In this issue there is a focus on the ‘human element’. The ‘lead’ has been taken in the Marine Operations article by a new contributor, Captain Prashant Kumar, who succinctly analyzes the use of ECDIS. His emphasis on the effectiveness of technology being dependent on seafarers’ awareness of its limitations and pitfalls clearly identifies the most fundamental characteristic required in a humantechnological aid interface.
The SQE article follows suit by showing how simple yet clever ideas based on a working knowledge of technology can be implemented easily to make it more effective and enhance safety. Additionally, the SQE contribution points out that managing change brought about by technological innovations is at the core of ensuring that the potentially negative impacts associated with such innovations are not realised. This view is consolidated in the piece on climate change and the danger it poses to ports, which indicates how risk assessment based on data provided by hi-tech instruments is key to preventing loss of life, infrastructure and services. The Technical contribution also lends weight to the argument that technological benefits have to be recognized and embraced by the shipping industry before they can be used to improve efficiency and increase safety parameters.
On another tack, the message from the Crew Department highlights the importance of human-human interaction on board. The message stresses how the mentor-mentee relationship not only serves as a reliable indicator of when a seafarer is ready and able to accept further responsibility and climb to the next rung of the promotion ladder but also creates a sense of fulfilment among the crew Similarly, the significance of a psychological boost which improves mental well-being is seized upon by Chara Martatzinou, who provides invaluable advice on how individuals can maintain their mental wellness by achieving a state of happiness.
I sincerely hope that you enjoy this issue of Wavelength in which there is a timely reminder that the ‘human element’ is the key factor in determining our state of health, our welfare and ultimately our safety, irrespective of the technical aids available to us. If you have comments, suggestions or questions regarding the content, please do not hesitate to contact me at comments@wavelength.gr.
Best wishes, Nick Seaman
Steel Cutting Ceremony Company News
Steel cutting of Hull No. 2420 commenced on 15 September 2021. Hull no. 2420 is the second in the series of suezmaxes being constructed by Samsung Heavy Industries in Korea, under the supervision of our Company. Hard work and long hours await our supervision team from now until March 2023, so good luck to them!
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
Ceremonial cutting of the first steel plate of the vessel
Our current Supervision Team consists of Site Manager Christina Toki (second from left), Supt. Engineer Stratos Palaiologos (far left) and Supt. Engineer Natassa Sakellariou (not pictured)
25-Year Anniversary
We wish to acknowledge and congratulate our shore employees that reached their 25th anniversary with our group during the past quarter, namely:
We praise you for your hard work and thank you for your loyalty!
Onboard Promotions
Sixteen of the Company’s seafarers were promoted in the second quarter of 2021. The list of promotees together with their vessels and promotion details in chronological/alphabetical order is shown in the table below.
Oleksandr
Marvin
SINGH Veer Abhimanyu
Congratulations are extended to all our Seafarers on the list who have made considerable progress in their careers. Those further on in their careers have not only shown that they are capable of taking on greater responsibility but they have also demonstrated their loyalty to the Company. This highly valued quality leads to greater trust and subsequently, a greater sense of belonging, which is a significant contributor to mental well-being and all the benefits this brings. Once again, sincerest thanks are due to all our Seafarers for remaining on the front line, irrespective of all the challenges they have been confronted with.
Chris Ellinas Elli Moretti Apostolis Moraris Alekos Chadiaris Suzana Kotsena
Technical
Best Practices & Design Improvement Items – Part III
By Natassa Sakellariou and Christina Toki
Following “Best Practices & Design Improvement Items – Part I and Part II” described in the two previous issues of Wavelength, there are some additional items which have been implemented on fleet vessels as design improvements for the following systems and onboard areas in order to ensure safer and more efficient operations corresponding to the highest marine industry standards and recommendations.
• Navigation & Communication Systems
• Cargo and Ballast Systems • Inert Gas System
• Engine Room • Deck Area & Ballast Tanks
Navigation & Communication Systems
Navigation and Communication systems used on vessels are vital for the safety, protection of life at sea and marine environment. They increase the efficiency of voyage planning, operations and trading. The Company has adopted the following improvements in the equipment on board:
a. Independent magnetic off course alarm
This equipment operates as an independent heading monitor with an off-course alarm. It is designed to integrate with a ship's existing magnetic compass installation and generates an audible and visible alarm when the vessel deviates from a chosen course by more than a pre-set amount (in degrees).
b. Two (2) gyro compasses
Many vessels of our fleet are fitted with two gyro compasses for back-up purposes in order to determine, display and transmit heading information.
c. Echo sounder with recording capability
Vessels are equipped with a depth finder that has the capability of recording and setting the alarm set point according to ExxonMobil Criteria.
d. Two (2) Inmarsat-C satellite communication systems
Two Inmarsat-C systems are fitted for redundancy purposes. They allow vessels to send and receive data, including email, SMS, telex, navigational warning and meteorological information.
SSAS and LRIT are incorporated into the systems.
e. V-Sat satellite communication system
Satellite communication equipment capable of sending and receiving data and voice communication is installed on board. The system is interfaced with the vessel’s computer network system and auto telephone system.
f. Radar mast of the foldable type (tilting type)
Some fleet vessels are fitted with Radar Mast's top part of the collapsible/foldable type that allows compliance with air draft requirements of various ports and enhancement of their trading profile.
Figure 1: Independent magnetic off course alarm
Figure 2: Two (2) Gyro compasses
Figure 9: Cargo tanks pressure readings in CCR
Figure 4: Two Inmarsat-C systems
Figure 5: V-Sat system
Cargo and Ballast Systems
Improvements applied to the design of Cargo and Ballast Systems have enhanced and upgraded vessel operations in terms of efficiency and safety, thereby having a positive effect on a vessel’s operating and trading profile.
a. Temperature Alarm & Monitoring System for Cargo and Ballast Pump bearings, casings and stuffing boxes
This design prevents explosions or fire incidents in the cargo pump-room, and acts as a predictive maintenance method for pump parts.
The bearings and casings of Cargo and Ballast Pumps are fitted with high-temperature alarms and trips.
Furthermore, all Cargo and Ballast Pump drive shaft bulkhead bearings and glands located in the pump room are fitted with a high-temperature alarm monitoring system.
A temperature alarm and monitoring system is installed in the Cargo Control Room
b. Remote indication of cargo manifold pressure in the CCR
Modifications for remote readings of cargo manifold pressure in the Cargo Control Room have been carried out on board vessels for the remote and efficient monitoring of cargo operations, as strongly preferred by ExxonMobil.
c. Cargo tank pressure monitoring and alarm system in the
The Cargo tank pressure monitoring system uses pressure
sensor technology to provide accurate information concerning the pressure in the tanks through direct measurement. Vapour Pressure Sensors enable the accurate measurement of the cargo vapour pressure and 4 alarm limits which help to monitor and detect Hi/Low pressure. In particular, the system includes the manufacturer’s set high and low-pressure alarms as detailed within OCIMF SIRE 6 VIQ CH. 8.33, and additionally a minimum of two adjustable, user-defined, alarm limits. These alarms should provide an audible and visual alarm through a visual display installed in the CCR if the set limits are exceeded.
Fixed vibration monitoring equipment is provided on all centrifugal cargo pumps and P/R exhaust fans and includes a remote alarm facility in the CCR.
Inert Gas System
a. Two (2) Inert Gas Fans of 100% capacity each
Two (2) Inert Gas Fans of 100% capacity each are provided in many tankers of our fleet for redundancy purposes.
Each Inert Gas Fan is capable of delivering inert gas to the cargo tanks at a rate of at least 125% of the maximum rate of discharge capacity of the ship expressed as a volume.
The main advantage of such a design is that if either Fan is defective, the other one is capable of maintaining a positive gas pressure in the cargo tanks without extending the duration of cargo discharge.
Figure 6: Radar mast of foldable type
Figure 7: Cargo and Ballast pumps temperature readings in CCR
Figure 8: Remote readings of cargo manifold pressure in CCR
CCR
Figure 9: Cargo tanks pressure readings in CCR
d. Fixed vibration system of Cargo pumps and P/R exhaust fans
Figure 10: Cargo pumps fixed vibration system readings in CCR
Figure 11: Inert Gas Fans
b. Two (2) IGS Oxygen Analysers
In order to create an inert atmosphere, or in other words an atmosphere that is safe from explosion or fire, the oxygen content must be below 5%. So, for safety, accuracy and redundancy purposes a second oxygen analyzer is also installed as a back-up arrangement in all the tankers of our fleet.
Engine Room
a. Two (2) Main Engine Turbochargers
The Company’s HSHI Suezmaxes (George S., Yannis P., Mikela P., CE-Bermuda, CE-Hamilton) and NTS Capesize bulk carriers (Polymnia, Calliope P., Evgenia, Philippos A.) are equipped with two (2) M/E Turbocharges for redundancy purposes, so that in case of the malfunction of or damage to one unit, the Main Engine can run at 50% of the MCR load.
b. Main Engine Water in oil detection system (Maker: Vaisala)
This system enables the fast and reliable detection of moisture and water in the Main Engine system oil. The equipment provides real-time detection of water content without sampling and indicates the true margin to the water saturation point in all changing conditions, taking into account temperature changes and aging of oil.
c. Shaft torque meter (power meter)
The shaft power meter is an instrument for the continuous measurement of torque, revolutions, power and thrust for the monitoring of propulsion, main engine and vessel performance. Accurate information provided by the equipment allows proper propulsion parameters monitoring, which aims at fuel efficiency and ship reliability.
d. Distance ring for stern tube seals
After a certain period of service, the chrome liner is grooved by seal rings running on the outer surface. A deep groove may disturb oil or water tightness of the seal rings. In the case of seal ring renewal by a bonding method, skimming of the chrome liner surface is not feasible. In such a case, a split type distance ring is installed between the stern tube boss and AFT seal flange so that new seal rings run on the new surface positions with no grooves. In the case of the distance ring having been pre-installed, the same effect is achieved with the removal.
e. Bursting Disc for Vacuum Condenser
Most tankers of our fleet are provided with a bursting disc on the Vacuum Condenser for protection of the Condenser against overpressure. The same design improvement is applied in all the Company’s newbuilding projects.
f. Two (2) air dryers
Air dryers remove from the control air the coarse rust particles and dust and then the moisture, thereby eliminating the risk of damaging corrosion in pneumatic and air operated equipment. This protects and increases the lifetime of such equipment. So due to the air dryers’ importance, two (2) units are fitted onboard for redundancy purposes.
Figure 12: Two (2) oxygen analysers
Figure 13: Two (2) Main Engine Turbochargers
Figure 14: M/E Water in oil detection system
Figure 15: Shaft power meter
Figure 16: Distance ring
Figure 17: Bursting disc for Vacuum condenser
g. A/C Unit in E/R Workshop
Many fleet vessels are equipped with an Air Conditioning Unit in the Engine Room Workshop which facilitates crew tasks and creates a better working environment.
h. Emergency foot stops for machinery of E/R workshop
Foot stops have been placed in E/R workshop machinery, allowing for an immediate stop in case of emergency.
i. Store for Chemicals in Steering Gear Room
The storage of chemicals in the Steering Gear Room keeps them protected from high engine room temperatures and exposure to open deck weather/sea conditions. In parallel, existing firefighting arrangements in the Steering Gear Room ensure that proper and timely procedures can be followed in case of a fire incident.
j. Flame arrestors in way of funnel exhaust gas pipes
The low load operation of marine engines tends to produce partially burnt carbon deposits and soot from the exhaust gas piping system of the engine. As the exhaust gases produced after combustion are rich with oxygen, these partially burnt carbon particles are discharged from the exhaust funnel as a highly dangerous spark.
Flame arrestors placed in the funnel exhaust gas pipes allow gas to pass through but stop flame transmission over the deckhouse which prevents a larger fire or explosion, decreases the risk and improves the safety aspects.
Deck Area & Ballast tanks
a. Safe Access to Tanker Bow – Shelters with a sighting hole
Another design improvement that has been applied on deck shelters is the creation of a sighting hole of 200 mm at a height of 1,700 mm above deck. This arrangement allows safe access to the bow when weather and sea conditions are adverse.
[CONTINUED ON PAGE 15]
Figure 18: Air dryers
Figure 19: A/C Unit in E/R Workshop
Figure 20: Emergency foot stops in various E/R workshop machinery
Figure 21: Chemicals locker in Steering Gear Room
Figure 22: Flame arrestors in exhaust gas pipes
Figure 23: Shelter with sighting hole
Marine Operations
The advantages of navigating with ECDIS and best practices to counter the inherent limitations
By Captain Prashant Kumar
INTRODUCTION
A nautical chart is one of the most fundamental tools available to the mariner. It is a map that depicts the configuration of the shoreline and seafloor. It provides water depths, locations of dangers to navigation, locations and characteristics of aids to navigation, anchorages, and other features.
The nautical chart is essential for safe navigation. Mariners use charts to plan voyages and navigate ships safely and economically. Ships have long been required to carry nautical charts and nautical publications to plan and display the ship's route for the intended voyage and to plot and monitor positions throughout the voyage.
The advent of electronic charts in the 1990s provided ships with additional information, including real time information which could be displayed on screens on Electronic Chart Display and Information Systems (ECDIS). ECDIS carriage became mandatory on January 2011 through SOLAS regulation V/19 which requires newly built cargo ships of 3,000 gross tonnage and upwards engaged on international voyages to be fitted with ECDIS.
The undeniable safety benefits of navigating with ECDIS were recognized through Formal Safety Assessments submitted to the Organization and experience gained by the voluntary use of ECDIS for many years.
ECDIS is a complex, safety-relevant, software-based system with multiple options for display and integration. The ongoing safe and effective use of ECDIS involves many stakeholders including seafarers, equipment manufacturers, chart producers, hardware and software maintenance providers, ship owners and operators, and training providers. It is important that all these stakeholders have a clear and common understanding of their roles and responsibilities in relation to ECDIS.
DISCUSSION & RECOMMENDATIONS
Like with any new system, ECDIS has its fair share of positives and negatives. However, with the passage of time and evolution of the system, ECDIS has been accepted across the board as a reliable and, in many ways, a better alternative to the old system of paper charts.
The installation of ECDIS allowed for the digitalization and integration of several procedures i.e. the introduction of an electronic passage plan and overlaying of weather data and forecasts. This type of integration eliminates cumbersome and repetitive administrative tasks, reduces fatigue of the OOW and ultimately enhances safety of navigation. While appreciating the improvements and advantages, an attempt is made here to simultaneously examine practical workarounds on the more pressing challenges thrown at us by ECDIS.
ECDIS has brought in a sort of revolution in the task of position fixing and monitoring. The OOW does not have to constantly move between the chart room and wheel house to carry out position fixing and route monitoring/collision avoidance. The unified template of ECDIS, integrated as part of the larger Integrated Bridge System consoles, helps the watchkeeper to maintain orientation to the outward direction while being provided with the luxury of continuous real time position fixing. Flexibility in chart availability and chart correction increasingly becoming real time has resulted in significant cost savings in the long run, especially with respect to logistical challenges in arranging paper charts delivery and subsequent notices for correction. Digitalization and connectivity has led to a reduced carbon footprint by avoiding deviations and saving valuable resources through elimination of paper use.
With Radar overlay juxtaposed with continuous feed from critical instruments, the ECDIS screen is now a single window into the actions of Collision avoidance, Anti grounding, Look ahead and position fixing. However, in this single window concept lies a hidden risk of the OOW getting too comfortable with the system and neglecting the prime objective of lookout by visual means which should be consciously and regularly practised as the first source of information for decision making.
Limitations of the information on the chart particularly relating to CATZOC and bathymetric data have to be kept in mind while carrying out passage planning, Under Keel Clearance calculations and route monitoring, especially with the Look Ahead feature. Adequate risk management and training is required.
Alarm fatigue is the proverbial elephant in the room when discussing OOW challenges on bridge. With increased features and higher processing capabilities, ECDIS can also become a significant contributor to Alarm fatigue. Alarm management procedures are established in order to ensure safe navigation.
One of the important features of the paper chart was the inability of the user to take away any information from the chart. The user was only permitted to add on to whatever was given. In the race to provide customization and clutter free interface on the relatively small ECDIS screen, manufacturers often permit the removal of critical information, which if not available at the right time can lead to loss of situational awareness on the part of the watchkeeper, leading to catastrophic results.
A constant check on the availability and accuracy of the feed from various critical instruments will have to be monitored for effective performance.
Continuous familiarization, training, feedback of navigational audits and inspections will lead to a better understanding and efficient use of ECDIS.
Specific mention is required of the system’s limitations and the need to become familiar with the approved manual for troubleshooting.
It is a given that the hardware along with the software has to be periodically upgraded or else the software may become too heavy for the existing hardware to cope with and can lead to system failure with the incorporation of newer features.
ECDIS maintenance is therefore incorporated into the vessels’ Planned Maintenance System according to the maker’s recommendations.
With an increase in automation and constant digital handshake via the Internet, cyber security systems are required to ensure that a critical system like ECDIS does not fall prey to malicious cyber attacks.
An excellent study contributing to the enhancement of ECDIS operation was published by MAIB & DMAIB in September 2021, titled “Application and usability of ECDIS, a MAIB and DMAIB collaborative study on ECDIS use from the perspective of practitioners”.
CONCLUSION
For any mariner used to the paper chart system, migration to a totally paperless ECDIS was a huge but ultimately beneficial change. In the same breath it has to be mentioned that modern watchkeepers have to keep up their guard against overdependence on this wonderful aid to navigation.
Over the last few years of its adoption ECDIS has proven itself more than worthy to take on the role of the lead equipment on the bridge for the watchkeeper.
ECDIS leads to safer navigation if configured, understood and used properly.
ACKNOWLEDGEMENTS
1.https://www.gov.uk/government/news/collaborative-study-on-the-application-andusability-of-ecdis-published “Application and usability of ECDIS, a MAIB and DMAIB collaborative study on ECDIS use from the perspective of practitioners”
Keep up & “share” the good work! This is the meaning of Best Practices.
Dear seafarers,
Over the past few years, the Shipping Industry has considered the process of collecting and circulating Best Practices to be a vital tool for continuously improving Safety Culture. During December 2020 a Health & Safety Campaign was launched to IDENTIFY, COLLECT and SHARE Safety Best Practices in common areas of Risk Assessment across the Company Fleet. The goal was to receive ONE Best Practice from each vessel per month for SIX months. That Campaign ended in June 2021 and another one commenced for the 2nd semester of 2021. This one will conclude by the end of December 2021. We have received your ideas and noticed quite a lot of enthusiasm across the Company fleet! Our shore personnel in the relevant Departments have reviewed all your Best Practices. All of your suggestions have been great. However, we needed to short list them so that we can easily share:
a. the more beneficial ones. There are 11 of these and they will
be circulated to the Fleet. Each vessel will choose whether to adopt them on board.
b. the Top 5 Best Practices, i.e. the winners of the award. These are published in our Wavelength Safety Bulletin. However, as it has been difficult to choose from among some very good cases, we have decided that there will be 9 finalists with the ideas coming from 8 different vessels. All 9 best practices will have to be implemented across the fleet.
c. From the 9 finalists, we chose the number ONE!
-As a token of our appreciation, all the Officers/Crew who were on board the specific vessels at the time when one of the Top Best Practices was suggested will be awarded an Internet card.
-The Officers/Crew on board the vessel providing the Top Best Practice will receive twice the aforementioned prize!
Top 9 Best Practices
M/T Alexia – • Safe Access to the Ship’s Manifold • Steps fabricated on board
M/T Yannis P. – • For the smooth, safe and fast operation of the WB spool piece installation, the vessel suggests installing a strong point at the next dry dock in the relevant position, abeam of the spool piece storage position.
M/T CE-Niriis – • Warnings signs ''MOORING LINES DO NOT CROSS'' posted on mooring lines while the vessel is at berth
M/V Alliance - • On the Engine Control Room Main Circuit Board, there should be added for all equipment an indication of kW. When one Aux. Generator is running and the EOW knows the maximum capacity for the AG, he can then start any other equipment as it will be easy to calculate if it is necessary to start one more generator or not.
Elli Moretti
M/V Alliance – • Lifting gears organised with markings and certificates with the S.W.L. indicated
M/V Apageon – • Use of a Retractable Type Fall Arrester at all times when taking draft M/T CE-Hamilton – • The safety harness always together with the life vest on stand- by at the gangway area during preparation before arrival and departure at ports
M/T Mikela P. – • A “tools stand” placed in the starboard mast-house with all essential tools- this is very useful during cargo/bunker hose connection /disconnection operations at the manifolds
M/T Mikela P. – • Always keep on stand-by in the Engine Control Room a tool box with essential instruments for the Duty Engineer.
Finally, the Top of the Top Best Practices chosen is:
M/T Merapi – • Lighting panel – “Let there be light”
We would like to congratulate our 2nd Officer JACOB THOMAS PRITISH for the meticulous preparation of the Best practice with the title “Let there be light”. This is a text extract from his excellent presentation: “On ships lighting systems are continuously monitored and checked and serviced on a timely basis; with due regard given to emergency lighting and backup systems.
Many times, it’s not completely conclusive through standard onboard safety familiarization the entire operation of lighting and control and current status especially on bridge. It takes time and experience eventually leading to an instinctual nature to find and illuminate a particular area of the vessel…. The OOW faces the typical scenario to go through the labels with a flashlight in dark hours to identify the right switch to toggle and relate, and at times, it is an experimentation process… Use numbers or color codes or a combination of both to identify the light ...”
(Detailed instructions on how to implement this best practice will be forwarded to the Fleet)
We would like to thank all our Seamen for taking the time, in addition to their various tasks, to observe and report best practices that will not only make their lives on board the vessel safer and easier but at the same time will also improve safety on board other vessels of the Fleet. Keep up & “share” the good work!
I wish you safe voyages and a safe return home, Elli Moretti
SAFETY FIRST!
A GOOD INCIDENT PREVENTION MECHANISM:
from the SQE Department
Let’s try to get rid of bureaucracy, mindless box ticking and simplify risk assessment and management of change processes!
We continue to see incidents within our industry where we could, and perhaps should, have better identified the risks and placed stronger mitigations/barriers in the Risk Assessment when planning the task.
When an incident occurs, we are not looking to blame individuals but instead, to better understand what went wrong. We need to find out what actually happened and what system changes we can make to improve our processes and procedures to help our colleagues on board carry out their tasks safely.
With fewer people on board our vessels today, Risk Assessments, Daily Work Planning meetings and Tool Box Talks are all integral to keeping our barriers in place and ensuring they are strong.In our effort to assist both shore employees and our Seafarers on board, we have created a new position in the SQE Dept., namely “RA and MOC Coordinator”. The goal is to carry out our RA & MOC in a timely manner by implementing useful control measures rather than spending time on DANAOS entries!
MESSAGE FROM THE CREW DEPARTMENT:
Onboard Promotions
The Company is in favour of the promotion of officers from within the fleet rather than hiring new crew from the open market. This is documented in Procedure 06 of the Company Procedures. The promotions are also measured against new recruits in a Company Key
In order to support the promotion of officers from within the fleet, senior officers on board are encouraged to train prospective officers for the duties of a higher rank. To achieve this, both the trainer/mentor and the prospective candidate for promotion need to take the extra time and effort required as this process goes above and beyond the normal duties and tasks of all those involved.
In order for the promotion to be considered, the Company requires that several criteria set out in Procedure 06 should be fulfilled. The most important of these are the time served in the present rank prior to promotion, the previous seafaring
We are happy to introduce our newest addition to the department, Ms. Maria Mothoniou (MAM):
“I graduated from Technological Institute of Athens from which I received a Beng diploma with the qualification of Naval Architect and Marine Engineer specializing in Marine engineering in 2016. I worked in a consultancy office as Junior Naval Architect for 3 years, and then I worked in a big shipping management company as Technical Managers’ assistant in Greece and later on as an Operator in the tanker fleet. Now I am working with you as the RA and MOC Coordinator.”
experience on the same size and type of vessel, and previous performance evaluations. In addition, it is equally important that the Master or Chief Engineer who proposes the promotion should remain on board with the promoted officer for at least 2 months after promotion.
The latter has been included so that the promoted officer can be observed by someone who is familiar with all the relevant particulars, the training history of the crew member and the new duties the crew member has to perform etc. This is highlighted for the attention of Masters and Chief Engineers so that they can develop the training on board and make a timely proposal for the promotion of an officer.
At the end of the day, it is very gratifying for all those who participated in the process to observe a promoted officer ascending the ranks and developing professionally.
Brgds Yannis K. Prokopiou
Yannis K. Prokopiou
Nostalgia
In recent years technology has made huge steps in all sectors, including the maritime industry. In this Nostalgia edition we will see the progress made in means of communication and on other operational equipment on board vessels as well as the risks involved.
Technology has made our lives easier, taking us from the days of Morse code, telex machines, telegraphs, typewriters, carbon papers and airmail to modern day computers, printers, scanners, emails and other online real time applications/ programs. I am sure the more experienced remember the time consuming and tiring procedure of sending/receiving messages on the telex and those long sheets of printed voyage orders! Everything is easier and simpler now, sitting comfortably at your desk, typing on your keyboard and sending messages with a click of the mouse.
There are three main reasons why vessels require communication: for navigation purposes, communication between ships or helping ships in need/saving lives at sea, and for obtaining information. You can understand how much technology has helped in all the above, with telephone communication, computers and the Internet setting milestones in communication. Until the discovery of radio waves, navigation was limited to what a seafarer could see or hear. During the age of sailing with the power of the wind, trumpets, flag signals and flares were the means of communication. And flying the national flag upside down is still an internationally recognized distress signal.
I am sure the more senior crew on board all remember the difficulties of communicating with their loved ones. The only means of communication was letters, which could only be sent when the vessel called at a port. Having to wait for weeks, or even months, to hear news from family and friends and sometimes only finding out important news well after it at had actually occurred must have been nerve racking. I am sure you can almost still feel the anxiety of not hearing from your family and the joy and strength that receiving a letter via airmail gave you. Luckily, technology now gives the crew on board vessels the opportunity for direct, efficient and regular communication with their families and loved ones.
Technology has improved and simplified things not only as far as communication is concerned (IT) but also in operation
technology (OT), meaning the technology of machines, equipment and software on board ships, with the invention of ECDIS, GPS, CCTV, Remote support for engines, Engine control and Dynamic positioning.
My first visit aboard a Marine Trust vessel, the Captain A. Stellatos in 2018, certified the progress made in IT and OT systems on board vessels. M/T Captain Stellatos, aframax 105,484 mt deadweight, built in 2010 was acquired from the historic company, India Steamship, in 2017 together with her sister vessels Merbabu, Semeru and Namrata. Constructed in Hyundai Heavy Industries and fully coated, she was named after, and in memory of, our former Marine Operations Manager, who passed away in 2015.
The Bridge seems quite complicated, but actually makes the seafarers life easier, as at the touch of a button, major operations such as steering/maneuvering the vessel can be carried out.
The M/T CE Wave’s (Aframax tanker built in 1992) radio room with telex
Just one view of a modern vessel’s bridge: marine radars, antennas
Left: Mr Fivos Christopoulos (Operations Manager) and right: Ms Eleftheria Lemontzoglou (Operator)
Nostalgia
The ECDIS, electronic chart system utilizes the GPS to greatly ease the navigator’s workload with its automatic capabilities such as passage planning, automatic ETA computation and ENC updating.
Radar system, the eyes of the navigator, minimizing the risk of collisions
Echo sounder, sonar used to determine the depth of the water, eliminating the method of measuring depth via lowering a sounding line until it touched bottom
Automated gauging, loading, discharging system saves time, effort and errors.
Unattended Machinery Spaces (UMS), a marine automation system for ship’s engine room
Modern technology in IT and OT systems has made working on board a vessel less complicated or at least that is what we think… While technology has saved a lot of time and effort, it also has its own pitfalls and dangers.
With the increase in software and automation, we continuously increase the risk of being exposed due to a leak in Cyber security. Cyber-attacks, cyber security policies and procedures are the new reality and a challenge for our seafarers nowadays.
A cyber security threat to IT would impose mainly a financial and reputational risk. However, a threat to OT could lead to loss of life and property as well as environmental damage!
Risk factors are limited education / awareness, age of technology
deployed, limited and irregular network connectivity. Typical targets are Ransom (vessel or crew), Cargo theft (while on board or once landed), theft of information and external damage. The direct targets are people and assets. Assets are usually targeted with Malware. People are usually targeted with Social Engineering. So, although sending emails via telex was a lengthy and tiring procedure or steering a vessel over the globe required an experienced and very capable Captain, there was no room for intrusion.
Nowadays technology has made our lives easier, but we always have to be aware, avoid complacency and maintain chronic unease in order to avoid the dangers that cyber reality hides.
At this point, as another Nostalgia edition comes to an end, I’d like to once again thank our Wavelength readers who have gained a vast interest in the Nostalgia section, as exhibited by their increasing participation in the collection of the material required to make this feature possible, which is nothing other than treasured and priceless memories captured by the click of a camera! So please keep up the good work and continue sending in the photos you have collected over the years (contact@wavelength.gr) so that we all have the chance to enjoy the story they have to tell .
b. Sliding pads on deck and tank piping
Sliding pads of phenolic resin or teflon are inserted between pipes and supports for longitudinally and transversely installed pipes on deck, cargo tanks and ballast tanks to prevent bimetallic contact corrosion, prolong the pipes and supports lifetime and maintain the deck’s good appearance.
c. Bolted type zinc anodes in ballast tanks
Bolted type zinc anodes are used in ballast tanks and preferred to welded type anodes, as they allow for easier installation. There is also another benefit of using bolts for connection which is that anodes are replaceable so no damage is caused to the ballast tanks surface coating, as is the case with welded type anodes.
d. GRP Ballast Pipes
Glass-reinforced plastics technology is applied in the ballast piping of various Company vessels such as in the HSHI Suezmaxes, NTS Capesize bulk carriers, sister vessels Apanemo, Apnoia and Sereno. There are many advantages to using this technology. These are as follows:
• Compared to the carbon steel pipes, GRP pipes have an elevated corrosion resistance because of the inert nature of the materials they are composed of. It is not unusual to design a GRP pipe for a working life of 50-60 years. GRP pipes can be designed to resist corrosion on the inside and outside. In fact, with the aid of an internal-external barrier, and the use of the correct resin barriers, the pipe can withstand varied corrosion environments
• A nother major benefit is lightweight construction. Typically, the weight of a GRP pipe is 1/4th to 1/8th of the weight of a steel pipe and is easy to install or modify. This means the costs of handling, shipping, long-haul transport and site installation are significantly lower.
• Ordinary GRP pipes don’t conduct electricity and consequently have much more beneficial electrical properties than their steel counterparts.
• Due to their composite structure, GRP pipes can be designed to exactly match the project requirements, leading to cost savings; an additional advantage of GRP pipes is the pressure absorption: they are designed to absorb 40% of the surge pressure, without the need to increase the pressure class.
• GRP pipes also possess a natural damping property. The fatigue endurance and strength to weight ratio are the key attributes associated with the replacement cost and the ability to design lightweight pipes.
• Thanks to their smooth inner surface, there is minimum friction loss, and they keep this characteristic throughout their entire service life.
• The last but not least feature of GRP pipes is their low maintenance, which comes from the fact that they don’t undergo the corrosive attack that the metallic counterparts do.
Eleftheria Lemontzoglou, Operator
Figure 24: Sliding pads
Figure 25: Zinc anodes of bolted type
Figure 26: GRP ballast pipe
[CONTINUED FROM PAGE 7]
Mental Well-Being
Make Yourself Happy Today and Every Day
"Happiness is when what you think, what you say, and what you do are in harmony." —Mahatma Gandhi
Make yourself happy and do it with no regrets. Happiness is a gift from life that you should protect daily. Life is a journey full of ups and downs, and everyone will have a share of joys, sadness, disappointment, and other kinds of feelings associated with living. Moreover, each encounter can help you discover how to make yourself happy. The secret to navigating through life’s challenges is by remaining happy intentionally and always wearing a smile because sadness does not help solve any problems. It is no surprise that most of the things you can do to make yourself happy revolve around finding happiness in yourself and not from other people. When you make your happiness dependent on someone else, you are very likely to get disappointed a lot. Likewise, when you attach your happiness to material things, you will never find happiness until you get that particular material thing you seek. Here are useful tips you can follow to make yourself happy.
1. Take a deep breath
Just one deep breath can turn down your “fight-or-flight” instinct and activate your “rest-and-restore” mode. Got 15 seconds more? Take another deep breath. You’ll feel even more content.
2. Only say nice things to yourself
You are happy when people say nice things, and it’s the same when you say nice things to yourself. When you say nice things to yourself, your mind reads that as a compliment and that will raise your mood and make you happy. Always say nice things to yourself even when you do something silly.
3. Find something in your day that triggers a feeling of gratitude
You have a job, you had a good breakfast, or you enjoyed reading your emails this morning. Absorb that feeling of gratitude for a few moments. Lingering on a positive experience helps embed it in your brain.
4. Understand that life is a process
People get depressed because they are unable to achieve unrealistic goals. It is essential to accept the way you are at every point and keep working towards your realistic goals. No time is too late to achieve what you want to make yourself happy.
5. Do not compare yourself to others
It is vital to remember that every person runs a different race, and one person’s life shouldn’t be used as a yardstick to judge your progress in life. You should learn to find happiness in the little things life has offered you, yourself and your family.
6. Always forgive yourself
By Chara Markatzinou
The right thing to do when you make a mistake is to sit down and analyse the whole issue. If you are wrong, admit your mistake and ask yourself questions like, “How can I be better next time?” Then, forgive yourself with a promise that when faced with a similar situation, you will make the right choice. This is important if you are determined to discover how to make yourself happy.
7. Appreciate yourself
Think of one thing you’ve already accomplished or handled well today or focus on a good quality you’ve demonstrated. Drawing your attention to your strengths will lift your spirits.
8. Find a positive meaning in negative events
If you experience a setback, can you find a rapid way to turn it into lemonade? Start by thinking about the setback as a challenge rather than a failure. That should take five seconds or less. In the remaining 25, begin to think about how to move forward.
Happiness is a now thing.
Don't wait until later to be happy.
9. Avoid people who make you feel bad about yourself
There are people who see no good in others and are toxic to people around them. They will only make you unhappy whenever you have close contact with them. Therefore, it is important to stay away from them if you want to be happy. Find more positive people to hang around with.
10. Prioritize your health
Working on maintaining overall health is a form of self-love as that is going to benefit you both physically and mentally. However, when you slip up, you shouldn’t go hard on yourself. It is okay to have that less healthy food your body craves as long as you don’t make it a habit.
11. Spend money on yourself
If you can afford the best clothes, then buy them for yourself and make yourself happy. You should make it a part of you to put yourself first. Try to spend money to get what you want regardless of the price today and see how happy it makes you feel.
12. Make the places you spend most of your time in as comfortable as possible
Being in a place that is as comfortable as you want it to be will give you the happiness that will affect your total well-being. So, buy that comfortable bed that has been on your mind or that furniture or appliance you have always wanted to buy if you want to be happy every day.
13. Take time out to have fun
Having fun now and then is very beneficial as it gives the brain the much-needed rest it deserves after work. It also improves your mood and makes you happier. So, take time away from work and go on vacation, to the beach, or any other place of interest that will keep your mind away from work for the time being.
14. Always have three square meals daily
When you stop skipping meals, you will be surprised to see the effect that can have on your overall mood. So, it is as essential to eat every meal as it is to know how to be happy.
15. Help people who are in need
Helping people who are in dire need is also a way of making you happy. It is essential to show love and care to the vulnerable members of society. An act of kindness has a way of making you feel fulfilled and happier.
"Spread love everywhere you go. Let no one ever come to you without leaving happier." —Mother Theresa
16. Smile
Many people think of happiness as something that comes from the inside, or from your mind to your behaviour. But happiness can also come from the outside, or from your actions to your mind. The deliberate decision to smile, for example, actually activates happiness-inducing chemicals.
Conclusion
Learning a new thing is just a tiny part of the work. Applying what has been learned is where the real challenge lies, and that is where a lot of people can falter.
Happiness is something every human should not be deprived of. A life without happiness is a tough one to live. These tips have shown some of the practices that can be applied to your everyday life to make yourself happy and help keep a smile on your face even when there is nothing much to smile ab out.
"Resolve to keep happy, and your joy and you shall form an invincible host against difficulties." —Helen Keller
The impact of climate change on seaports equates to a direct threat to sustainable trade and development. The validity of this statement can be supported through the fact that shipping accounts for a huge proportion of world trade, and that if climatic hazards such as rising sea levels and storm surges compromised access to ports, then access to global markets, supply chains and economic activity in coastal zones would be disrupted to varying degrees. Although a scientific link has been established between rising mean average global temperatures and the factors that have led to an increase in the intensity of extreme weather events, there are still those who play down or even deny the connection between human activity and climate change based simply on belief, and while belief-based knowledge claims should be respected, it is probably much more beneficial to examine the objective scientific evidence relating to climate change and human activity.
At the forefront of research into climate change is the World Meteorological Organization (WMO). In an effort to obtain a broad view of climate on a global scale, the WMO have utilized seven climate indicators to monitor atmospheric composition, the energy changes that accompany the accumulation of greenhouse gases and the responses of land, oceans and ice to such changes. The flow chart below indicates how the cause and effect relationships are created by increased levels of greenhouse gases.
Greater chances of forest fires that remove an absorber of carbon
Greenhouse gas concentra�ons ([CO2], [CH4] and [N2O] con�nue to reach new heights
Thawing permafrost can lead to the release of CH4
Heatwaves lead to drought
Mean average global temperatures con�nue to rise
Higher temperatures in glacial regions causes ice sheets to melt more and more quickly
Less ice means less heat reflected away from Earth
Though the chart is a simplified and far from exhaustive version of what is happening as a result of global warming, it shows that our oceans are profoundly affected by more energy being retained by the Earth due to increasing greenhouse gas concentrations. This is borne out by the fact that the high impact events of the past few years like heatwaves, droughts, tropical cyclones and hurricanes have drastically increased the risk of coastal flooding that can cause severe disruption to port operations.
It must also be pointed out the effects of global warming are disproportionately cumulative. In other words, a rise of 0.2oC in the mean average global temperature will have a greater impact on the global climate than the previous 0.2oC rise did. With this in mind, it is imperative that ports, especially those considered the most vulnerable, should invest in climate
Increased rates of evapora�on causes heavier rainfall, floods and high intensity monsoons
resilience planning, the principles of which were highlighted in a report published about the closure of the New York/New Jersey container port in wake of Hurricane Sandy, which struck in 2012.
The report on the seven-day closure emphasized the necessity for a fit for purpose risk assessment and a resilience assessment. With regard to the former, the report accepted that evaluating risk becomes increasingly complex as the vulnerability of ports to the consequences of climate change increases. It is therefore recommended that risk assessments should be subject to change according to the observed trends in weather patterns that threaten to disrupt port operations. As far as resilience assessment is concerned, the report highlighted the need to remove chokepoints, enhance agility, create robust systems, ensure that there are always sufficient
supplies available and develop a collaboration culture. From these needs the authors of the report identified four basic principles of port resiliency.
These are as follows:
1.The main goal of resiliency is to make safety of life the top priority.
2.There should be plans in place for strong communication systems between those in leadership positions and the staff.
3.There should be a continual re-evaluation of procedures based on the frequency of severe weather events.
4.Training and emergency exercises must become an integral part of port culture.
Rise in Sea Levels from 1993 to 2019 Courtesy of: https://library.wmo.int/
Apart from posing a direct threat to port operations, climate change is likely to exacerbate other potential threats. One of these stems from the upcoming changes in the Moon’s orbit. Known about since about 1728 and termed the Moon ‘wobble’, these changes last for just under 19 years and occur in two phases. In the second phase of the cycle, the Moon causes high tides to become higher. According to NASA and other organizations like NOAA, this phase is set to peak in the middle of the next decade by which time sea levels will have reached new highs.
To put this threat into perspective, figures released by the two aforementioned organizations clearly indicate the necessity for risk assessors to take warnings seriously and act accordingly. Statistics such as a record 600 high tide floods being reported in the US in 2019, and US coastal communities witnessing twice as many high-tide flooding days between May 2020 and April 2021 as were witnessed twenty years ago reveal that this increase in the frequency of coastal flooding will continue and will become a greater threat during the tide amplifying phase of the lunar cycle. Moreover, this phase, which in all probability will cause month-long floods to occur in clusters, will result in variations in the heights by which high tides will rise. This is because the gravitational pull that can affect tides varies depending upon the degree of alignment of the Earth, Moon and Sun. So, under specific conditions, the effect can become more severe and cause more extensive flooding.
It is quite apparent that increasing port resilience to the effects of climate change is dependent on preparedness. Fortunately, agencies such as the WMO, NASA and NOAA are able to provide invaluable and reliable information regarding extreme weather events that risk assessors can act upon. If their recommendations are heeded and ports are able to absorb the shock of such an event by implementing protective measures together with a rapid and cost-effective recovery plan, losses and disruption can be kept to a minimum.
One of the most recognizable consequences of increasing sea temperatures is the destruction of coral reefs. The destructive process, which is known as bleaching, occurs when a symbiotic relationship is terminated and the coral becomes a skeletal entity that is highly susceptible for disease and death. A coral’s symbiosis with algae that provide it with energy and create its colour is possible as the animal cells in a coral provide a safe haven for the algae. However, when bleaching occurs, the algae from some coral species are lost, causing the coral to turn white.
A healthy coral reef Source: en.wikipedia.org Courtesy
Flooded New York Container Terminal Source: http://www.utrc2.org/
The death of a coral reef in this way deprives fish of a habitat, nursery and spawning ground. If the fish disappear, people are deprived of a livelihood and food. Tourism is also affected as scuba-diving visitors will disappear, and the biodiversity and beauty which attracts them in the first place will be lost. What is more, a barren coral reef full of skeletal remains will no longer afford the coastline protection from storms and erosion. In short, the loss of coral reefs is nothing short of catastrophic.
Although warming seas present a real and present threat to coral reefs, researchers have made some significant findings that could save these unique marine environments. One study conducted at the Universities of Hawaii and Michigan State was able to determine that those species of coral that suffered from bleaching contained algae with more unsaturated lipids while those that resisted bleaching had predominantly saturated lipids.
Another study led by a researcher from the University of Pennsylvania dovetailed the one above. In this study, the aim was to discover whether corals resistant to bleaching could be used as a founding population to restore reefs after a bleaching event. The research team relocated hardy corals to a new environment to discover whether their resilience would be compromised by the potential stress of moving to a new location with a different flow rate, light intensity and nutrient availability. After spending six months at their new home, the corals were subject to tests like their rate of metabolism and photosynthesis that would reveal whether their health had suffered as a result of their move. The study was replicated
Food Culture
Pastitsio
In the early 16th century, Italian cooks recorded recipes of several baked savoury pies which were known as pasticcio. Given the similarity of name, it would be reasonable to assume that the dish known as pastitsio, an iconic Greek creation, is named after and inspired by its Italian predecessor.
The original Italian meal came in several different forms with the filling comprising of different meats such as pork or beef and in some cases even fish. It also contained lasagne in its flat form and a crusty topping. From this dish emerged the present form of the Greek version courtesy of the Greek chef, Nikolaos Tselementes, who brought pastitsio into Greek homes at the beginning of the 19th century.
The French-trained chef made three major changes to the Italian pie before it was adopted into the Hellenic culinary culture. Firstly, the bottom layer saw the flat pasta being replaced with a tubular form. Secondly, the filling in the middle layer came in the form of ground beef or lamb. Pork was used to a lesser extent, and there was certainly no chance of fish being used as a major protein source. Thirdly, the crusty Italian topping gave way to one of béchamel. Other ingredients included cheese, eggs, onions, carrots, garlic, cinnamon, salt, pepper, olive oil, thyme, bay leaves and, of course, tomato sauce.
several times. On each occasion, the coral remained healthy and maintained its resilience.
The loss of coral reefs is a cause for great concern. Therefore, it is a hoped that the findings mentioned above and those made by other institutions like the King Abdullah University of Science and Technology and the Hawaiian Institute of Marine Biology will allow for strategies that keep reef loss to an absolute minimum to be widely adopted.
Source: www.scitechdaily.com
Source: www.thehungrybites.com
Today, pastitsio, which has been dubbed Greek lasagne, is enjoyed worldwide. The creamy cheese baked pasta dish constitutes a hearty meal and is, therefore, particularly appealing to those who engage in physically demanding work. It has also been categorized as a comfort food, and together with a Greek salad and fresh crusty bread, can satisfy a wide variety of palates. So, if you want a meal that is tasty, makes you feel good and gives you energy, pastitsio may well tick all the boxes.
Bleached coral: A stark contrast to a healthy reef Source: en.wikipedia.org
Legacy of the Aymara
Journeying into a mountainous region in search of individuals with unique boatbuilding skills may appear to be something of a lost cause. However, if the mountainous range in question is the Andes and the destination is Lake Titicaca, then such a journey would be one well worth undertaking. This is because one of the islands on the 8,372km2 lake that straddles the BoliviaPeru border at an altitude of 3812m is considered ‘the cradle of the region’s boatbuilding culture’.
The island of Suriqui, one of over forty on Lake Titicaca, which is the highest navigable lake in the world, is now home to only a handful of master boatbuilders who construct their craft from tortora reeds. The boats they build give an insight into how the Aymara people lived, particularly with regard to how they travelled, fished and hunted. As such, it is important to preserve a culture that has been handed down for centuries and is a source of pride for indigenous people in the region.
The art of making reed boats on Lake Titicaca has changed little over time, and it is still labour intensive with only a few hand tools being used. The first phase of the process begins with the selection of tortora reeds according to size and quality. Once this has been done, the reeds are cut several feet below the surface of the water with either a scythe or a long pole with a knife attached to it. The gathered reeds are separated into bundles and left to dry for three to four weeks in the sun. The larger bundles are about 1.5m in circumference and 15m long for a boat of that length. Such a boat that is 5m wide and 2m high requires around 300 bundles containing some 1.8 million reeds. Its total weight reaches 12 tons and it requires just 38 cm of water to float.
When the tortora reeds have dried and rope made from prairie grass has been woven, building the hull can begin. The outer part and the inner part of the hull are formed from the large bundles of tortora reeds. Between these are heart bundles, each of which consists of three tortora rolls stacked together. They are joined by a rope which is wrapped around the left bundle and the heart bundle, and a second rope which is wrapped around the right bundle and the heart bundle. A wooden instrument called a crochete is used to pull the rope around the bundles. This wrapping of the rope around the bundles occurs at intervals of around 30cm for the entire
length of the boat. Once the bundles have all been joined in this way, the ropes are tightened several times until the heart bundles can no longer be seen and a solid hull has been formed.
Diagram showing building method: A 2 large bundles B heart bundle C gunwhales Source: www.penn.museum
To the top edges of the hull cigar-shaped rolls of tortora reeds are placed and secured with rope. The crescent shape of the vessel is achieved by using a rather crude yet effective tool that allows the builder to ‘mould’ the reeds into the desired form. The whole building process requires 2.5 months for a 15-metre long boat, which is significantly larger than the average length of such a boat, known as a “thunupa”. Much smaller boats can be built in just three weeks, but whatever the size, its operational lifespan is between twelve months and two years, which is the time taken for the reeds to become saturated with water and no longer buoyant. The deck is normally made from bamboo by other workers who also erect masts and construct shelter.
The craft of building boats from tortora reeds has been in real danger of dying out over the past 80 years, but has managed to come back from the brink. In the late 1940s, for example, very few boats were being built and master craftsmen were at risk of losing their trade. However, they were given a boost by the Kon Tiki expedition and Thor Heyerdahl approaching the craftsmen of Lake Titicaca in 1969 after he blamed the failure of a transatlantic crossing on substandard construction. After winning a competition organised by Heyerdahl, Demetrio Limachi and his family went to Morocco to build Ra II, which made a successful crossing. The team was also invited to Iran, Spain, Denmark and Norway to construct other boats, thereby achieving widespread recognition and giving a boost to their craft.
More recently, there has been a further threat to the craft in the form of a faster means of transport, namely the wooden boat (often powered by an engine) or larger tourist boats that whizz around the lake to the floating islands, which are also made of tortora reeds. Fortunately, an ongoing interest from adventurers and historians together with the efforts of former Bolivian President, Evo Morales (2006-2019), who was his country’s first indigenous leader and the initiator of a cultural resurgence, has kept the craft alive.
For their part, the craftsmen have promoted their boats by sending them to expeditions and museums. They have also prioritized handing down the skills they learnt from their fathers and grandfathers. So, hopefully, the admirable efforts of those intent on preserving the culture of building tortora reed boats will be rewarded. After all, their forefathers were engaged in sustainable practices long before the word ‘sustainability’ became a buzzword for a moral, eco-friendly approach to plying a trade.
Strait, or Bosporus Strait, which is preferred by those who want to keep the modern name as close as possible to its original Ancient Greek equivalent, is the world’s narrowest strait used for international navigation and one of the world’s busiest maritime passages. Located in northwest Turkey, the Bosphorus Strait connects the Black Sea to the Sea of Marmara, which is a gateway to the Atlantic via the Dardanelles, the Aegean Sea and the Mediterranean Sea.
There has been some controversy with regard to how the Turkish waterway was formed, but the most widely accepted explanation is the Black Sea deluge hypothesis, which was put forward in 1997. This hypothesis states that at the end of the last Ice Age, there was a great melt that caused the ocean to rise by 72.5m (238ft) and led to the Sea of Marmara breaching through to the Black Sea, which at that time was a body of fresh water. The most recent estimate of when this happened dates the event to 6300 BCE.
Today, this vitally important body of water is 30km (19 miles) in length. Its width ranges from 0.8km (0.5 miles) to 3.7km (2.3 miles) and its depth varies between 36.5 (120ft) and 124m (408ft). The Bosphorus Strait has two strong currents.
One, the main surface current, carries water from the Black Sea to the Mediterranean via the Sea of Marmara. The other is a subsurface counter current. The combination of these two currents, which vary in strength, create swirls and eddies that can make navigation difficult. There are also prevailing northsouth winds that can exacerbate conditions.
An indication of how busy the Bosphorus Strait is can be gained from the 2019 maritime traffic figures. In that year over 41,000 vessels carrying about 640 million gross tons of cargo passed through the link from the Black Sea to the Sea of Marmara and vice versa. The majority of vessels utilized the services of a harbour pilot and general cargo vessels outnumbered tankers by just over 2:1. In addition to cargo ships, the Bosphorus Strait is frequented by ferries and private speed boats. Moreover, the fact that the Bosphorus Strait is an important migratory route for several species of fish makes the waterway even busier. Currently, there are plans to alleviate this situation by the construction of channels alongside the Strait, whose wooded shores dotted with quaint villages make it an unusually picturesque maritime route.
A spectacular image of one of the bridges spanning the Bosphorus as seen from the M/V Nilos
1. Make the names of two countries using all the letters in the following sentence: I MADE AN ANT, GUV.
2. The letters in the chemical symbols for argon, europium, phosphorus and silicon can be rearranged to form the name of a Mediterranean port. What is the name of the port?
3. I share my name with an English city. When you don’t clean me, I’m not at all pretty. I can be made from many things, and in races I can rise up as if I had wings. What am I?
4. Which three-letter word can be used to complete the following words? S _ _ _ F, S _ _ _ CE, DIS _ _ _ D and UN _ _ _ ING.
5. Mathew’s favourite animal is the wallaby. The countries he’d most like to visit are Greece, Cameroon and the Philippines. He likes cotton shirts and his favourite band of all time is Thin
1. When was the Shipping Registry of Madeira established?
A. 1982 B. 1985 C. 1989 D. 1993
2. In which part of Australia are most iron ore ports located?
A. North B. South C. East D. West
3. How long ago is the Arabian Sea believed to have been formed?
A. 50 million years B. 70 million years
C. 100 million years D. 120 million years
4. Liquid mercury is a hazardous material. What is the chemical symbol for mercury?
A. M B. Me C. Hm D. Hg
5. Where did Ernest Shackleton board the Endurance prior to her departure for the Antarctic?
A. Buenos Aires B. South Georgia C. Plymouth D. Sandefjord
Lizzy. By the same token, which exotic fruit does he prefer: jackfruit or passion fruit? Why?
6. Which five-letter word can be placed after the words to the left and before the words to the right?
CHARITY - - - -SCHEDULE SHORT ETHIC
DIRTY PERMIT
7. In 5 steps change the word REST to WORK by changing one letter at a time to form intermediate words.
8. What is the next number in the following sequence? 1,2,6,21,88,445
6. Manila is an important port city. From what is the name of the Philippine capital derived?
A. an animal B. a plant C. an insect D. a tribe
7. How long is the Suez Canal?
A. 120 miles B. 140 miles
C. 160 miles D. 190 miles
8. Which of the following components cannot be responsible when the main engine turns on the starting air but stops after receiving the order to run on fuel?
A. the manoeuvering gear B. the solenoid valve coil
C. the governor D. the puncture valve
9. In which year was the MARPOL Convention adopted?
A. 1969 B. 1973 C. 1978 D. 1981
10.Which of the following ports is the closest to the Greenwich meridian?
A. Cotonou, Benin B. Oostende, Belgium C. Castellon, Spain D. Toulon, France
1. A property of GRP pipes (7)
2. ECDIS can contribute to this (7)
3. Vessel with 2 best practice ideas (8)
4. Highest navigable lake (8)
5. Survivor of Perseus sinking (4,5)
6. Greenhouse gas (7)
Survival at Sea
On 6th December 1941, HMS Perseus, a Royal Navy submarine, surfaced about 3km off the coast of the Greek island of Kefalonia. Under the cover of darkness the sub was recharging batteries in an area notoriously dangerous for submarines. Around 40% of these vessels were sunk during their exploits in this stretch of water, and it was common knowledge that when a sub ended up at the bottom of the sea, the chances of survival for those on board were almost nonexistent.
HMS Perseus (N36)
Source: wikipedia.org
While the batteries were being recharged, most of the 59 crew and 2 passengers were relaxing, and probably pushing the thought of being sunk as far from their minds as possible. Among those on board was John Capes, a 31-year-old Navy stoker whose destination was Alexandria. He was lying down in a makeshift bunk that had been made from a torpedo when an explosion rocked the submarine. His bunk moved up and he was sent flying. As he picked himself up, he grabbed a torch. With it Capes was able to discern victims of the blast that he believed had been caused by a mine, and although the explosion had plunged the HMS Perseus into darkness, he became aware that rising waters were putting him in grave danger.
In his account of the incident, Capes stated that he dragged three crew members to a canvas trunk beneath the escape hatch and fitted them with the Davis Submarine Escape Apparatus, which consisted of a rubber lung with an oxygen bottle, a mouthpiece and goggles. He then took a swig of rum from a bottle before ensuring his own escape apparatus was in place, observed that the depth gauge read 270ft, flooded the compartment and released the bolts on the hatch, allowing him and his injured fellow stokers to leave the vessel. Shortly afterwards he found himself alive at the surface. His fellow stokers were not so lucky. In the darkness, he was able to see white cliffs. He instinctively swam towards them.
The following morning, two fishermen found Capes on the beach. They took him to safety, and for the next eighteen months the Kefalonians kept him hidden from the Italian occupiers, and were willing to share what little food they had with him. Eventually, in May 1943, he departed the island for Turkey on a fishing boat as part of an escape plan supported by the Royal Navy. The plan was fraught with danger for all concerned, but Capes managed to return to the submarine service.
John Capes
Source: imdb.com
was awarded a medal for his escape, but there were those who doubted his story and disputed his right to the medal. Their doubt was based on three points. Firstly, he was not on the crew list of the HMS Perseus. Secondly, there were no witnesses to corroborate his account. Thirdly, Capes had built a reputation for telling tall stories to entertain his fellow servicemen. Sadly, the controversy remained up until his death in 1985.
Twelve years later, Kostas Thoctarides and his dive team explored the sunken HMS Perseus, which lay at a depth of 52m (170.6ft). During the dive, Mr Thoctarides found the empty torpedo bunk, the blitz bottle from which Capes had drunk the fortifying rum and the depth gauge registering 270ft, an error resulting from damage caused by the blast. In a book about the discovery, which was written by Kostas Thoctarides and Rena Giatropoulou there was also further proof given in that the hatch from which John Capes had escaped was open and that Capes’s general description of the compartment tied in with what the dive team found.
Today, divers still visit the wreck of HMS Perseus, and in all probability become familiar with John Capes’s survival story, which also pays homage to the brave Kefalonians who assisted Capes at great risk to themselves. Perhaps it is a pity that Capes did not have his account verified during his lifetime, but his name will always be synonymous with a great survival story.
