Damper below the ventilators handled by chain
• 2 redundancy natural ventilations outside the E/C wall
Apart from basic survival items, a portable toilet and proper ventilation, a Citadel must have an independent means of communication with the vessel operator's Security Officer.
In this aspect, Newbuilding vessels will be fitted with the following communications systems:
• 1 set of Iridium telephones with a concealed antenna in the W/H top
• 1 UPS for the Iridium telephone
• 1 VHF Radio Telephone, a transceiver control unit and a handset
• 1 remote Inmarsat FB500 telephone
It should also be noted that existing vessels are equipped with a voice telephone connected with Inmarsat in the steering gear room as a means of communication with the vessel operator's Security Officer.
Figure 16: Gas detection system in Accommodation A/C inlet and Accommodation entrance
Figure 17: Leak free P/V valves
Figure 18: VSS Main Alarm Panel and sensor
which helps to avoid any unknown security breach.
Figure 19: Steel doors
Marine Operations
Heavy Weather Navigation
By Andreas Chandris
Climate change and its consequences such as frequent and severe storms in all oceans, rogue waves, heavy rainfall leading to stronger river currents and ocean currents are some of the adversities that modern seagoing personnel have to endure.
Heavy weather encounters can cause damage ranging from minor deformations of deck fittings to cargo holds flooding and, in extreme cases, the sinking of a ship. As such, weather can kill the unprepared, the unaware and the complacent. This has been documented in numerous cases of severe injuries and the deaths of seamen that tried to access the forward part of the ship during bad weather.
Bridge team members must be proactive and take full advantage of the available technology in passage planning in order to avoid heavy weather encounters and the associated risks. Modern technologies, including improved communication and internet access, weather forecasts, weather routing services, weather faxes, Navtex and Navtor’s Navstation
weather overlay are essential tools to aid the navigator. The responsibility of monitoring weather forecasts must be shared by all bridge team members. Passage planning may require timely adjustments according to the updated weather reports to avoid bad weather and, therefore, avoid subjecting the crew to additional risks and the ship to additional stresses.
Even with the best passage planning, heavy weather encounters, as in the case of rogue waves, may be unavoidable. So, the ship must be prepared before sailing the high seas by closing watertight doors, securing all loose gear and mooring ropes, verifying proper lashings, and before placing extra lashing on anchor cables etc.
Ship personnel must be fully aware of the procedures in the Safety Management System pertaining to heavy weather navigation, securing the ship for sea and access to the decks during heavy weather.
Please be alert and proactive, work in a team and do not force the seas!
Or as we say: “Be Aware, Take Care, Everytime, Everywhere” Wishing you fair winds and following seas!!!
Ballast tank dome: Cover securing arrangement deformed Pilot ladder winch: Deformed drum
Weather forecasts received through NAVBOX and overlayed in Navstation
Damaged air vent of ballast tank
Lifeboat sprinkler lines bent
Grating platforms of hose handling crane washed out Liferaft washed out by waves
Manning and Training Alliance Crew Vaccination
By Panagiotis Bartzis
After living in the new reality called Covid for 18 months, we have learned to cope with restrictions. During this period, fear has often been the predominant feeling worldwide as to what would come next. In the maritime industry, we controlled the situation partially with measures such as wearing P.P.E., social distancing and quarantines. However, the measure that will finally liberate us and allow us to forego all restrictions is vaccination, as it will help us build up an immunity against the virus.
The Company recognizes seafarers as essential workers that keep our economy strong but at the same time, it acknowledges how vulnerable they can be as front liners. As such, the Company is fully committed to safeguarding the health of our Seafarers.
In line with this commitment, M/V ALLIANCE was the first vessel in the fleet to have the crew fully vaccinated with
Johnson & Johnson’s Janssen COVID-19 Vaccine on 29th and 30th May in Astoria, Oregon, USA. The crew were divided into four groups and, over a period of two days, were brought ashore to an accredited vaccination center. Prior to the vaccination, the whole crew completed questionnaires that were screened by medical personnel ashore and our Company’s designated doctor. A few days after the vaccination, the Master reported that a few crew members had experienced mild side effects that lasted for about 24 hours, which is a completely normal and anticipated reaction of our immune system.
Until now, this service has only been available to seafarers in the USA, but more maritime centers and major ports are expected to start vaccinating the crews of vessels calling at their ports soon.
We will endeavour to continue having our crews vaccinated when the circumstances allow it. We will also ensure that it will be done in the safest possible manner by taking into consideration the vessels’ current operations and the anticipated side effects after the vaccination.
AB Warren Jay being vaccinated ETO Jesus Cabanig being vaccinated
Crew receiving vaccines at a local drug store
M/V Alliance crew with their vaccination certificates
Shore Personnel Milestones
June 2021 marked the 25th anniversary of the move to our present office. This milestone is shared with five of our Head Office personnel, so we would like to take this opportunity to congratulate the shore employees in Greece who have also reached their 25th anniversary with the group, namely:
• Sofia Tsami, Legal Counsel and Head of Legal dept.
• Angeliki Ikonomidou, Legal dept.
• Michalis Verropoulos, Head of Accounts dept.
• Katerina Politou, Accounts dept.
• Vangelis Alexandropoulos, Spares Purchasing Officer
We would like to praise you for your work ethic, thank you for your loyalty, and say that we are proud to have you in our team!
Angeliki Ikonomidou and Sofia Tsami
Michalis Verropoulos
Katerina Politou
Vangelis Alexandropoulos
SAFETY FIRST!
MESSAGE from the DPA:
from the SQE Department
The ship should be the safest place in the world!
Dear seafarers,
The above title came to me as an inspiration and an aspiration at the same time. When I realized how much I liked this title, I did have contradictory feelings. I instantly regretted how it was a common realization for all of us that:
“The working environment of a ship can hide many hazards”, but
• what if we stop taking this for granted? It will be because all hazards are met with a timely response!
• what if we commit to “failing safely”? It will be because you can make the potential impact of these hazards insignificant!
• what if we switch our mindset to a “safety mode”? You will get home safely!
I do believe we can change a “fixed mindset” to a “learning mindset” and learn how to prevent accidents so that they rarely occur onboard, or are as minor as possible, until our Goal Zero is achieved!
As EMSA highlighted in their yearly accident analysis, which is shown in the graph:
“Between 2019 and 2020, the figures indicate a reduction in occurrences for almost all ship types, with the greatest reduction for cargo ships (15%)”
Our Company‘s results for the year 2020 show the same trend. There have been 11 incidents in a fleet of 32 vessels. So, we can say that 2 out of 3 fleet vessels remained accident free
Seven (7) of these accidents were, thankfully, of Severity 1-2. In addition, the number of Personnel Injuries decreased compared to the previous years’, and there was no serious injury
Let’s hope we are getting there! Keep it up and… Let’s make your ship the safest place in the world! I wish you safe voyages and a safe return home.
Elli Moretti
New Health & Safety Campaign Nr.02/2021 from Technical Dept:
Engine Room Fires & Hot Spots
A fire onboard may happen to any vessel and has to be managed not only successfully, but also quickly, in order to prevent greater damage or even the loss of vessel and crew, which could happen if the fire spreads. Fire on board is one of the most dangerous emergencies for a vessel. The above mentioned campaign stressed the increased danger of fire in machinery spaces originating from flammable oil leaks coming into contact with hot surfaces. Oil leakage hitting hot spots on engines is the most common cause of engine room fires on board ships. According to DNV casualty statistics, more than 60% of all engine room fires have been initiated by a hot spot.
Primary sources of ignition (hot spots) in the engine room include:
• Indicator Valves
• Cut-outs for pressure/temperature sensors
• Turbochargers, in particular flanges
• Exhaust pipes from each cylinder
• Exhaust piping after turbocharger
• Cylinder covers
• Transitions into exhaust manifolds
• Exhaust manifolds, in particular overlaps between steel and lagging
• Foundation and lifting lugs on exhaust ducts and manifolds
• Boilers and especially:
• Steam turbines
• Incinerators
• Purifiers
Elli Moretti
ZERO ACCIDENTS
LEARNING LESSONS (actual accident):
What caused Finlandia Seaways’ exploding engine?
When a catastrophic engine breakdown aboard a cargo vessel resulted in parts from inside the crankcase flying across the engine room, investigators discovered it started with the failure of a single component.
(Source: MAIB & Marine Professional)
The incident
The ro-ro cargo vessel Finlandia Seaways was 11nm off Lowestoft, England, on a routine passage from Zeebrugge, Belgium, to Rosyth, Scotland, when it suffered a main engine failure so severe it caused serious structural damage to the engine and ignited a fire in the engine room. The ship's third engineer, on duty in the engine room, suffered serious smokerelated lung, kidney and eye injuries. The third engineer had started his hourly inspection round of the engine and machinery spaces at 20:00 that evening. As he entered the purifier room, he heard loud metallic knocking sounds coming from inside the engine room. Looking into the engine room, he saw smoke rising from the main engine as the noise and vibration levels began to rapidly increase.
Flashpoint
Sensing danger, he ran back into the purifier room and crouched behind one of the purifiers. Almost immediately, there was a loud bang and a huge flash of flames. The ship blacked out. Within seconds the emergency generator cut in and the emergency lighting came on, but thick, acrid, black smoke now filled all the engine compartments, reducing the
Accident report conclusions
1. The fire was the consequence of a sudden major engine component failure, which led to the ejection of heavy engine parts from the crankcase and the release of hot oil vapours into the engine room.
2. The catastrophic engine failure was caused by a connecting rod small end that was found to have suffered a fatigue fracture.
3. The introduction of notches, probably caused during the bush removal process, introduced stress raisers into the small end, increased the likelihood of fatigue crack initiation, and therefore fatigue failure.
4. Poor overhaul practices probably caused the small end failure.
5. Recommended procedures for overhauling the connecting rod small ends had not been followed and the small ends had been damaged during the piston pin bush removal and fitting process.
third engineer's visibility to zero.
Realising his nearest escape route would take him past the engine at cylinder head level, he decided to use the secondary escape route at the aft end of the engine room. He took a deep breath and left the purifier room. Stepping into the cloak of dense black smoke, he ducked below the main engine exhaust gas trunking and ran aft past the two auxiliary generators.
Traumatic escape
The escape route led him to the first of three ladders, but he struggled to get beyond the ladder platform guardrail safety chains, falling back down the first ladder three times, losing his torch in the process. He eventually escaped through the funnel casing weather-tight door onto the upper vehicle deck, where he collapsed, gasping for breath, and struggling to see properly.
Within 20 minutes of the start of the incident, the crew had sealed the engine room, activated the carbon dioxide fixed firefighting system and extinguished the fire. The third engineer was taken by an HM Coastguard helicopter to hospital for medical care, where he made a successful recovery.
6. Seven of the 11 intact small ends removed from the engine were found to have notch damage on the mating surface with the bush, resulting from the use of a disc cutter to remove the bushes.
7. The conrods were not overhauled in accordance with written procedures, and maintenance was not properly recorded
8. There was a lack of appreciation of the potential consequences of the stress raisers introduced during the overhaul of the connecting rod small ends, and the damage was viewed as inconsequential when compared with the mass of metal that made up the small end.
9. The main engine connecting rods were class survey items, but the classification society, LR, was not informed of the damage caused to the small ends during the overhaul, or that the connecting rods had accumulated more running hours than recommended by the engine manufacturer.
TRUST: TEN Really Useful Safety Tips for Fire Hazards
Most fires on board break out in the engine room and they are caused by oil leakages, boiler incidents, electrical failures or accidents during hot work operations due to a lack of proper maintenance and poor watchkeeping. Cargo spaces and accommodation are also locations where a fire may start.
As soon as a fire is detected, several actions should be taken to ensure the safety of the personnel and vessel.
1. The general alarm should be sounded.
2. The bridge team should be informed.
3. The Engine Room should be advised.
4. Cargo & bunker operations (if any) should be shut down.
5. The crew should proceed to the muster stations and ensure everyone is accounted for.
6. The fire party should muster.
7. The fire should be isolated by closing ventilation system, skylights, doors and boundary cooling etc.
8. The crew should wear the appropriate PPE and use the proper fire extinguishing system for the type of fire in progress before entering the fire space.
9. Evacuate unnecessary personnel from the area.
10. Attend to any injured persons.
Nostalgia
Welcome to yet another installment of Nostalgia! There is no better way to learn about the Company’s history and envision its bright future than through photos which illustrate the progress made thus far, and attest to the success to come! After all a picture is worth a thousand words! I believe this edition is a very touching one, since we will look back at the vessel that has been in our fleet for most of the Company’s existence. So after taking a look at the delivery of the new built Mikela P. in the last installment of Nostalgia, we will now move on to the delivery of the most historic vessel that has ever been in our fleet. She is none other than the cherished M/T PANAGIA ARMATA. We will start off with her delivery back in the 90s and trace her history until her sale early this year. I hope you enjoy looking back at this vessel’s lifetime in our Company as much as I did when writing this edition of Nostalgia.
In the photo below, the PANAGIA ARMATA (aframax/LR2 tanker) built in 1998 at Daewoo Heavy Industries Ltd shipyard in Korea can be seen during her naming ceremony. It was the Company’s first newbuilding contract and rumor has it that our supervision team led by Yannis Pantos was so meticulous and efficient that the shipyard was forced to modify their quality standards after completion of this project. The Company contracted a further four top quality tankers at Daewoo (later named DSME), all of which were sold over the course of the years to first class owners; however, the first vessel spent the longest time with the Company – 23 years!
Some familiar faces can be spotted in this photo from the naming ceremony, including Technical Director Yannis Pantos (Site Manager at the time), Capt. Michail Michail (ship’s Master at the time), Supt. Engineer Manolis Tsainis (ship’s Second Engineer at the time) and Supt. Engineer Stratos Palaiologos. The story of our Company and our people will be forever linked with the PANAGIA ARMATA.
This photo, taken in June 2002 while the vessel was en route, gives the feeling we are almost travelling with her!
The PANAGIA ARMATA bunkering at Piraeus anchorage in February 2008
Pumpman George Poulos spent most of his sea service on board PANAGIA ARMATA, and proudly wears the t-shirt and cap bearing the vessel’s name.
Nostalgia
During the dry-docking of the vessel at SNC, Romania in September 2013, Yannis Vakkas, the Supt. Engineer at the time, is literally doing some high level inspecting!
On 14th March 2021 at Port Said, the journey of the PANAGIA ARMATA with our Company came to an end. This is the last photo of the vessel taken by our departing crew after delivery, with the ship’s bow already painted over in black, awaiting the stenciling of her new name.
I am sure these photos bring back a lot of wonderful memories to many of you. Good bye dear Panagia Armata! Wishing you luck in your new journeys ahead! May you serve your new owners as safely and successfully as you have done over the last 23 years.
Before completing this Nostalgia installment, I would like to remind you to participate by sending in those oldies by e-mail to contact@wavelength.gr. Thank you to those of you who have done so already, and I strongly encourage the rest of you to send in photos capturing those special moments and share them with the rest of us in our effort to spread the knowledge. Make sure you accompany the photos with information on the vessel’s name ,the date the photo was taken, the location and the names of any seafarers in the photo. Calm seas and safe travels,
Eleftheria Lemontzoglou, Operator
Manning and Training
How to Manage your Feelings
By Chara Markatzinou, Training Coordinator
Emotions are what make us human and what make life such a special gift. They can make us feel truly alive, but on the downside they can also severely compromise our abilities. The widely used sayings like “Don’t drive when you’re upset,” and “Don’t go to bed angry,” reflect the impact negative emotions can have on our mental well-being and subsequently, on our quality of life. At sea, emotional distress can, therefore, diminish capabilities and potentially undermine safety protocols. The following self-help guide can assist those seafarers who may find it difficult to relate their feelings to others either due to their circumstances or their personality traits. What is more, solving issues using the steps given below can become a mechanism that can serve seafarers well throughout their lives with support from health professionals whenever it is sought.
A Guide to Organizing Your Feelings
Rarely do our feelings hang neatly on fancy, perfectly spaced hangers. Instead — like our closets — we often hold a jumble of both new and outdated emotions. But you can organize your feelings and deal with or discard ones that aren’t serving you. Here’s how to optimize your feelings to start winning at life. How our emotions affect our behaviour
If we don’t take stock of our emotions or why we’re feeling them, they’ll likely continue to stuff our minds. That could have negative consequences for our success, health, and relationships. Our emotions can affect our logic and our ability to perform tasks. When we’re anxious or stressed, we’re also more likely to self-medicate with alcohol, drugs, or junk food. On the other hand, studies show that the more emotionally intelligent we are, the better our relationships will be. And we know how important that inner circle or support network is to our well-being.
Organizing your feelings involves a light version of cognitive behavioral therapy (CBT) that you can do on your own or with the help of a therapist. It can really help you grow as a person. The basic premise of CBT is that our thoughts influence our feelings, which then influence our actions.
Step one: Figure out what you’re feeling
List your problems or worries. Sometimes just writing them down will ease anxiety. Identifying the underlying thought or belief, evaluating it for its helpfulness and truth, and then changing it if it’s not serving us well, can be incredibly powerful. How to identify the core emotion that’s upsetting you
List your concerns or problems and assign the emotions, thoughts, and beliefs attached. If you’re unsure what those thoughts are, do a “So what does that mean?” exercise.
The “So what” exercise example:
Problem: Everyone expects me to rearrange my schedule to fit theirs.
Feelings or emotions: anger, resentment, hurt
Ask: Answer (to find your underlying belief)
So what? So they think what they have going on is more important than what I have going on.
So what? So that’s selfish of them to not even think about how this inconveniences me.
So what? So if I want to see them or be part of the event, I just have to suck it up.
So what does that mean? It means that if I don’t make the effort, I’ll never get to spend time with them…
Possible conclusion: …which means that I’ll be all alone, and they’ll eventually forget about me. I’m afraid I’m forgettable, or they don’t care about me.
The meaning we uncover in the exercise might feel brutal. But that’s when the true work of CBT, or organizing your feelings, comes into play.
“Ask yourself, ‘Is that really true? Or can I find evidence that contradicts that belief?’”
Step two: Find out if this is a pattern
Sometimes you have to decide if a feeling is necessary or if it’s just operating a gaming controller in your brain. We should check in with our emotions often because they can quickly become exaggerated. This eventually creates barriers to the goals we want to achieve and the people we want to be close to.
Is your mind lying to you?
If we’re aware of the reasons behind our actions — and have a better understanding of our emotions — we can change our patterns. We can stop stress, worry, or frustration from taking over and making us behave in a way we’d like to avoid.
Step three: Watch out for these common distortions
Here are common thought patterns that can negatively affect how we approach situations:
Distortion Concept
All-or-nothing thinking
There’s no middle ground. Anything short of perfection is failure.
Overgeneralization One instance of a bad thing means it will continue to happen.
Mental filtering You filter out all the positive and focus on the negative of a situation.
Jumping to conclusions You assume how someone feels toward you or assume negative outcomes about future events.
Magnification or minimization You turn a minor mistake into something monumental in your mind or discount your positive qualities.
Emotional reasoning You assume that if you feel a negative emotion about something it must be the truth about the situation.
“Should” statements You use “should” or “shouldn’t” statements to guilt yourself or others into action.
Blame You blame yourself for things you had no control over or blame others wholly for negative situations.
Create lasting behavioural changes and make them stick
Recognizing distorted thinking or a behaviour pattern that’s messing with your life is the first step.
Then it’s easier to do the work you need to replace it. Once you learn your triggers, you will have a better chance to intervene and change the thought or behaviour.
Step four: Break down your worries with a journal exercise
Make a journal ritual to stay motivated.
Questions to help you keep track
• What happened?
• What was the trigger or event?
• What emotion did you feel?
• What were your exact thoughts?
• How did you react?
• Could you, your thoughts, or your behaviours have been different? (Weigh the facts of the situation from a calmer mindset and determine what was unhealthy for you.)
• How can you create new thoughts or behaviours for the future?
You can even do it on the go with an app. Search “CBT diary” or “thought journal,” in your app store.
Pro-tip: Not all feelings call for a DIY makeover
If you try at-home techniques and grow frustrated with the process, or you’re facing an urgent situation, don’t hesitate to seek help from a licensed mental health professional. Getting help to change unwanted patterns can be very rewarding. Organizing your feelings isn’t a tool intended to invalidate your emotions. It’s a way to be more mindful of why you’re experiencing them and alert you to any potential roadblocks. In keeping with our closet analogy, if you’ve got a nice dose of calm, joy, or confidence hanging in your mind, think of that as some classic denim you’ll want to hold on to.
Source:https://www.healthline.com/health/mental-health/developing-self-awareness
An Ocean-going Autonomous Vessel
Mayflower 400
In July 2015, a project was launched to build an autonomous research ship that would carry out a data collecting mission during a transatlantic voyage from Plymouth, UK to Plymouth, Massachusetts. As the naming ceremony was scheduled for 2020, it made complete sense to call the ship ‘Mayflower’ after the historic vessel that had made the same crossing four centuries earlier.
Among the contributors to the project are scientists from Plymouth and Birmingham Universities, Plymouth-based M Subs, Shuttleworth Design, marine research non-profit organization, Pro Mare, and IGM, the lead technology and scientific partner. Support for the project has been supplied by NoAA and the UK Hydrographic Office to name but two high profile groups.
Source: www.visitplymouth.co.uk
The basic aim of Mayflower 400 is to obtain information about the health of our oceans. More specifically, Mayflower Autonomous Ship (MAS), a 4535kg, 15-metre long trimaran, will collect environmental data, monitor marine mammal populations, and measure both sea level heights and wave patterns. Using a fluorometer, MAS will detect algae and phytoplankton, which are indicators of water quality. In addition, water samples will be taken to undergo analysis for microplastics, algae, plankton and other organisms. As regards the monitoring of marine mammals, an RS Aqua Porpoise underwater noise recorder will be used to aid research into the populations and distribution of whales, other cetaceans and marine mammals.
A fathometer on board MAS together with drones carried on the trimaran will gather oceanographic data as will the onboard sensors that can measure salinity, temperature and oxygen levels. These measurements will lead to an assessment of the impact climate change has had on our oceans. Additionally, accelerometer data will be used to measure wave energy, which reveals current strength and surface flow. As there are no humans aboard MAS, which is powered by a solar driven motor, all the space available is used to accommodate equipment which is light and mobile yet robust enough to withstand adverse conditions.
The ‘eyes’ of MAS are six AI cameras that provide input for the ‘brain’ in the form of an IBM computer vision system. This setup is able to identify cargo ships, fishing vessels and any other potential hazards. Then IBM’s Operational Decision Manager (ODM) conducts an evaluation of COLREGs with respect to other vessels prior to generating a risk map which pinpoints any potentially unsafe situation ahead. In the next phase, the AI Captain, which assumes the role of a human Captain by continuously assessing the route, status and mission of
MAS, makes decisions after having weighed up the options to avoid any hazard. It is then up to the MAS Safety Manager to confirm that any decision taken is safe. Once this has been done, the AI Captain gives constructions to the Vehicle Management System to change course and speed accordingly. Further information is fed into the system via a precision Global Navigation Satellite System, a weather station which receives meteorological data streams that can warn of rapidly developing storms and 30 onboard sensors which carry out various functions such as assessing local sea states. Last but not least, are the ‘ears’ of the trimaran that come in the form of a radar system.
MAS was launched in September 2020, and as the greatest challenge is the ocean itself, extensive sea trials have been conducted so as to train the vessel to cope in all conditions. These trials followed an intensive two-year period of training the AI models on board to understand the environment without any aid from an outside source when the ship is out of 4G range. During the trials, several issues have had to be ironed out such as compromised camera vision when the lenses are splashed with water. It has been a relatively slow process to cater for every eventuality, but progress is ongoing.
The significance of being able to gather information about the health of the ocean to determine the impact human activity has had on it cannot be overstated. Moreover, MAS will be able to obtain data from remote areas that have yet to be explored. The findings from the first mission and subsequent ones will provide a clearer picture of what is happening to and in our oceans which provide a clearer picture of what is happening to and in our oceans which regulate climate, feed us, give us oxygen, absorb carbon dioxide and, of course, allow vessels to transport much-needed supplies efficiently across the globe. In addition, MAS will test new navigation software and propulsion systems for marine vessels.
Sources: www.ibm.com, mas.400.com, www.promare.org, www.mayflower400uk.org www.ship-technology.com, www.youtube.com
Abandonment
The blockage of the Suez Canal by a grounded vessel in March caused chaos for marine traffic in the area. However, as the queue of ships built up, there was a silver lining as the BBC decided to cover the story of a Syrian seafarer, Mohammed Aisha, whose extreme case of abandonment had begun in May 2017. In the context of seafaring, abandonment occurs when ties between the owner of the vessel and the seafarer are essentially severed, leaving the seafarer stranded without the basic necessities or any form of remuneration. Since 2004 there have been nearly 450 cases of abandonment with a significant increase in the annual average occurring over the past three years. Despite this increase, abandonment is still a rare occurrence, and when a case does materialize, there is a support network available to give hope to stranded seafarers.
One organization dealing with the growing problem of abandonment is Human Rights at Sea, a UK charity. In order to enhance its efforts, this charity has partnered with Reed Smith, an international law firm that has donated invaluable legal assistance in the form of pro bono hours to a cause that it feels most strongly about. With such support, those seafarers who find themselves abandoned can be assured that every effort will be made to secure their safe return home. In the case of Mohammed Aisha, the chief officer aboard a 5094 DWT cargo vessel, that return occurred almost four years after the crew had been left to their own devices. This extended period was due to him unwittingly signing a document that made him the legal guardian of the vessel. His signature, therefore, left him all alone when his fellow crew
Food Culture Borscht
As the earliest recorded mention of the dish from which borscht ‘evolved’ was made by a German merchant visiting Kyiv in the late 16th century, the iconic deep red dish is most often cited as having originated in Ukraine. At that time the dish was a soup made from common hogweed, which made it poor man’s fare. Gradually, the hogweed was replaced by beetroot and took on the name ‘borsch’ (an alternative spelling), meaning ‘sour tasting soup’.
As with other dishes originating in the same region, the number of ingredients that were incorporated into borscht grew over time. This allowed for variations in a dish that was almost certainly served on a daily basis. Cooked in a clay pot, borscht comprised beets, cabbage, carrots, parsley, onions, garlic and pepper. Potatoes were not introduced until the second half of the 19th century. As regards meat, this would only be available on holidays or during special occasions.
Nowadays meat in the form of beef, lamb or pork is usually one of the main ingredients. In “Borsch Kyivsky”, though, all three meats are incorporated into the dish, making this variation one of the richest on offer. Alternatives are chicken, fish and, in the case of vegetarian borscht, mushrooms. Other ingredients that have found their way into borscht are parsley, chives, dill, beans, tomatoes and bay leaves as well as alternatives to tomatoes such as prunes. The final touches can include the addition of sour cream and dumplings. With all these variations possible, cooks are free to add their own personal signature to borscht.
members were able to go home. At times he felt as if he had been forgotten, but the focus on his plight by mainstream news profiles may have expedited his repatriation as an Egyptian court agreed to a proposal by The International Transport Workers’ Federation (ITF) for one of its members to become the new legal guardian.
Thanks to the media, the ITF and the Egyptian authorities as well as other parties working on his behalf, Mr. Aisha was no longer a statistic. The efforts of those involved led to him flying home on 22nd April, putting an ending to his having to live in squalid conditions without power or fresh water. Hopefully, the legal community, concerned organizations, the relevant authorities and seafarer support groups will soon be able to make cases of abandonment far less stressful than they can easily become.
Sources: www.insurancejournal.com, www.bbc.com, www.imo.org, www.shiptechnology.com, www.humanrightsatsea.org, www.splash247.com
Source: en.wikipedia.org. Courtesy of Liz West
Apart from the classic red borscht, there is spring borscht, which utilizes beetroot leaves and summer borscht, which is served chilled. Although these two seasonal offerings have gained popularity, the name borscht is still most firmly associated with the classic version, which not only tastes really good but is extremely nutritious.
Beetroot, for instance, is delicious in its own right and blends in well with other ingredients. It is also packed with nutrients like vitamin B9 and minerals such as potassium, iron and manganese. Its health benefits include anti-inflammatory properties, blood flow improvement and better digestion. Likewise, garlic is a taste booster and lowers cholesterol, improves the immune function and helps keep bloody pressure in check. As such, borscht can be savoured in the knowledge that along with a marvellous taste comes a boost to health.
Sources: www.ukrainian-recipes.com, en.wikipedia.org, www.healthline.com
Having to swim ashore for supplies became routine. Source: www.marineinsight.com
The Maori
The Maori, who are the indigenous Polynesian population of New Zealand, first arrived in the two-island nation in the 14th century. Their arrival was the beginning of a great migration from a homeland they called Hawaiki, which is often regarded as being in the Tahiti region.
The craft the migrants used to reach New Zealand were large waka, which is the Maori name for watercraft. It is not known whether they were single or double-hulled, but it is safe to assume they were outrigger canoes. This assumption can be made because the trees in the Pacific, from where they migrated, are of narrow girth. Therefore, the narrow hull would have had its sides built up to raise the freeboard, a process that would render the craft unstable. In order to regain stability, an outrigger float joined to the hull via crossbeams would have been added.
Once the Maori had settled, they discovered the totara tree, which would provide the wood for the boats they made during their so-called Classic period (1500-1770). The totara tree, which grows on both islands, was perfect for boatbuilding as the wood is lightweight and contains high levels of natural oils that protect it from rot or splitting. Additionally, totara trees are large both in average height (20-25m) and girth, meaning the outrigger could be dispensed with. When a suitable tree was located, it was a waiting game until the felling procedure could begin. Felling the tree was a painstaking process that could take up to three weeks with every step being carefully planned and executed so as to avoid damage.
After the branches had been removed and the initial shaping of the trunk had been completed, the tree was taken to a settlement where the building process continued for up to a year. Most of the large waka consisted of large interlocking pieces that were joined with flax rope. Sealing was accomplished through the strategic placing of small pegs that swelled when wet and the addition of tree gum. Maori waka had an upright head and tailboard. The larger craft also had the gunwale raised to increase freeboard and prevent the main hull from being distorted in heavy seas. Further strengthening of the hull was achieved by adding timber supports lengthwise along the inside and outside of the hull just above the waterline.
Maori canoes range in size from small ones called waka tiwai that are used for fishing and river travel to large ones propelled by up to 80 paddlers and a triangular sail. The latter, called waka taua, are highly decorated war canoes that are considered so sacred that no cooked food can be brought on board and boarding can only take place via the gunwale.
Although the Classic period is long gone, waka are still an important part of modern Maori culture as is another part of their culture called Kaitia Kitanga, which describes the respect they have for the natural world and how they see themselves as guardians of it. These two elements came together in 2011, when a 236-metre container vessel ran aground off Motiti, a small island off New Zealand’s north coast. Prior to the disaster that resulted in a great deal of contamination, the area was a haven for scuba divers who, following the grounding, had to stay well away from the wreck site. Four years later, the area had recovered and sea creatures had returned, so scuba diving
was permitted. However, the influx of human activity was detrimental to the aquatic life in the area, which prompted the 40 Maori inhabitants on Motiti to protest. At first, their protests fell on deaf ears, but they took their grievance to court. Their action led to the Resource Management Act, which allowed protection zones to be established at a local level. This ruling went against government policy, so the case went to the High Court, where the decision was upheld and the Maori, who account for around 15% of the population of New Zealand, triumphed.
Another way in which the Maori protect the marine environment is a project called ‘Xtreme Zero Waste’, which has created recycling areas to prevent pollution of the seas, especially with plastics. Maori maritime culture can also be witnessed by visitors who can see waka in action, or even travel on one in the estuaries of the Waitang River. More intrepid individuals can board a waka taua to voyage along ancestral Maori sea routes.
The Maori are justifiably proud of their heritage and their connection to the environment. They have also provided the blueprints for the boats used in waka racing that runs year round at all levels from inter faculty races at universities to world championship competitions.
Sources: www.newzealand.com, en.wikipedia.org, www.saveourseasmagazine.com, www.westernbaygovt.nz, www.nationalgeographic.com
Traditional waka at Waitangi Treaty House site. Source: en.wikipedia.org
Totara tree in Auckland, New Zealand. Source: en.wikipedia.org
Bodies of Water The Bay of Biscay
Located off the west coast of France and the north coast of Spain, there is a roughly triangular body of water called the Bay of Biscay. This inlet of the North Atlantic is around 86,000 square miles (223,000 sq. km) in area and has an average depth of over 5,700 feet (~1700m) with a maximum depth of 15,725ft (4,735m) near its centre. The main rivers that flow into the Bay of Biscay to form the Gironde Estuary are the Loire, Ardour, Bayonne and Garonne. The French and Spanish ports in the area which deal with shipping are Brest, Nantes, La Rochelle, Bordeaux, Bayonne, Bilbao, Santander, Gijon and Aviles, but none of these ports can accommodate large vessels.
As they Bay of Biscay experiences some of the fiercest weather in the Atlantic, seafarers tend to pay the body of water the utmost respect. The most extreme normally arrives during the winter months, when high winds that can frequently reach or exceed 70mph (113kph) play a key role in making relatively small waves bigger and steeper. Under normal circumstances, cargo vessels are able to cope with the conditions, but any loss of power or seafarers working on deck without taking adequate precautions can be disastrous. What is more, winter windstorms often make entry to ports in the area extremely difficult or impossible. At other times of the year there can be squalls which can also make navigation more hazardous.
Being in close proximity to large North European ports and the Mediterranean means that the Bay of Biscay is along heavily used maritime routes. This, in combination with large Atlantic swells, which are most dangerous around 100m (160km) off the Spanish coast, means that any number of vessels can be at risk at any one time. Indeed, it has been estimated that there are some 5000 vessels that have sunk in the Bay of Biscay. Some of the most notable were lost below the waves during periods of war, including many ships participating in a naval war between Spain and England in 1592. There were also casualties in both World Wars. In the First, the USS California sank after hitting a mine in 1916, and U667 suffered the same fate in 1944.
Two disasters that hit the headlines were the 1920 loss of the SS Afrique after she lost power and drifted onto a reef, and Soviet submarine K8, which sank after a fire crippled her nuclear reactors in April 1970. Unfortunately all 40 Soviet sailors perished, and no salvage attempt was made to recover the 4 nuclear torpedoes that went to a depth of 15,000ft (4,600m) with her. More recently, two incidents in 2016 made the news. In one, a vessel laden with 3600 tons of earthmoving equipment, trucks and logs was struck by strong winds and developed a list of 40o. All 22 on board reached safety. The other incident involved a car carrier meeting trouble near Brest. Again, the crew were saved. Fortunately, thanks to improved safety measures, such incidents are now much rarer.
Fishing is one of the main industries in the Bay of Biscay area and oysters are cultured in shallow waters off the French coast. However, fish stocks have been substantially reduced due to overfishing. Among those on the list of threatened species are sturgeon, skates, rays, gulper and salmon, whose diminishing numbers are having an impact on foodwebs. Some shark species are also on the list and are illegal to catch, but are sometimes landed as part of the bycatch. Other species that are found in the Bay of Biscay are short-finned squid, which are exploited commercially, octopus, whose whole biomass has experienced a marked decrease, sardine, anchovy, mackerel, whiting and pollack. There are also migratory species like Bluefin tuna to be found. Of the 28 species of cetaceans in the area, only six including the harbour porpoise, bottlenose and fin whale can be described as common.
According to a report published by the European Court of Auditors (ECA) based on an audit conducted between 2008 and 2020, EU action has not been able to combat overfishing and has therefore, not led to the recovery of marine ecosystem habitats in the Bay of Biscay. It is expected that the results of the audit and research conducted by the International Council for the Exploration of the Sea (ICES) will be factored into the EU Commission’s reviews of fishing and marine protection policies in the near future so that sustainability can be achieved.
Sources: www.britannica.com, en.wikipedia.com, www.ices.dk, www.brusselstimes.com
SS Afrique in 1910 – one of many vessels to have sunk in the Bay of Biscay. Source: en.wikipedia.org
Abandoned Car Carrier in the Bay of Biscay. Source: www.gcaptain.com
1. Make the names of two countries using all the letters in the following sentence: LOVE SOOTHES LINA.
2. The letters in the chemical symbols for boron, gold, magnesium and rhodium can be rearranged to form the name of a major port. What is the name of the port?
3. A northern island nation contains my name, and when I am ‘black’, for accidents I am often to blame. Without me, games with stones or a puck cannot be played, and I am necessary for some drinks to be properly made. What am I?
4. Which four-letter word can be used to complete the following words: DE _ _ _ _ ATE, RE _ _ _ _ ED, IN _ _ _ _ IA and IN _ _ _ _ IFICANT?
5. Yuri’s favourite piece of classical music is The Planets by Holst, and he likes all precious stones, but most of all he
1. Under whose command did Fram venture to the Canadian Arctic Islands on a scientific expedition in 1898?
A. Fridtjof Nansen B. Roald Amundsen C. Otto Svedrup D. Oscar Wisting
2. Which German vessel was the only Suezmax tanker named in the Royal Institution of Naval Architects publication, “Significant Ships of 2009”?
A. George S. B. Mikela P. C. Yannis P. D. Bermuda
3. When was oil first extracted from the North Sea?
A. 1975 B. 1981 C.1985 D. 1992
4.Which Asian port city was its country’s capital for three years in the early 1950s?
A. Ulsan B. Davao City C. Busan D. Karachi
5. The names of six of the vessels in the current Company fleet (as of the end of May 2021) begin with the same letter. What is that letter?
A. A B. C C. P D. S
likes spinels. At night, he’d rather watch fireflies than moths. He enjoys listening to the croaking sound frogs make and the splashing noise fish make when they jump. His favourite port is Wilhelmshaven. By the same token, would he prefer a cherry or a strawberry on top of a cream cake?
6.Which five-letter word can be placed after the words to the left and before the words to the right?
COMPUTER
- - -ANSWER WORKING PLANE FASHION PRISONER
7. In 7 steps change the word PUSH to PULL by changing one letter at a time to form intermediate words.
8.What is the next number in the following sequence: 0, 2, 4, 10, 24, 58, ?
6. According to the United Nations Conference on Trade and Development (UNCTAD) was the third largest exporter of grain in 2017?
A. Ukraine B. Russia C. Argentina D. Australia
7.Which wood was primarily used to construct the keels of vessels built in Nova Scotia in the early 1800s.
A. birch B. elm C. pine D. fir
8.Which was the second largest ship registry in the world by vessel count in 2019?
A. Panama B. Singapore C. Marshall Island D. Liberia
9.Which country has the largest number of ports within 5o latitude of the equator?
A. Ecuador B. Gabon C. Malaysia D. Equatorial Guinea
10.How many extra days would a vessel have to spend at sea if voyaging at an average speed of 12 knots to Amsterdam via the Cape of Good Hope rather than via the Suez Canal?
A. 14 days B. 18 days C. 23 days D. 28 days
Find a keyword associated with several of the articles in this issue by solving the clues and rearranging the letters in the boxes with black borders. Hint: Never second
Mayflower
Hot spot
Amsterdam
Oregon
Beetroot
Eleanor Cressy
1. Name of autonomous research vessel (9)
2. Initiator of 60% engine room fires (3,4)
3. M/V Stefanos delivered here (9)
4. State where Alliance crew got vaccinated (6)
5. Key ingredient of borscht (8)
6. Navigator aboard Flying Cloud (7,6)
Historic Vessels
Designed and built by Donald McKay at a cost of $90,000, Flying Cloud was launched in 1851. Although she was initially described as a classic clipper, her length to beam ratio of 255ft (69m) to 41ft 8in (12.7m) enhanced her performance capabilities and later led to her being dubbed ‘an extreme clipper’. Propelled by wind filling 21 sails on three tall masts, Flying Cloud regularly attained speeds of just over 18 knots. Flying Cloud’s primary objective was to bring the first tea of the season from China to New York, but the clipper shot to fame for her voyages from New York to California via Cape Horn. During the time of the California Gold Rush, this 16,000 mile
L aid down in 1897 and launched in October the following year, Yermak can lay claim to being the first icebreaker in the world. As it was the first such purpose built vessel, there was a team of builders supervising construction, including NI Yankovsky, RI Runenberg and Armstrong Whitworth. The ice class icebreaker weighed 8730 tons and was designed to break ice with the weight of the hull, which was 93m long and 21.6m wide. The hull was divided by eight watertight bulkheads. As regards propulsion, Yermak had eight steam engines served by six boilers that allowed for speeds of up to 12 knots.
One individual who was firmly associated with Yermak early on was Vice Admiral Stepan Makarov, who was one of the first proponents of the use of ice-breaking vessels. Soon after deployment, Yermak had come to the rescue of several icebound steamships near Revel. In 1899, Makarov sailed on Yermak on a voyage into the Arctic. The vessel reached a latitude of 81o 28’N, a voyage that allowed for hydrological
(25,600km) voyage would normally take around 200 days, but just less than two months after launch, Flying Cloud completed this route in 89 days 21 hrs. Three years later, under the command of Josiah Perkins Cressy that record was beaten by 8 hours. The new record stood for a remarkable 135 years. The Captain of the clipper took most of the credit for the speedy voyage, but he was not the only person on board making waves. His wife, Eleanor Cressy, was the navigator on Flying Cloud, and she was there in her own right as an accomplished member of the crew. At a time when few women worked outside the home, Eleanor Cressy’s achievements at sea made her a true pioneer. In her girlhood, her father, a master mariner, taught her navigation related mathematics. Her grasp of the subject led to her studying ocean currents, weather phenomena and astronomy to the highest level at the time. She also studied Maury’s ‘Wind and Current’, which was essential for sailing around Patagonia. Eventually, she achieved celebrity status on a par with that of her husband. The couple retired to a farm in Massachusetts in 1864.
By that time Flying Cloud was travelling between the UK, Australia and New Zealand. In her final years of service, the extreme clipper entered the log trade in which she sailed between Newcastle in England and St John in New Brunswick, Canada. In 1875, Flying Cloud ran aground at Beacon Island Bar off St. John, an event that ended her career and resulted in only her copper fastenings being salvaged.
Sources: www.britannica.com, En.wikipedia.org, www.womenhistoryblog.com, www.pielcaftsmen.com
and meteorological observations of ice movements to be made. Vice Admiral Makarov was instrumental in gathering vital data as he was not only an accomplished sailor but also an oceanographer and a member of the Russian Academy of Sciences. Additionally, he was an established ship designer and author. Makarov undertook another scientific voyage to the coasts of Spitzbergen and Novaya Zemlya in 1901.
During the first 12 years of service, Yermak was engaged in breaking ice for over 1000 days. In WWI, she joined the Baltic Fleet and was responsible for guiding ships through the Gulf of Finland. Towards the end of the conflict, Yermak gained fame through the rescue of Russian ships trapped in Baltic ice. In the 1920s and 30s, the icebreaker assisted cargo ships in the Baltic and White Seas and in 1938 was a participant in the evacuation of a group of explorers from the North Pole 1 base. During the Great Patriotic War, she cut passages for vessels in the Baltic before serving in the North Sea route. Prior to being decommissioned and dismantled in Murmansk in 1964, Yermak was awarded the Order of Lenin in 1949. Yermak remains one of the longest serving icebreakers and her name was bestowed on a new seven-deck icebreaker in 1974.
Like Flying Cloud, Yermak was associated with a multitalented seafarer and although their names are probably not as wellknown as others linked with certain historic vessels, they can both rightly be described as trailblazers.
Sources: en.wikipedia.org, www.prlib.ru
Flying Cloud Drawing from 1919
Source: en.wikipedia.org, Courtesy of: Lubbok, Basil
The icebreaker Yermak
Source: en.wikipedia.org
Stepan Makarov
Source: en.wikipedia.org. Courtesy of: D. Zdobnov