Editorial
Dear seafarers,
Prior to receiving contributions for this issue, I had on my list of topics for this editorial the concept of ‘connecting’. It seems that this concept was also on the minds of the contributors as evidenced in the contents of their articles.
I would like to begin with the notion of self-connection, which has been defined as remaining in touch with oneself irrespective of external variables. This definition is particularly relevant to the Crew Department article, submitted by a new contributor, Yannis Razis, as self-connection is fundamental in the current Covid-19 climate if self-isolation rules are to be diligently adhered to. The concept of self-connection, which may be regarded as underpinning all the other aspects of connecting, has also been viewed as an awakening by Carl Gustav Jung and a privilege of self-discovery by Yogi Bhajan. As such, it is fundamental to the successful implementation of New Year’s resolutions, which is the topic of this issue’s Mental Well-Being section.
Another aspect of connecting is seized upon in the Safety First and Nostalgia articles. In the former, a need for connecting with our family, friends and colleagues through face-to-face interaction is highlighted. It is a need that is at the core of humankind’s social nature and one that must be addressed. Fortunately, as pointed out by Elli Moretti, the Web Forum experience showed that connecting via the Internet can, for the time being, fill the void that the pandemic has created. The Nostalgia section, which Chara Markatzinou has now assumed responsibility for, follows suit. The photos of travelling without restrictions bring home today’s inability to connect freely and carefreely with those dear to us. However, they also indicate what we can hopefully look forward to in the near future.
Other articles have proved that powerful connections can be made with our creations and the natural world as well. In the Technical submission, new contributor, Yannis Vakkas, openly professes his strong connection with ships. It is the type of connection that allows for a merging of one’s vocation and avocation, which is, as Robert Frost alluded to, the ultimate aim of anyone who wishes to see work as something that brings fulfilment and contentment.
I strongly suspect that he is far from alone in this respect if the enthusiastic tone in the other contributions is anything to go by. And it is not only the contributors who display this enthusiasm. In the Web Forum section with messages from our Seafarers, one individual, ASD Roales on M/V Apageon, clearly indicated his mental and emotional connection to Cenmar, a sentiment that I am sure is shared by his colleagues across the Fleet.
Our connection with the natural world is highlighted in the Environmental section, in which the work of four organizations is briefly described. The members of these organizations have developed such a close connection with our seas that they have championed the aim of regenerating marine environments for the benefit of not only those who are directly dependent on them for their very survival but for humanity as a whole. The Bodies of Water section reinforces the importance of such a connection as it describes how countries bordering the Baltic Sea have come together for the good of a shared natural environment.
If we look hard enough, we can see connections everywhere. We may even be able to connect with people we have never met or heard of. This is demonstrated in the Marine Operations section in which another new contributor, Yannis Romanidis, and Captain Prashant Kumar focus on how necessary it is to connect with regulators and inspectors if we are to recognize the importance of vetting inspections. This wide range of positive connections that we can forge and foster bears testament to how we can lead fuller, healthier and happier lives. So, it would seem reasonable to conclude that it is always a good idea to develop and nurture a connection with anyone or anything that can impact positively on you as a human being.
I sincerely hope that you enjoy this issue of Wavelength. If you have any comments, suggestions, one of which will become a regular feature from the next issue, or questions regarding the content, please do not hesitate to contact me at contact@wavelength.gr.
New Addition to the Fleet Company News
Best wishes, Nick Seaman
We are happy to announce that M/T Agios Nikolaos has joined the fleet. The vessel is an oil/chemical tanker (MR2, IMO II type) of 49,988 DWT, built by Hyundai Mipo, Korea in 2018. She is the most modern vessel in the fleet, coming in 16 months younger than M/V Danae. However, she will only hold this title till July 2022, when the first suezmax newbuilding is delivered from Hyundai Heavy Industries. The ship’s name is Greek for St. Nicholas, the patron saint and protector of seafarers, and we hope that this name will bring good luck and safe seas to her and her crew. Capt. Yashlok Kumar has taken over command of the vessel, which is manned by an experienced crew from India and the Philippines. We wish them calm seas and safe voyages!
bulletin do not necessarily reflect those of the publishers. Editor: Nicholas Seaman • Email: contact@wavelength.gr
Milestones with the Company
We wish to acknowledge and congratulate our shore employees that have reached a significant working anniversary with our group during the past quarter, namely:
Completing 25 years with the Company
Completing 15 years with the Company
Completing 10 years with the Company
We praise you for your hard work and thank you for your loyalty!
Christmas 2021
December saw the traditional decorating of the Christmas tree at Head Office. As always, our creative office staff take the major credit for this demanding task, but they also had to recruit helpers for some special assignments. We wish you and your families health, happiness, peace and prosperity in the coming New Year. We hope that all our seafaring and shore staff have a safe and relaxing holiday season, and may 2022 be the year that gets us back on course.
Some of the decoration participants, from left to right: Maria Vamvaka (Reception), Katerina Sapoznikova (Reception), Margarita Tsaousi (Fleet Marops Supervisor) and Maria Malegou (Insurance and Freight Collection)
Anthony Lambros was recruited for the hazardous task of placing the star on top of the Christmas tree!
Margarita Tsaousi, Marops Fleet Supervisor
Telis (Aristotelis) Madenzis, Accounting Dept
Spyros Trikaliotis, Superintendent Electrician
Elina (Eleftheria) Bouskou, Technical Reporting Assistant
Christos Kartsonas, Superintendent Engineer Andreas Chandris, Marops Fleet Supervisor
Technical Vessels & Marine Technologies of the Future
If you are a car-lover, you certainly know of the Geneva International Motor Show, where the latest automotive technologies and most innovative cars are presented. Being a ship-lover, I started writing these lines in the hope that it would be possible to present a summary of future technologies that will be applied in Shipping so that we can gain an insight into how what the “Vessel of the Future” will look like.
However, after several hours in front of my laptop trying to write the article, I can admit that this was a futile effort. The conclusion was that due to the number of innovative technologies and the complexity of the Maritime sector, it would be necessary to have several Wavelength issues dedicated only to this subject in order to have a more informative view on forthcoming technologies.
Although having a pure technical “Wavelength” edition dedicated to shipbuilding and “Green” technologies might look perfect and very interesting for the writer, it should be acknowledged that the Editor (and maybe others) might raise objections. Therefore, we request your contribution in order to address the items which the readers consider most interesting.
a. Engine derating and tuning
This technology refers to the reduction of an engine's output and consequently, the reduction of the total fuel consumption by improving the match between the operational speed and optimization speed.
d. Hybrid shaft generator
The Hybrid Shaft Generator (HSG) uses Active Front End (AFE) technology, so fixed engine rpm is not required. The switchboard sees a constant voltage and frequency, and the correct phase angle to match the other generator sets running in parallel.
By Yannis Vakkas
In this respect, please review the infographic below that indicates some of the future technologies and visit the online questionnaire created in order for you to choose from each category which of the new technologies you would like to be analyzed in detail for the next issue of Wavelength.
The questionnaire is divided into five (5) parts, covering the following sections, with each section having various technologies for the reader’s selection. Below you may find a list of technologies with a short description for each one.
Machinery Technologies:
b. Speed control pumps and fans
Engine Room ventilation fans and Sea water pumps are being controlled with a Variable Frequency Drive (VFD) in order to meet the normal onboard operational condition, which is usually far below the extreme designed ones, thereby achieving increased energy savings.
e. Waste Heat recovery
Waste heat recovery systems recover the thermal energy from the exhaust gas and convert it into electrical energy, while the residual heat can further be used for ship services (such as steam and hot water). The system can consist of an exhaust gas/oil fired boiler, a power turbine and/or a steam turbine with an alternator.
c. Variable speed electric power generation
Variable speed power generation can provide significant fuel savings with diesel electric propulsion when the operational profile of the vessel has a lot of variation in speed and power demand. This concept enables optimization of the total fuel consumption of a vessel by adjusting the rotational speed of the main engines and the system’s frequency to vary within the specified range.
f. High efficiency Boilers and Purifiers
High efficiency Boilers come with the Energy Management System, which reduces fuel use by prioritizing heat distribution according to the needs of connected consumers. Furthermore, new hybrid boiler constructions are under development. New types of purifiers combine the low sludge output, high efficiency and low operating costs.
a. NOx treatment (Selective Catalytic Reduction & Exhaust Gas Recirculation)
The following technologies are available to meet the IMO Tier III NOx limits:
• Selective Catalytic Reduction (SCR) by installing an SCR reactor. In the reactor, NOx is reduced catalytically by ammonia (as urea) to nitrogen and water. According to the reactor’s position, there are two types of SCR systems:
a. High Pressure/HP, with the reactor installed before the turbocharger and
b. Low Pressure/LP, with the reactor installed after the turbocharger.
• Exhaust Gas Recirculation is applied by recirculating a proportion of the exhaust gas from the Main Engine exhaust receiver to the scavenge air via a dedicated closed loop scrubber, which removes contaminants (PM, sulphur oxides etc.)
Engine Efficiency & Emissions after Treatment
c. Dual fuel engines
Dual-fuel engines are the diesel 2- or 4-stroke engines that can run on both gaseous and liquid fuels, including cleaner fuels like natural gas, LNG, methanol, LPG and ammonia, plus a wide range of biofuels.
b. SOx Scrubbers
SOx scrubbers are installed in order to clean exhaust gases and reduce SOx emissions. Three (3) types are commonly available: open loop, closed loop and hybrid type.
The principle is the same for all types. When exhaust gas enters the system, it is sprayed with water. The SOx reacts with water to form sulphuric acid.
d. New turbocharging technologies
Various turbocharging technologies have been developed over the last decades.
New type T/Cs are of the compact type with high turbocharging efficiency resulting in reduced exhaust emissions and lower fuel consumption for the M/E.
Also on the market there are hybrid turbochargers, which are optimized for waste energy recovery and fuel saving. Exhaust gas energy is recovered to turn the compressor, which supplies scavenge air to the Main Engine and also generates electricity through an alternator incorporated in the turbocharger.
Alternative Energy Sources and Fuels
a. Solar power: Solar panels are devices that convert light from the sun into electricity. Recent advances in solar cell and photovoltaic (PV) module technologies have led to solar power becoming a cost effective fuel reduction option for smaller vessels such as pleasure boats, ferries, etc. However, on large ships the amount of fuel saved through the use of solar power alone is relatively small. So, the idea of a commercially viable solar ship seems impractical at the moment.
b. Wind power: Rotor sails are the evolution of rigid sails installed back in the 80s due to the oil crisis in the 70s. Rotor sails are comprised of vertical cylinders which, when driven to rotate, harness the renewable power of the wind to propel ships. The principle of operation for these highly efficient mechanical sails is based on the aerodynamic phenomenon known as the Magnus Effect, which provides additional thrust to vessels and delivers significant fuel and emission savings.
c. Batteries: Fully electric ships represent a leap forward in power system design, but at present they are only feasible in limited applications such as short-sea shipping. However, the introduction of batteries enables a selection of smaller engine sizes that can operate for a longer time under optimal loads due to the additional power provided from the batteries when required (peak loads). Furthermore, for vessels with electric cranes and other electrical cargo equipment, batteries can present significant advantages. Alternatively, in operating
conditions requiring low loads, the vessel may be able to operate on battery power alone, thereby reducing engine running hours, fuel and maintenance costs.
d. Fuel cells: Fuel cells offer high electrical efficiency, as well as lower noise and vibration than conventional engines. The primary parts of a fuel cell power system are the fuel cells themselves, which convert the chemical energy stored in the fuel directly into electrical and thermal energy by electrochemical oxidation.
There are various fuel cell technologies under development. The three (3) most promising fuel cell technologies for maritime use are the high-temperature proton exchange membrane fuel cell (HT-PEMFC), low-temperature proton exchange membrane fuel cell (LT-PEMFC), and solid oxide fuel cell (SOFC).
e. Biofuels: Biofuels are produced from biomass (primary or residues) that are converted into liquid or gaseous fuels.
A wide variety of procedures exist for the production of conventional (first-generation) and advanced (second and thirdgeneration) biofuels.The most promising biofuels for ships are LBG (liquid biogas, which primarily consists of methane) and biodiesel (e.g. HVO – hydrotreated vegetable oil, BTL – biomass-to-liquids, FAME –fatty acid methyl ester).
SVO (straight vegetable oil) is the most appropriate replacement for HSFO, while Biodiesel may replace MDO/MGO and LBG may replace fossil LNG.
f. LNG / Ethanol / Methanol / Ammonia:
Liquefied natural gas (LNG) has as a main component methane (CH4) and it is considered as an “intermediate/transitional” fuel in view of IMO’s decarbonization strategy. Ethane, Methanol and LPG have already been implemented widely in new engines, and these fuels will be sufficient to reach IMO’s decarbonization goals for 2030 and 2050 in combination with efficiency improvements and vessel speed reductions.
A very promising zero-carbon hydrogen based fuel for the future market is Ammonia and major engine builders plan to develop engines by 2024 based on this fuel. Hydrogen is also considered an alternative fuel. However, just recently the major engine builder MAN-ES announced that they do not plan to develop an engine operating on Hydrogen and will concentrate on developing engines operating on ammonia.
g. Water in oil:
When applying Fuel-Water-Emulsion (FWE), freshwater is mixed with the fuel on board the vessel before the mixture is injected into the engine’s combustion chamber. The water evaporation in direct proximity to the injected fuel causes local cooling of the combustion in the cylinder, thus lowering NOx formation.
Research results have shown that each percentage point of water that is mixed with the fuel reduces NOx emissions at approximately the same rate. On the other hand, the stability of the emulsion is still under investigation.
Operations/Maintenance
a. Autonomous / Remotely operated Ships
This field is a wide one, with many different automation applications and concepts that could benefit the maritime industry. These range from completely unmanned ships, to vessels that are remotecontrolled from land-based virtual Bridges, to support systems and sensors that warn the crew before a collision or help to optimize navigation and operations. Despite the fact that this is an exciting technology, various voices of concern are being heard in connection with regulatory, cybersecurity and safety issues.
c. Just in time arrival
In cases where the schedules for berthing and cargo handling at ports are notified in advance, the vessel must control/reduce its voyage speed at sea to save waiting time in ports and thus save fuel and emissions. In this respect, waiting time in ports, turnaround time and Greenhouse Gas Emissions could be reduced.
b. Smart Ship
SmartShip, a project funded by the European Union with various partners, intends to offer a multi-layer optimization in the fields of energy efficiency, emissions control management and fuel consumption with full respect to the implementation of the requirements of the maritime sector.
SmartShip will take advantage of available technologies and will deliver a holistic cloud-based maritime performance and monitoring system, for the entire ship’s lifecycle, aimed at optimizing emissions reduction, energy efficiency and fuel consumption for an environmental friendly shipping operation in full compliance with maritime standards and regulations.
e. Trim optimization
Most ships are designed to carry a designated amount of cargo at a certain speed for a specific fuel consumption. This implies the specification of set trim conditions. Loaded or unloaded, trim has a significant influence on the resistance of the ship through the water and optimizing trim can deliver significant fuel savings. For any given draft, there is a trim condition that gives minimum resistance.
Software tools which combine hull, propeller pitch and main engine power output/ settings in order to advise on optimal trim settings to reduce fuel consumption are readily available on the market.
d. Auto-pilot adjustments
Large improvements in automated heading and steering control systems technologies have been applied in the recent past . Whilst originally developed to make the bridge team more effective, modern autopilots can achieve much more. An integrated Navigation and Command System can achieve significant fuel savings by simply reducing the distance sailed "off track". The principle is simple; better course control through less frequent and smaller corrections will minimize losses due to rudder resistance.
h. Slow steaming / speed optimization
Speed optimization can produce significant savings and a reduction in greenhouse gas emissions. However, optimum speed means the speed at which the fuel used per tonne mile is at the minimum level for that voyage. It does not mean minimum speed; in fact sailing at under the optimum speed will consume more fuel rather than less. Reference should be made to the engine manufacturer's power/ consumption curve and the ship's propeller curve. Possible adverse consequences of slow speed operation may include increased vibration and soot.
f. Weather routing
Weather routing is the use of meteorological data to assist in voyage planning to minimize fuel consumption, possible cargo damage, hull stress and to maximize crew safety. It is particularly useful during periods of bad weather such as winter in the northern hemisphere and the monsoon season in the Indian Ocean. It can also be considered during transoceanic crossings where greater options for alternative routings exist. The main objective of optimized route planning is to avoid high storm or wave frequencies and maximize a calm sea state.
h. Hull and Propeller maintenance
Routine in-water polishing of the propeller can lead to an improvement in efficiency. The surface of a propeller will become less smooth due to strain and cavitation damage, while fouling will reduce efficiency over time. This can be avoided by regular polishing or coating of the propeller.
Ship-Design technology & Hydrodynamics
a. Air lubrication
a.
A vessel’s resistance when moving through the water is made up of multiple components, of which frictional resistance is the most dominant. Injection of air into the turbulent boundary layer (between the stationary and moving water) can reduce the frictional resistance of the hull.
Air lubrication is achieved by pumping air beneath the hull, reducing the area of the hull in direct contact with the water flow, or in the case of discrete bubbles, by modification of momentum transport and average density in the boundary layer. There are three major categories of air lubrication technology being studied now: Air Layer Drag Reduction (ALDR), Bubble Drag Reduction (BDR),and Partial Cavity Drag Reduction (PCDR).
Air lubrication systems are recognized by IMO as a Category B-1 “Innovative Energy Efficiency Technology” as described in MEPC.1/Circ.815.
b. Energy saving devices (Mewis duct, contra-rotating propeller, etc)
b.
The main goal of energy / propulsion improving devices is to create an optimal inflow for the propeller by guiding one side of the stern flow in the opposite direction to the propeller rotation, generating pre-swirl. The solution consists of multiple curved fins and/or a ring attached to the ship’s aft part of the hull in order to prevent the power losses that typically occur in a propeller’s slipstream.
The curved fins enhance the propeller’s efficiency while keeping resistance at acceptable levels. The ring reduces the tip vortex and also levels out the peak stresses that occur in severe loading conditions such as slamming. As a result, less power is needed to propel the ship, leading to fuel savings.
c1. Hull re-designing
c2. Rudder re-designing
c3. Bulbous bow
Newbuilding ship design offices are making a continuous effort to introduce new vessel designs by optimizing rudder, hull and bulbous bow design in order to gain benefits such as: improved energy efficiency and reduced fuel consumption, excellent manoeuvrability, lower vibration levels, greater comfort onboard and reduced emission levels.
d. Superstructure aerodynamics
An increasing number of newbuilding shipyards are investigating the possibility of building vessels with the introduction of a streamlined and aerodynamic shape to a ship’s superstructure. Some designs also include a built-in citadel along with other piracy prevention measures.
In most of the cases the accommodation block features energy efficient LED lighting and noise and vibration insulation for enhanced crew comfort, as well as a wheelhouse with a widened backward view for safer navigation.
e1. Lightweight construction
e2. Sandwich plate system (SPS)
f. g. e.
The motivations for using conventional and more advanced types of lightweight materials and SPS structures are in connection with increasing payload, reaching higher speeds and lowering fuel consumption.
In ship building, SPS allows for simplified, more robust structures with less welding, labour and material required. The reduction in fatigue and corrosion prone details increases service life and reduces maintenance costs.
f. Hull surface anti-fouling coating
The use of an appropriate anti-fouling coating system is an additional means by which hull and propeller efficiency can be improved. While modern biocidefree systems may offer better performance and do not release harmful toxins into the marine environment, they also require additional monitoring for the build-up of slime. The main types of antifouling paints are:
• Hydrophobic foul-release coatings: These low energy coatings enable an easy release of marine organisms;
• Enzyme-based and biocide-free coatings: These coatings apply new components, which promise less hull fouling;
• Copper-free antifouling: These paints harmlessly repel marine organisms from the hull, rather than kill them;
• Nano antifouling: These coatings create a surface so slippery that no organism can stick. However, in most cases, speeds above 10 knots are required.
g. No-Ballast system
Non-ballast or ballast free ships are currently prototypes that have emerged from the need of operators to control the risks associated with the recent Ballast Water Management Convention, since taking up and discharging ballast water can lead to ecological and economic consequences.
Traditionally, ballast water systems increase the weight of a vessel in the light cargo condition, thereby improving stability, propulsion, manoeuvrability, and reducing stress on the hull during transit.
A change of thinking in this concept has focused on the use of the ballast condition as a change of buoyancy, rather than an addition of weight in order to get the vessel to its safe ballast drafts. This led to the invention of the ballast free ship concept, where traditional ballast tanks are replaced by longitudinal, structural ballast trunks that extend beneath the cargo region of the ship below the ballast draft.
Currently, some projects are in progress, including ones with hull forms that do not require ballast at all (V-shape). Results are expected in the near future. In order to access the questionnaire, please scan from your smartphone the following QR code: or visit the following web address: https://forms.gle/TwUeGJnxS2vFFfrc8 Having in mind that this is the first interactive article, for which your participation is required, please feel free to vote and encourage your fellow colleagues to do the same, in order to formulate the contents of the next article that will be published in the next Wavelength issue. This is your chance to become a columnist. Let’s do it….
Marine Operations
The Importance of Vetting Inspections
Oil Tankers
Ship vetting is a very important tool for our Customers (Oil Majors, Charterers & Terminal Operators) and for the ship’s Crew and Operators. It involves a broader evaluation of activities onboard, including the proper implementation of regulations in force and Company procedures. It is a wider risk assessment based on the condition of the Vessel and Crew safety culture and competence.
Our Customers have a wide range of Vessels to choose from for an intended voyage, thus Vessel acceptance is critical. Vessel acceptability is assessed when a Vessel is proposed with the use of Vetting records, including SIRE reports, terminal feedback, commercial information etc.
A vetting assessment’s overall goal is to give the Customer/ ordering party a SIRE report that depicts a factual record of the Vessel’s condition and standards of operation at the time of inspection .The vetting inspection result allows an assessment to be performed of the risk that a Vessel’s trade engagement will pose to the stakeholders (Oil Majors, Terminals, cargo traders, cargo owners etc.).The ultimate aim of the vetting inspection and assessment is to ensure a safe voyage and to avert harm and losses to human lives, environment and cargo property.
Regular self-assessments are critical for maintaining the vessel's continual preparedness. Sharing the findings of the selfassessment during onboard sessions with the office allows for effective and transparent feedback to solve issues as they arise.
Preparation for vetting inspections is an ongoing process which requires team work, both on board and ashore. The outcome achieved by cohesive teams, teams that look out for one another, teams that exhibit good leadership, and teams that prepare together (both on board and ashore) is always positive, and actual progress is seen.
A timely and accurate response after the publishing of the SIRE report is essential. Close cooperation between the ship and office is required to address any observations made during the vetting inspection. Each observation requires precise root cause analysis, documented rectification and steps taken to avoid any reoccurrence of the same deficiency.
The “No blame culture” applies in all cases as the aim is not
to penalize but to pinpoint the procedural errors that led to a deficiency which could compromise safety.
The introduction of the SIRE 2.0 vetting system in 2022 will bring many changes to the vetting process.
The new vetting system will be a subject of a future Wavelength article.
Bulk Carriers
Equally important to SIRE vetting inspections for Tankers are Rightship’s inspections for Bulk Carriers. Rightship’s Dry Bulk inspections have been developed to assess the quality of a Vessel by verifying Crew competence and familiarity with statutory and safety requirements as well as industry recommendations and best practices. Rightship inspectors also observe closely the welfare of the ship’s Crew.
Rightship issued an expanded inspection questionnaire (RISQ, Rightship Inspection Ship Questionnaire) in November 2021. The newly issued RISQ will be the template for all future inspections.
Preparing for a vetting inspection
& By Yannis Romanidis / Marine Manager Captain Prashant Kumar/ Marine Superintendent
The questionnaire has been expanded to include more vessel type specifics, making it the most comprehensive inspections reporting tool in the dry bulk sector. The expanded scope of inspections covers statutory items as well as recommended and desirable items with reference to IMO, ISO, ILO, OCIMF, ICS, P&I Loss Prevention Bulletins, maritime publications and industry codes of practice.
Following a Rightship inspection, the ship is assigned a safety score rating from 1 (lowest) to 5 (highest).
The score evaluation takes into consideration various factors of different impact on the safety score:
• Incidents encountered by the ship or other ships of the fleet are High Impact factors. An incident on one ship affects the safety score of all the ships in the same fleet.
• Port State Control performances are Medium Impact factors.
• Flag State performance & Classification records reviews are Low Impact factors.
It is worth noting that a low safety score cannot be upgraded before the lapse of a certain period of time. A High Impact ship incident is removed from the database after 5 years have elapsed.
A good rating is very important as it confirms the good condition of the ship and enhances the ship’s trading ability.
Our Company holds a subscription to the Rightship platform. Therefore, we have the ability to view online and in real time all changes in scores and individual timeline activities of our Vessels. The platform is also used for submitting online close out reports to be reviewed by Rightship’s experienced Vetting Superintendents.
Detailed information about Rightship’s Online platform and Safety Score system can be found at the website: www.rightship.com
IIn conclusion, safety is equally important for all types of ships. In conclusion, safety is equally important for all types of ships. SIRE Vetting System and Rightship Ship Inspections are making a great contribution to this effect. Thus, there is a real benefit in terms of safety to ships’ crews and operators from carrying out successful vetting inspections.
Despite the consistently good results obtained in our ships during vetting inspections, we have to strive for further improvement and aim for nil deficiencies. There is no room for complacency; safety has to be the main concern of all crew members and office personnel. We would like to take this opportunity to thank once again all the crew members of our ships for sparing no effort towards our common goal of safe shipboard operations.
We wish you calm seas & safe voyages!
Rightship safety score & timeline of activities
Crew Department Crew changes in the Covid era
By Yannis Razis
One of the most challenging matters over the last year of the pandemic has been crew changes on our vessels. Every country around the globe aims to reduce exposure to the Covid-19 risk.
Temporary suspensions of crew changes and the prohibition of crews disembarking at ports and terminals have been imposed in several countries.
Although some countries that have successfully limited the outbreak of the virus ease such restrictions from time to time, in most countries the restrictions have remained in force. Thus, a variety of factors are being taken into account to mitigate the risk of an outbreak related to crew changes. Such factors include the nationality of the crew, their travel history and vaccination status. In this regard, it is of paramount importance to comply with port restrictions in countries where crew changes are allowed, as well as to adhere strictly to Company procedure to limit the possibilities of infection in order to perform crew changes. The Company encourages crew members to remain isolated before their departure from their hometowns and requires their isolation at the joining port prior to embarkation.
The following instructions and guidelines are in force:
• Every crew member is accommodated in a separate single room.
• Nobody comes into contact with any other joining crew in the hotel.
• There must be no use made of the hotel’s common
Onboard Promotions
areas. Breakfast, lunch and dinner is served in the rooms by hotel staff.
• Nobody ventures outside their room or outdoors.
• Obviously, there must be no use of public transportation, even when proceeding from the hotel to the pier to join the vessel. A taxi is arranged for this purpose.
• Always wear PPE.
At this point, the importance of this isolation must be highlighted. In order to be effective, the rules regarding isolation should be followed religiously. Isolation for several days at a hotel serves no purpose if at that time someone goes out of the room (for example, to go to a restaurant), mixes with other people, or wanders around outdoors etc. Isolation in that case will not be efficient if there are such transgressions and the risk of an infection being carried on board will be high. In the unfortunate event of the virus being carried aboard the vessel, all the crew on board will need to be repatriated and be replaced with other new crew. This would lead to an unnecessary, lengthy, time consuming and costly process for everyone in addition to exposure to the risks of Covid, i.e. someone falling seriously ill on board. It is, therefore, a matter of responsibility for each and every crewmember to observe the isolation instructions diligently not only for himself but also for his colleagues and shipmates, too.
Always remember that providing medical care for Covid infected crew sailing on board is a difficult and very demanding task for everyone.
Crew safety is a priority, so let’s all stay safe and Covid free!
There were thirteen onboard promotions during the third quarter of 2021. The list of promoted seafarers along with their vessels and promotion details in chronological/alphabetical order is shown in the table below.
The promotions listed above encompass the widest range possible. There are seamen taking their first step up the promotional ladder, others ascending the officer ranks, and one who has gained a promotion to Master. While it is always gratifying to witness a Company Seafarer achieving great success, it is also very satisfying
to look on as others are making progress in what is recognised as a worthy and challenging career. Therefore, the warmest congratulations should be extended to all the seafarers named above who have demonstrated that they have a clear vision of their immediate future as they strive to reach their full potential.
Message from Anthony Lambros
And there goes 2021 in a flash! Finished. Gone. Vanished.
Every now and again, don’t you get the feeling that time has stopped? Or that we’ve lost count of the weeks, the months, the years? I sure do. Sometimes it feels like I’ll see 2019 if I look over my shoulder, and suddenly 2022 is knocking on our door. Isn’t it crazy how a microscopic virus can bring to its knees the (arguably) dominant species on the planet?
Covid-19 may be invisible, but it sure isn’t invincible – our global scientific community is bearing witness to this. Some of you may have followed our recent Web Forum, which was named “Getting Back on Course” for pretty obvious reasons. We hope this will be in 2022, but for me the real question is not “when?” but “how?”. What will we be left with after this is over? The Ancient Greeks had a saying: “Ουδέν κακόν αμιγές καλού”, which literally means that there is no evil that does not also give birth to something good –similar to the British saying: “Every cloud has a silver lining”. I’ll try to share with you the positive messages that, in my view, should come out of this pandemic:
• We are all on the Same Ship: Put aside race, gender, religion, nationality, age or anything else we thought made us different – we are all equally vulnerable and we should all be equally thankful and respectful. Let us not forget this in the future.
• Mental Well-Being matters: We need to take this topic seriously. Our health is on the line and in many cases our very survival. We all need to focus on Mental Health in the future.
• We can be Resilient: Everyone has this capacity within them, we just did not practice it or exercise it. The pandemic has given us reason to do so, and it is something we should continue throughout our life.
• Change and Adaptability is our Way of Life: Just look at the leaps in technology and communications during these two years. Consider the new operating procedures everywhere, affecting how we eat, how we greet each other, how we work, how we travel, etc. We have adapted in order to stay alive, and we did so quickly and quietly. Change is part of our future – we must embrace it, and we must learn to manage it.
• We must Take Care of each other: The pandemic has reminded us what friendship and family is all about. After being separated from each other (whether on board or ashore), many of us have reached out and have come closer to others. We all need friends and our friends need us. Be a caring colleague. Be a friend. Let’s continue taking care of each other in the future.
Most of all, let’s try to keep these messages firmly in our minds and close to our hearts when the pandemic ends. Let’s not consume ourselves in trying to reach new highs, to make up for lost time, to start racing again. Let’s never forget what we have been through and what this experience has taught us.
Let’s Get Back on Course, but this time with a new vessel that carries all these extra features.
My fellow colleagues ashore and on board, I thank you again for your efforts, patience, resilience and hard work during these difficult years. You have contributed to the world economy and global community in excess of your fair share. I am proud of you all. Please keep up the good work in 2022.
In closing, I’ll leave you with a familiar, but ever so important message:
SAFETY FIRST!
from the SQE Department
MESSAGE FROM THE DPA:
Getting back on course!
Dear seafarers,
A few days ago we carried out the 2nd WebForum with our Seafarers, which was such a great success!
I want to mention this year’s WebForum in my message in this issue, mostly because of the great feelings I had during that day. It felt like we were getting back together – like we were getting REALLY connected.
Even though people from the office contact the vessels every day for our routine tasks, having the connection of a Forum is a completely different feeling. It felt like we were “GETTING BACK ON COURSE”, which was this year’s theme.
During the preparations for the Web Forum, one of the shore people’s targets was to try share with the vessels, in a realistic way, what our job is like here at Head Office. We were able to achieve this through certain video sessions.
CENMAR Family No Blame
On the part of our Seafarers, during the preparations, we received amazing and powerful footage with video messages from vessels that injected warmth into the atmosphere of the Forum.
We all miss the physical forums so much, but this online one was also very rewarding since we witnessed such enthusiasm from our Seafarers either onboard or ashore, from all over the world. On the other hand, there was an advantage: more than 500 seafarers were connected at the same time in addition to the people from Head Office and the Cenmar offices.
Some of the strongest messages that were conveyed during the Web Forum were:
Almost as opposed to Always Safe Learner’s Mindset
Safety Culture
Go with the Flow Weak Signals vs Safety Stay Safe Navigate with Safety One Team
So yes, online Forums can be a success! And to prove it, please watch the whole event. You will receive instructions on how to view the Web Forum video.
I wish you safe voyages and a safe return home, Elli Moretti
Elli Moretti
ZERO ACCIDENTS
A MAJOR INCIDENT
Deviation from the planned route was
the cause of the grounding of
a giant ore carrier
The Master’s decision to deviate from the planned route was among the causal factors in what an investigation conducted by the Republic of the Marshall Islands Maritime Administrator has identified as a “very serious” marine casualty: the February 2020 grounding of a very large ore carrier.
The 300,660 dwt Marshall Islands registered vessel contacted the bottom after departing from Ponta da Madeira, Brazil on February 24 2020, laden with 294,871 tonnes of iron ore. The ship’s hull was damaged, resulting in the flooding of multiple voids and water ballast tanks.
“The ship anchored while the crewmembers assessed the damage and attempted to control the flooding using fixed and portable pumps,” says the investigation report. “After several hours, it was determined that sea water was flooding the damaged voids and tanks faster than the fixed and portable pumps could pump it out. Based on this assessment, the Master moved the ship to shallower water and intentionally grounded the ship on the morning of February 25 2020.”
Subsequently, salvors removed 3,500 tonnes of fuel oil and 140 tonnes of diesel fuel that had been on board the ship. They then began lightering the ship’s cargo. By May 27 2020, about 145,000 tonnes of cargo had been lightered and the ship was refloated. The ship was immediately towed and reanchored in deeper water, where a damage survey was conducted. Based on the findings, it was determined that the vessel was a constructive total loss.
On June 12 2020, the ore carrier was scuttled with the remaining cargo on board approximately 55-60 nautical miles northeast of the entrance to the Baía de São Marcos approach channel in more than 2,700 metres of water. All hazardous materials had previously been removed from the ship before it was scuttled.
The marine safety investigation conducted by the Republic of the Marshall Islands identified that causal factors which contributed to the casualty included the Master’s decision to deviate from the planned route during the outbound transit of Baía de São Marcos and pass within 1 nautical mile of a 20-metre shoal based on limited hydrographic information provided on the chart.
The report also identified ineffective bridge resource management (BRM) during the ship’s outbound transit of Baía de São Marcos.
TRUST: TEn Really Useful Safety Tips
Use your Daily Work Planning Meeting and Risk Assessment to prevent accidents!
RA and DWPM (& Tool Box Talks) are closely connected. Make them practical and substantial!
RISK ASSESSMENT
1. Ensure the RA is relevant for the task and has been properly reviewed to determine the risk.
2. Be curious and ask the question “What is the worst that could happen?”
3. If unsure of the task, then visit the worksite before commencing the RA.
4. Ensure staff are experienced and able to conduct a RA.
DWPM
During your DWPM, a quality TOOL BOX TALK (TBT) must be undertaken:
5. A TBT must be specific and refer to the Risk Assessment.
6. Have the TBT at the worksite. If that is not practical, always visit the worksite before starting the TBT.
7. Have the TBT just prior to beginning work.
8. Ensure the TBT is a discussion / conversation and not just telling staff what to do.
9. Listen and ask questions to measure understanding.
10. Ensure sufficient time is allocated for a TBT.
n ostalgia
I would like to welcome you to this installment of Nostalgia, one that will cherish beautiful moments of the past, which will also be linked to our present. Since I was assigned this section of Wavelength, I racked my brains to find the topic for the current issue. Searching through the photos brought back memories, let alone the realization that time has gone by in the blink of an eye. Still, all of these cherished moments were sprinkled with a feeling of gratitude for what has gone by, for what is and for that which is yet to come!
By Chara Markatzinou
It is quite interesting that our current situation with all precautions and social distancing makes us look at pictures of the past where we would stand or sit next to each other, where we would hug without fear, masks and gloves or any second thoughts. But then, when we remember what it felt like to connect, we can become overwhelmed with nostalgia and we look forward to those times coming again.
Here is Our Director/Marine Operations – Technical Manager back then – Mr. Mike Kapsorrachis, with our Technical Fleet Supervisor, Mr. C. Chatzigiaksoglou, and our Superintendent Engineer, Mr. C. Kartsonas, at Shekou , during repairs to M/T CE-Ulsan in 2007. This crude oil tanker was built in 1990 in Hyundai, Korea and was added to our fleet in 2004, carrying out voyages until early 2012.
Our Technical Fleet Supervisor, Mr. C. Chatzigiaksoglou, and our Superintendent Engineer, Mr. C. Kartsonas, pictured in 2007, when travelling was not nearly as complicated as it is now with the forms, vaccinations, masks and all sorts of precautions and formalities that have become part and parcel of our daily lives.
Even though we feel nostalgic about those times, we should remember to take all safety measures with regards to the pandemic as our Technical Fleet Supervisor, Mr. Vakkas, our Superintendent Engineer, Mr. Margioras, and our Spares Purchasing Officer, Mr. A. Moraris, with Chief Engineer R. Jaromamay were doing on board M/V Apageon in June 2021. Would you be able to recognize them without their protective masks?
On the other hand, on many occasions our Superintendents and Port Captains would spend festive occasions with our Seamen, creating a holiday atmosphere. All of them were away from their loved ones, but trying to revive customs that would make them feel at home. It was a blend of customs and religions, a bonding among nations. Nostalgia is part of our lives after all…
Our Technical Fleet Supervisor, Mr. Y. Vakkas, with Chief Engineer BHUIYAN Aslam and 2/E (now Chief Engineer) RAHMAN
are at a Christmas Party on board M/T Yannis P. while in Constantza in 2014.
In this photo, Our Technical Fleet Supervisor, M. Maritsas, is celebrating Easter with the Officers and Crew of M/T CE-Pacific in 2007. This vessel was built in 1988 in Hyundai, Korea and served as a Crude Oil Tanker in the Company fleet from 2004 to 2010.
Our Marine Operations Manager, Mr. M. Kapsorrachis, and our maintenance team member, Mr. K. Chadiaris, are pictured celebrating Easter, following the Greek customs of roasting lambs and painting eggs red in 2007. The roasting of lambs symbolizes Jesus Christ’s sacrifice and is also related with the Jewish Passover and the sacrifices of animals the Jewish people performed prior to their exit from Egypt. The custom of painting eggs, for both Catholics and Orthodox Christians, symbolizes the revival (i.e. Jesus Christ’s resurrection) while the red colour symbolizes Christ’s blood. In both instances, all necessary safety precautions had been met.
Our Technical Fleet Supervisor, Mr. Y. Vakkas, and our Superintendent Electrician, Mr. S. Trikaliotis, are seen here on M/T CE-Breeze back in 2011. This crude oil tanker was built in 1996 in Namura, Japan and remained with the fleet from 2006 to 2018.
We should cherish all the valuable moments of our past, feel grateful for our present and look forward to our future. It is our past which moulds our present and sets the foundations for the future.
For the last part of Nostalgia, let us share one of these moments that will be looked upon in the years to come because of the emotions they created. Our SMS Controller, Ms. V. Kyrodimou, on her first attendance on board M/T Captain A. Stellatos, shares with us her experience:
“ I had been working for 21 months at the office before I made my first visit on board a Company vessel.
My excitement grew bigger towards the big day of the attendance! Familiarisation and all the appropriate PPE was provided to me. Safety first! After all, I am part of the SQE Dept!
M/T Captain A. Stellatos had arrived in Piraeus and a launch boat transferred our Deputy DPA and myself to this beautiful ship. When we arrived next to her, I realized how big an Aframax is – can’t imagine being next to a VLCC. As this is something that I hadn’t done before, the most challenging part was to climb up the gangway. However, everything went well with the assistance of my colleagues.
Mohammad Mahabubur
Things are so different on board a vessel. I would notice the contrast between the enormous engine and the small steering wheel on the bridge, which is actually smaller than the steering wheel of my car! What I really loved was the view from the bridge, which was really amazing.
For a shore employee, it is significant to understand the seamens’ conditions of work and life on board. My appreciation and respect towards them grew bigger after this visit.
One of our goals, which is SMS simplification and a reduction in paperwork, will make our Seafarers’ lives on board easier.
Our Seafarers’ safety, well-being and return home is our priority. Still, safety and regulations go hand in hand and applying one ensures the other.
I admit my job back in the office is bureaucratic, but rest assured I am doing my best in order to assist you!
Attending a vessel was a great pleasure for me!
I want to thank Capt. Hassan Moid Uddin and the crew for their hospitality, and I wish to all of you safe and calm seas! Take care of yourselves!”
Before completing this Nostalgia installment, I would like to thank Ms. Eleftheria Lemontzoglou for making this section of Wavelength one of the favourites and also for her guidance in my new task. What is more, I would like to ask you to extend your kind co-operation by sending in any photos 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. Taking it a step further, you can also share with us a short text of any past experiences on board our vessels.
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.
Food Culture
Bibingka
Bibingka is the name given to a type of rice cake made in the Philippines. Little is known about its origins, but the traditional method of cooking it involves a time-consuming process in which the cake is baked on a cut banana leaf inside a terra cotta oven. Of course, since access to such an oven nowadays is limited, the rice cake is cooked mainly in a banana leaf lined cake pan or muffin tins inside a regular oven.
The main ingredients of bibingka are milled glutinous rice (galopong), coconut milk, sugar and margarine or butter. It is, though, possible to substitute rice flour for galapong, and fresh milk for coconut milk when availability dictates. Other ingredients include salt and baking powder, but all these ingredients alone do not reveal the true genius of bibingka – its versatility.
Bibingka’s uniqueness is down to it being eaten as a dessert, a snack or even breakfast. It achieves this through a slight variation of the recipe combined with the application of a corresponding topping. As a dessert, which is particularly popular during the festive season, the traditional topping is one of unsweetened coconut shreds. For those who have a sweeter tooth, a glazing syrup, coconut cream, or even chocolate may be added. As a snack, bibingka is often topped with grated salty hard cheese, and for breakfast the cheese topping can be accompanied by a sliced salty duck egg. For those who find a hard cheese too strong, cream or cheddar or Gouda can be used to complement the rice cake snack, and ham has been added to it as breakfast food. While some traditionalists may be surprised by the toppings now used, the spread of bibingka, which is part of Filipino culture, has been welcomed. The only thing that can never be changed is the use of a banana leaf in the baking process as it impacts on bibingka’s unique flavour. Best served warm and
fresh, bibingka can be eaten throughout the day.
Sources: www.panlasangpinoy.com, www.thelittleepicurian.com www.pilipinasrecipes.com, www.hungryhug.com
Bibingka served as a dessert with coconut caramel topping Courtesy of: www.asliceofkate.com
Bibingka served as a breakfast or a snack with sliced egg Courtesy of: www.sherrypanes1ordersite.wordpress.com
Mental Well-Being How to Make (& Keep) a New Year’s Resolution
Making a New Year's resolution is a tradition most common in the Western World, but also found in the Eastern World, in which a person resolves to continue good practices, change an undesired trait or behaviour, accomplish a personal goal, or otherwise improve their life at the start of a new year.
Are you going to make a resolution in the New Year? More than half of all resolutions fail, but this year, yours does not have to be one of them. Here is how to identify the right resolution to improve your life, create a plan on how to reach it, and become part of the group of people that achieve their goal.
Pick the Right Resolution
You will give yourself your best shot at success if you set a goal that’s doable — and meaningful, too. It is believed that one third of resolutions don’t even make it past the end of January!
A lot of these resolutions fail because they’re not the right ones. A resolution may be wrong for one of three main reasons: It’s a resolution created based on what someone else (or society) is telling you to change.
It’s too vague.
You don’t have a realistic plan for achieving your resolution. Your goals should be smart — and SMART.
• Specific Your resolution should be absolutely clear. “Making a concrete goal is really important rather than just vaguely saying ‘I want to lose weight’.’’ Such a statement is unlikely to lead to success. You need to have a specific goal. You should state how much weight you want to lose over a specified time. This is going to be much more effective.
• Measurable This may seem obvious if your goal concerns fitness or weight loss, but it’s also important if you’re trying to alter behaviour, too.
By Chara Markatzinou
If, for example, you want to stop biting your nails, take pictures of your nails over time so that you can track your progress. Logging progress in a journal or making notes on your phone or in an app designed to help you track behaviours can highlight your progress, no matter what your resolution may be.
• Attainable This doesn’t mean that you can’t have big stretch goals. However, trying to take too big a step too fast can leave you frustrated, or affect other areas of your life to the point that your resolution takes over your life, affecting not only you, but also your friends and your family. For instance, resolving to save enough money to retire in five years when you’re 30 years old is probably not realistic, but saving an extra $100 a month may be.
• Relevant Is this a goal that really matters to you, and are you making it for the right reasons? If you do it out of the sense of self-hate or remorse or a strong passion in that moment, it doesn’t usually last long. However, if you build up a process where you’re thinking harder about what’s good for you, you’re changing the structure of your life, and you’re bringing people into your life who will reinforce that resolution.
• Time-bound Like “attainable”, the timeline you set to reach your goal should be realistic, too. That means giving yourself enough time to do it with lots of smaller intermediate goals set up along the way. Focus on these small wins so you can make gradual progress.
New Year’s resolution ideas can be simple and positive, such as paying it forward, engaging in self-care, practising daily gratitude, and decluttering. They needn't necessarily be activitybased; goals can range from those that inspire happiness to the professional, highly personal, and everything in between.
Practice Gratitude
All successful people practice gratitude to feel healthier, happier, and more at peace with themselves—and they do so daily. Fostering gratitude means writing down a few things you're thankful for and why. You could also begin your days by vocalizing what you’re grateful for or meditate on your gratitude in silence. Cultivating this habit in the New Year can even help you sleep better and be kinder to others.
Spread Kindness
There's actually scientific evidence that being kind makes you feel calmer, healthier, and happier—and it's also contagious. Make the world a better place by resolving to do one kind thing or more for a stranger every day or month.
Random acts of kindness can include buying coffee for the person waiting in line behind you or paying someone a nice compliment. To help make it a daily practice, download a free Kindness Calendar from RandomActsofKindness.org, a nonprofit that invests its resources into making kindness the norm in schools, workplaces, and beyond.
Accept Change
In life, change is one of the only certainties. Learning to accept it can be difficult, especially if you're change-averse. Remember that change is what allows us to grow and become more comfortable with being uncomfortable. Make a resolution to embrace the unknown, and think more positively about any changes that occur.
Treat Yourself Kindly
Mistakes and bad days are both inevitable. If you find you're apt to browbeat rather than show yourself kindness, spend the next year working to reverse this negative habit as it only breeds anxiety and depression. Mindfulness, regular exercise, healthy eating, and ample sleep all help to foster self-compassion.
Dream Bigger
Reflect on your current dreams and aspirations and ask yourself if they're truly as big as they can possibly be. Create your next positive life phase by training yourself to think beyond what you imagine you can achieve. Cast doubt aside, concentrate only on what you love and that which makes you most fulfilled, and open yourself up to new possibilities in the coming year.
Cultivate Compassion
We never really know what is going on in someone else's life. Before you get mad at a friend for cancelling plans or mutter under your breath when a stranger does something to annoy you, teach yourself to pause and summon some compassion before huffing and puffing—and remember that it's probably not about you!
Channel Your Inner Child
Playfulness is grossly underrated. This is especially true if you have a particularly draining day job, so resolve to make time for play. Adults who play games better maintain their social wellbeing, hone their cognitive functions, and even keep platonic relationships and romantic partnerships healthier than those who don't regularly engage in fun activities.
Develop an Abundance Mindset
All too often life becomes a race to the finish. Why put yourself under so much pressure? Vow to switch your current state of visualizing only scarcity in your life to one of recognizing abundance in it.
Practice Patience
Patience is a virtue, but patience can be notoriously difficult to foster and maintain. However, overcoming this difficulty is beneficial as science tells us that waiting for things only makes us happier.Take the next year to learn how to be patient with yourself and others. For starters, work to identify your triggers, know why they make you impatient, and practise some deep breathing so that you do not get irritated.
Love Yourself Unconditionally
Loving yourself just as you are, without restrictions (and not for who you will become one day) is challenging for most people. Resolve to love yourself this year and beyond by practising selfcare, healing old wounds, exiting toxic relationships, forgiving yourself for mistakes and indiscretions (perceived or otherwise), and accepting yourself in the here and now.
Sources https://www.mydomaine.com/best-new-years-resolution-ideas https://www.nytimes.com/guides/smarterliving/resolution-ideas
The Nature-Based Solution Environmental
Introduction
The Convention on Climate Change in Glasgow, also referred to as COP26, received a wide variety of reactions, especially with regard to issues regarding fossil fuel production and usage. Unsurprisingly, these issues together with those relating to the development of sustainable energy sources attracted most of the attention of the mainstream press. While these issues are arguably the most important, there is also another approach to combating the effects of climate change which is deserving of greater attention.
The approach in question involves nature being given the chance to function as a mechanism to offset carbon production and afford protection against the catastrophic effects of climate change. More specifically, restoring and maintaining the health of our oceans and our coastal ecosystems could deliver substantial benefits such as providing food, absorbing carbon and reducing the risk of coastal flood damage. Indeed, the absorption of carbon by such coastal ecosystems like mangroves, saltmarshes and seagrass meadows is so efficient that these landscapes account for 50% of the carbon absorbed by ocean habitats and yet do not cover even 2% of the total area of ocean. What is more, a study conducted in Scotland determined that the stores of carbon in the marine environment, known as ‘blue carbon’, in that country are nearly 20 times greater than those present in Scottish forests.
Fortunately, there are organisations that have recognized the ocean’s role in maintaining the health of the planet and have acted accordingly. Four such conservation organisations that are at the forefront of the battle to restore and maintain the health of the ocean and coastal areas, which share a great deal of interdependence, are Blue Ventures, Friends of Ocean Action, Mission Blue and the Royal Society for the Protection of Birds.
Blue Ventures
Founded in London by Tom Savage in 2003, Blue Ventures works in close collaboration with locals in areas that depend on fishing for their livelihoods. Central to the organisation’s work is the belief that the health of the oceans depends on supporting coastal communities in their efforts to rebuild fisheries and restore ocean life. This support comes in many forms, including mangrove restoration and conservation, an action the international conservation NGO began in Madagascar in 2011. Mangroves offer many benefits from absorbing greenhouse gases to functioning as a nursery for fish that would otherwise be exposed to ocean predators. Moreover, for those people in coastal communities on the front line of climate change who number hundreds of millions in the tropics, mangroves serve to improve resilience by mitigating the risk of severe coastal flooding.
Blue Ventures now assists almost 700,000 fishers in 14 countries by providing whatever they require to manage and protect their seas for their immediate needs and for the benefit of the natural world. This has allowed some of the poorest and most vulnerable people on our planet to protect over 16,000 km2 (6177 sq. miles) of ocean, which is clearly a win-win situation for coastal communities and ultimately the planet itself.
Source: climate.nasa.gov
Friends of the Ocean Action
Friends of the Ocean Action is an informal group of around seventy individuals whose mission is to use their knowledge, means and influence to take the urgent steps necessary to ensure that our oceans are conserved and remain available for sustainable development. The tools with which they are to succeed in their mission is reflected in the members of the group, which includes co-chairs Isabella Lövin (Former Deputy PM of Sweden) and Peter Thomson (UN Secretary General’s Special Envoy for the Ocean), along with H.S.H. Prince Albert II of Monaco, Bill Hilf (CEO and Chairman, Vulcan Inc. USA), Su Jilan (Professor of Oceanography, Chinese Academy of Sciences, China), Elizabeth Maruma Mrema (Executive Secretary, Convention of Biological Diversity, Tanzania) and Kosi Latu (Director-General, Secretarial of the Pacific Regional Environment Programme (SREP), Samoa).
Friends of the Ocean Action is supported by funding from the Benioff Ocean Institute, the Government of Canada and Sweden as well as Vulcan. Like Blue Ventures, this organization has acted upon its recognition of the importance of developing mangrove ecosystems by establishing its Mangrove Working Group in partnership with 15otg. In a nutshell, this is a community-based ecological mangrove restoration project in which local stakeholders are trained to ‘mitigate mangrove stressors and to facilitate mangrove restoration’ through the enhancement of the blue carbon market with the assistance of non-profit lenders and experts. Again, this strategy promotes
Mangroves, where roots offer young fish protection and people other benefits.
both the health of the oceans and humans, thereby benefitting coastal communities, the marine environment and ultimately society itself.
Mission Blue
Led by Sylvia Earle, an American marine biologist, oceanographer and member of Friends of the Ocean Action, Mission Blue has designated over 130 marine areas as ‘Hope Spots’. These areas, which extend from northern locations like Gotland in the Baltic Sea and the Jæren Coast in Norway to southern areas such as the New Zealand Coastal Waters and the East Antarctica Penninsula, have been identified largely through scientific means as being critical to the health of the ocean. Local conservationists who have already begun to take action to protect an area receive Mission Blue’s support in the form of expeditions, scientific advice and close contact with those environmentalists on the front line.
Areas are designated Hope Spots if they satisfy at least one of a list of criteria. Thus, a Hope Spot may be an area diverse in nature, contain rare or threatened species, be sites of major migration corridors or spawning grounds, be areas of specific economic importance to the coastal community, or be characterized as having major historical, cultural or spiritual value. By offering help to committed environmental champions, which includes assisting in reversing any damage done to designated areas, Mission Blue moves closer to its aim of saving and restoring the ocean.
The Royal Society for the Protection of Birds
At a primarily national level, the RSPB has made it a priority to develop, restore and protect coastal areas in the UK to benefit both people and wildlife. For instance, in Wallasea Island, the RSPB has created an intertidal habitat of mudflats and saltmarsh that provide a much needed habitat for waterbirds, offer nursery areas for fish like sea bass, sequester carbon and reduce the pressure on sea walls during storms that have become more intense in recent years. Other projects in the Solway Estuary,
the Milford Haven Waterway, Loch Craignish, which is part of the Argyll Coast and Islands Hope Spot, and Nigg Bay have resulted in the creation of areas abundant in saltmarsh, seagrass meadows and mudflats.
Overview
Scientific studies have shown that carbon dioxide levels fluctuated well before the appearance of humans on the planet. This time, however, with humankind in the equation for the first time, CO2 levels are rising at an alarming rate due to industrial activity, the loss of coastal habitat that sequesters the greenhouse gas and damage to the ocean whose health has been negatively impacted by our actions. The four aforementioned organizations are striving to restore the health of our oceans in the knowledge that they have an astounding regenerative potential.
The work of these conservation organizations, others with similar agendas and projects like Pristine Seas, is vital given that our oceans and coastal areas can absorb CO2, provide habitats for young fish on which so many coastal communities depend and afford protection against rising sea levels so that the number of climate change refugees is lowered. Of course, we still do not know what many of the tipping points are with regard to climate change. Nor do we fully understand the effects climate change are having on the natural world, which makes our observation of them a continual learning process.
What we do know, though, is that carbon neutral targets are decades away. We also know that the aims of restoring, regenerating and protecting our oceans and coastal areas can be achieved in a shorter time frame, and that engaging in proactive strategies to accomplish these aims will allow nature to lead the immediate fight against the negative consequences of greenhouse gas emissions and climate change.
Sources: www.mission-blue.org, www.blueventures.org, weforum.org/friends-of-the-ocean-action, Nature’s Home, RSPB Magazine, Autumn/Winter 2021 pg 40-43
Jæren Coast Hope Spot. Source: www.mission-blue.org
Saltmarsh at Wallasea Island. Courtesy of: www.rspb.org.uk
The Phinisi
As the Republic of Indonesia consists of some 17,000 equatorial islands, it comes as no surprise that boat building has a long history in this Asian nation. Indeed, the accomplished seafarers in region date back 3000 years, when they sailed as far as North Australia to trade with indigenous populations that inhabited coastal areas there. As regards the oldest pictorial evidence of an Indonesian ship, this comes in the form of a stone carving in central Java that was made in the 8th century.
In more recent times, namely in the first decade of the 20th century, the Bugis and Makassar peoples with a strong seafaring culture in South Sulawesi began building a new type of craft called the phinisi. The first such vessel is thought to have been built in 1906, and was constructed to compete with speedy ships from Portugal, Holland and Britain that arrived in Indonesian waters at the beginning of the 20th century. Described as a cross between a perahu, a sailing craft with a centuries old tradition, and a western sailing rig, the phinisi has two masts and seven sails. Another characteristic feature is a long slender prow that reaches upwards, making the phinisi a truly beautiful craft.
Since the construction of the first phinisi, a maritime icon of South Sulawesi and the Indonesian seas, little has changed with regard to basic building methods. As with all boat building that utilizes timber as the primary construction material, the saying “good wood, good boat” is at the heart of phinisi building. The wood of choice for the hull is ironwood, whose properties of hardness and resistance to fungus, termites and other woodeating insects ensure a long service life. Bangkirai wood is considered ideal for planking and the upper structure, while teak and sappanwood are also regarded as suitable for the superstructure.
Construction of a phinisi takes place on the beach as it always has. Once the timber has been secured for a vessel of a specific size, it is up to the master boatbuilder with his unique skills to earmark each block for a specific part of the vessel as he visualizes its construction. The first step in the building process is laying the keel timber. Then the hull timber and planks are set in place. The assembly of the timber structure is achieved by using wooden pegs to join the pieces. Plank after plank is added to form and shape the boat. Once the planking has been completed, frames are fitted into the hull shell and pegged to the planks, to the keel and to each other where the frame segments join. The plank edges are fastened using wooden dowels. Lastly, the internal structures are added followed by the decks and superstructure.
One recent change in the aforementioned building process is the use of iron drifts and steel bolts, but these have not replaced the wooden dowels altogether. Another change involves the use of power tools alongside traditional tools. One thing that has not changed at all, though, is the caulking process. The deck planks are calked with fine fluff from one type of palm tree and coarser fibres from another. These are worked into the seams with a mallet before sealing takes place with a locally sourced resin-like substance. Phinisi range in size from small fishing boats to 50-metre, 700-ton vessels. As for building times, a 28-metre boat with a 7-metre beam, it takes around 7 months for 5 workers to complete the hull, and a further year of building prior to launch.
Although the art of boatbuilding in South Sulawesi has served to strengthen social bonds and community relations, a number of issues have surfaced that threaten the future of the phinisi. The most serious one concerns the loss of interest by the younger generation to continue the tradition, which could witness the craft fading into obscurity. Another issue relates to reservations about the sustainability of gathering timber from areas such as Southeast Sulawesi, Malaku and Kalimantan.
On the other hand, the phinisi continues to be used for coastal and inter island cargo transport, so there is still demand for this type of craft. In addition, order books have been strengthened as these vessels have recently been adapted for use for diving and slow travel tourism in the more remote eastern islands region. There have also been orders for luxury yachts in the shape of a phinisi decked out with modern comforts and technology. As far as the problems are concerned, a turning point appears to have been reached. In December 2017, the United Nations Educational, Scientific and Cultural Organisation (UNESCO), in the 12th session of its Cultural Heritage Committee, voted to include the art of building the phinisi in South Sulawesi as an addition to the world’s Intangible Cultural Heritage. This gave a boost to the region and may well have rekindled interest in the craft among the local youth. The issue of timber sustainability has also been addressed as boat builders now actively participate in reforestation projects or sponsor them. Moreover, verification that sourced timber has been gathered from sustainable plantations in Sulawesi and Kalamantan comes in the form of an Indonesian Legal Wood label.
The phinisi has been described as the embodiment of the boat building tradition in South Sulawesi, and has been recognised as a symbol of the character and culture of people in the region. As such, this maritime legacy must be preserved, which is a view held by local leaders such as the governor of South Sulawesi and the Indonesian authorities. With this unwavering support, there is more than a glimmer of hope for the future of the aesthetically pleasing phinisi.
Sources: www.youtube.com, www.tigertiffin.com, www.kastenmarine.com www.pacifichighcruise.com, www.seamuseum.com, www.silverkris.com, www.yachtsourcing.com
Phinisi on the water Source: www.yachtsourcing.com
Bodies of Water The Baltic Sea
Map of the Baltic Sea. Source: en.wikipedia.org
At approximately 386,000km2 (149,000 sq. miles), the Baltic Sea is a body of water that extends from latitude 54oN to almost the Arctic Circle. It is bordered by nine countries: Denmark, Estonia, Finland, Germany, Latvia, Lithuania, Poland, Russia and Sweden, all of which have a vested interest in this brackish sea. The Baltic Sea is relatively shallow with an average depth of 55m (180ft). At its shallowest point, the continental shelf near the Danish archipelago, maritime activity is limited to vessels with a draft of up to 12.5m (41ft). Larger vessels plying their trade in this area call at Gothenburg, Sweden, which is the largest Baltic Sea oil port.
As the Baltic Sea is almost separate from the North Sea, it is not subject to North Sea tides or the accompanying tidal currents. The narrow entrance to the Baltic also leads to the main inflow being from rivers, the largest of which are the Vistula and Oder. The low evaporation rates resulting from its location combined with the inflow of fresh water keeps the salt content of the Black Sea low. The highest salinity content is around 15 parts per thousand near the bottom of the Western Baltic, while the lowest is under 5 parts per thousand in the Gulf of Bothnia. Given its northerly latitude and low salt content, it is not uncommon for certain areas of the sea to freeze over in winter. Although the Sea is sheltered from tides, adverse weather conditions are experienced due to strong northeasterly winds that create high waves and coastal flooding along the southern shores.
The Baltic Sea is believed to have been first opened to trade by the Vikings in the 8th century, but it was not until 13th century that it became an extremely important region for maritime trade. The powerful Hanseatic League comprising German merchants controlled trade in this region from that time until the middle of the 15th century. During that period, Hansa merchants traded principally in fish (mainly salted herring), stockfish (dried cod), softwood timber for building ships, hemp for ropes, flax for sailcloth and forest products such as honey and furs from Russia
and Finland. Tar and amber were also significant cargoes. The decline of the Hanseatic League’s power began when overfishing depleted herring stocks, the size of sailing ships increased and trade with the Americas and Caribbean opened up in the second half of the 15th century. Only Copenhagen continued to prosper from tolls until they were abolished in 1857. Later that century the Kiel Canal was constructed. This was one of the contributory factors that led to a shift in the nature of trade and transportation in the Baltic Sea region. The others were the development of road and rail infrastructure in the 20th century.
The 21st century has seen the number of large vessels entering and leaving the Baltic Sea drop significantly. There are, though, still a large volume of bulk cargoes carried across the Baltic Sea. These include coal, minerals, timber and wood products, but the greatest value of transported cargoes is attributed to the trade of consumer goods carried to and from the North Sea ports of Hamburg and Rotterdam. Conversely, Baltic Sea crossings by RoRo ferries, fast hovercraft and hydrofoils have increased in frequency. Due the enclosed nature of the Baltic Sea, its ecological vulnerability has long been recognised. Indeed, concerns were first raised in the 1950s, and in 1974 the countries bordering the Baltic Sea signed the Helsinki Convention of the Protection of the Marine Environment of the Baltic Sea Area. This Convention, which was one of the first attempts to address the problem of land-based pollution affecting a shared marine environment, was put into effect in 1980, revised in 1992 and reimplemented in 2000.
While this agreement achieved success on some levels, fishing has become less important due in part to eutrophication and to a greater extent to overfishing. Nowadays catches consist mainly of herring and sprats. All the countries in the Baltic Sea can benefit from these catches and others like eel, salmon and shellfish as the Baltic Sea has been divided into national zones that are strictly observed and respected.
This kind of cooperation bodes well for the future of the Baltic Sea as one EU strategy is to strengthen ties between countries bordering the body of water in order to enhance the chances of achieving specific aims and objectives. These include maintaining biodiversity and water quality as well as increasing the prosperity of the region through such actions as developing the maritime economy as laid out in the Sustainable Blue Growth Agenda for the Baltic Sea Region. This inspiring document highlights how shipping activities and environmental integrity need not be mutually exclusive, and that coordinated international cooperation together with join investment provides hope in the face of the challenges to come. Another ray of hope in environmental terms comes in the form of protecting marine habitats around Gotland, a Hope Spot where vulnerable species like seahorses live.
Sources: www.britannica.com, www.europa.eu, www.hansa.org, en.wikipedia.org
Sea horse family off the coast of Gotland, a Mission Blue Hope Spot Courtesy of: www.mission-blue.org
1. Make the names of two countries using all the letters in the following sentence: I AM A TALL AGER.
2. The letters in the chemical symbols for aluminium, antimony, fluorine and tellurium can be rearranged to form the name of a city where one of the most famous vessels was built. What is the name of the city?
3. Signs tell you to mind me, especially when I am not easy to see. I rhyme with something a navigator requires, and what a rubber tree produces that is used to make tyres. What am I?
4. Which three-letter word can be used to complete the following words: E_ _ _E, G_ _ _CH, SO_ _ _ARY and _ _ _ERARY?
5. Maria prefers hyacinths to roses and cakes to biscuits. She enjoyed visiting Belgium, Mexico and Peru. At school, she liked chemistry much more than economics. As regards vegetables she likes carrots
1. Off which Greek island was HMS Perseus sunk in December 1941?
A. Crete B. Santorini C. Rhodes D. Kefalonia
2. A unit of measurement for the depth of water is in the fathom. How long is the fathom in feet?
A. 2 B. 4 C. 6 D. 8
3. What was the name of the ship aboard which Sir Francis Drake received his knighthood?
A. Golden Hind B. Victory C. Cutty Shark D. Endeavour
4. Approximately how wide is the Bosphorus Strait at its narrowest point?
A. 0.5km B. 0.8km C. 1.2km D. 1.5km
5. What temperature do makers recommend that bearings in the cargo pump do not exceed so as to extend their service life?
A. 75oC B. 85oC C. 90oC D. 95oC
but not broccoli. Her favourite English word is facetious. By the same token, which fruit would she prefer: apricots or nectarines?
6. Which four-letter word can be placed after the words to the left and before the words to the right?
HOT
CASH BLIND CHECK TIGHT WELD
7. In 6 steps change the word RING to BELL by changing one letter at a time to form intermediate words.
8.The combination for a bicycle lock contains 4 numbers. The first 3 added together equal the fourth, and if you multiply any two of the first 3 you also get the fourth. What is the combination for the lock?
6. In the acronym ECDIS, what does the ‘I’ stand for?
A. Intelligence B. Integration
C. International D. Information
7. The largest ship registry in Portugal is Madeira. What position does it occupy in Europe by tonnage?
A. Second B. Third C. Fourth D. Fifth
8. What must a Tool Box Talk (TBT) always be?
A. lengthy B. specific C. hierarchical D. bureaucratic
9. According to an analysis conducted by UK P&I Club, what leads to more cases of propulsion loss than any other cause?
A. fire B. equipment failure
C. maintenance issues D. human error
10. If you set a course due west from Casablanca, Morocco, in which American state would you reach land?
A. Florida B. North Carolina
C. South Carolina D. Georgia
Find a keyword associated with several articles in this issue by solving the clues and rearranging the letters in the boxes with black borders.
1. How to observe isolation instructions (10)
2. A strong WebForum message (4,4)
3. Successful people practise this (9)
4. Ecosystem that combats climate change consequences (8)
5. Beautiful Indonesian vessel (7)
6. Island in the Baltic Sea (7)
7. Type of energy source like wind, solar (11)
Hint: Always room to do this
Answers at the foot of the page
Survival at Sea
Poon Lim
On 10th November 1942 the SS Benlomond left Cape Town bound for Surinam. Sailing in the South Atlantic at that time was notoriously dangerous, so with hindsight, it would have come as no surprise that the slow tramp steamer would be easy ‘prey’ for a U-boat. That scenario was played out 13 days after departure when a German submarine launched two torpedoes at the SS Benlomond. Both found their target.
On board the merchant navy vessel there were 53 crew, including the Master. Such was the damage caused by the German weaponry that it took less than 2 minutes for the stricken ship to sink, leaving only 6 survivors from the blast being able to abandon ship. Among them was Poon Lim, who managed to grab a life jacket and jump into the sea before the boilers exploded. He lost contact with the other initial survivors and spent a lonely two hours in the frigid water before he came across a wooden raft.
The raft, which was 8 square ft (0.74m2), had a partial canvas cover. There were no navigational aids and no method of propulsion, but there were provisions. These, which were intended to last for 30 days, comprised tinned biscuits, nearly 9 gallons of water, chocolate, a kind of beef jerky, long lasting crackers, sugar, malted milk tablets and lime juice. Additionally, there were two smoke pots, a flashlight and some rope.
Drifting in the South Atlantic, Poon Lim made his rations last for as long as possible. He also tied his wrist to the raft so that if he fell off, he would not be separated from it – a fear he had because he was not a strong swimmer. As his supplies began to dwindle, he realized that he would have to make use of the resources around him. He did this by collecting rainwater in his life jacket and fishing with strands of hemp from the rope for the line and a hook made from wire he took from the flashlight. He used the crackers as bait. When his cast was successful and he had landed a fish, he cut it up with the metal from the biscuit tin that he had shaped into the form of a knife. He then dried the fish on a hemp line. Although Poon Lim had managed to sustain himself, he was no nearer to being rescued. Indeed, he had a major setback when a storm destroyed his dried fish stock and contaminated his supply of drinking water. In desperation, he set a trap with fish to lure in birds. It worked and he was able to catch a seabird and drink its blood. He repeated this ruse several times, but knew he needed to target larger prey. So, he removed a nail from the raft, attached it to some rope and bent it to form a hook to which he added bait in the form of bird remains. His target was a shark.
SS Ben Lomond
Source: www.photoship.co.uk
Before casting his line, Poon Lim wrapped his hands in canvas in preparation for the struggle he would face with any shark he managed to catch. It was not long before one took the bait. Poon Lim dragged it onto his craft before striking it repeatedly with a jug half full of seawater. Eventually, he prevailed, cut open the creature and drank the blood from its liver. He then cut up the fins and left them to dry.
After catching the shark, he saw some vessels but not one of them picked him up. His greatest chance of rescue came when US patrol planes spotted him and dropped a marker buoy. However, a storm caused him to be swept away from the location of the buoy and he was lost again, but fortunately, not for long. On 5th April 1943, after 133 days aboard the life raft, Poon Lim was rescued near a river inlet by three Brazilian fishermen.
Poon Lim
Source: https://en.wikipedia. org/w/index.php?curid=12372728
Poon Lim sitting on a reconstruction of his raft
Source: www.offgridweb.com
During his ordeal he had lost 20lb (9.1kg), but could walk unaided. He was relatively unscathed, but was hospitalized for four weeks before returning to Britain, where he received the British Empire Medal. Of the six initial survivors from the SS Ben Lomond, Poon Lim was the only one who did not perish. His record of surviving for 133 days on a raft still holds as does his story, which has become incorporated into manuals of survival techniques. His story also became widely known on the other side of the Atlantic. This helped him to emigrate from Britain to America, where at the behest of the US Navy and President Truman, he assisted in the reconstruction of the raft he had survived on. He died in Brooklyn on 4th January 1991 at the age of 72, but his adventure lives on, serving as a timeless reminder of how fundamental resourcefulness and resilience are in times of adversity.
Sources: en.wikipedia.org www.youtube.com, www.cgtn.com www.thevintagenews.com, www.offgridweb.com