Wavelength #52

ISSUE 52 JUNE 2015

To reach our Seafarers

In this issue Company News Bilge Suction Pump Part 2 Lloyd’s Register Making Healthy Choices Safety First Leadership Part 3 City and Port of Hong Kong Exxon Valdez

3 4

6 7 8 10 14 16

M/T YANNIS P. – 1ST CLASS SPECIAL / DD SURVEYS Repair Period M/T Yannis P. underwent surveys, repairs and modifications in Piraeus, SNC Shipyard in Romania and Palumbo Shipyard in Malta in December 2014 and January 2015. The repair period had to be extended due to critical damage to SNC Shipyard’s drydock facilities while M/T Yannis P. was at a repair berth.

This resulted in a new yard having to be booked urgently to complete class surveys.

Class Surveys Surveys of W.B and Cargo tanks revealed the condition of structure and coating to be very good. There was renewal of side shell plates at specific points after which visual examinations and vacuum tests were carried out. Among other safety reviews and inspections were the Ship Energy Efficiency Management Plan (SEEMP) review, the five-yearly lifeboat inspection as well as the deck and E/R cranes inspection, during which the wires of the hose handling cranes (P+S) were renewed.

Continued on page 3

Editorial Dear readers, Although the maritime industry is effectively the driving force of global trade, seafarers are by and large, unknown to and unseen by the general public. Consequently, their contribution to the global economy goes largely unnoticed. To address this situation, the IMO has introduced a number of initiatives with specific aims which can viewed in detail on the IMO website.

One of these initiatives is the annual official international observance day on 25th June, which reaches millions of people worldwide and raises awareness of the importance of seafarers in the modern world. Moreover, the IMO encourages seafarers themselves to become ambassadors for their industry by sharing stories and photos of their life at sea so as to inspire others to consider a career at sea. Such initiatives are playing a key role in gaining recognition for the work seafarers do. In time it is hoped that seafarers will get the credit they deserve. Until then, seafarers should keep in mind that even though they lack visibility, their work is fully appreciated and they are certainly not forgotten during their long spells at sea.

I hope that the contents of this issue make pleasant and interesting reading. Any comments, questions or suggestions regarding Wavelength can be sent to comments@wavelength.gr Best wishes, Nick Seaman

Company News MV Polymnia Rescue At 02.36hrs local time on 2nd April 2015, MV Polymnia, anchored off Cape Trafalgar, received a call from Tarifa traffic control requesting assistance and shelter for three persons on board a small boat. The boat, which was carrying three Moroccan fishermen, had taken on a substantial amount of water. It was sinking and drifting towards the position of MV Polymnia. After about an hour into the rescue operation conducted by crewmembers, the three fishermen were successfully brought on board.

At 04.15hrs the rescue boat from Barbate Port Control arrived. However, the three fishermen were unable to disembark due to adverse weather conditions. At that time there was a gale force wind and rough seas with a four-metre swell that prevented the rescue boat from coming alongside MV Polymnia. As a result, Tarifa traffic control made the decision to wait until daybreak to complete the rescue mission. If the weather had not subsided by then, traffic control would arrange for the fishermen to be picked up by helicopter.

While they were waiting, the three Moroccan fishermen were provided with clothing, food and a cabin as well as anything else they needed. Captain Balasa kept Marops posted on the situation until the fishermen were able to disembark.

Due to prevailing bad weather disembarkation was delayed until 11.30 hours local time on 4th April. All those involved in the rescue are to be commended for their professionalism throughout the operation.

Three fishermen safely disembarked

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 Design-Production: www.remdesign.gr

2

Issue 52-June 2015

M/T YANNIS P.

1ST CLASS SPECIAL /DD SURVEYS (continued from front cover) All the required drydocking works, deck outfitting works and machinery works were carried out during the repair period. The diesel generators had been overhauled prior to this repair period. So, on completion of the machinery works, sea trials began. During the sea trials, the M/E performance was good with all the parameters falling within normal limits.

The following modifications were also carried out: 1. Installation of Mewis duct 2. Conversion of no.1 LS HFO tk (P) to ULSDO storage tank to comply with regulation for SOx emissions from ships/MARPOL Annex VI regulation 14 (applicable from 1st January) 3. Installation of 2nd ECDIS as per SOLAS Chapter V/reg. 19 (applicable after 1st July 2015) 4. Completion of ULSDO modification for aux. boilers as per EU Directive 2005/33/EC 5. Installation of temperature monitoring system for COPs and WBPs in CCR 6. M/E Alpha lubricator system upgrade - slow steaming kit 7. Connection of sewage piping system to APT 8. Change of stern tube oil to an environmentally acceptable lubricant (Vickers/Hydrox Bio 100) as per new VGP requirements and installation of new stern tube seals compatible with new oil 9.

Replacement of all D/G governors to P3 type as per maker’s recommendation 10. Installation of ship-shore connection for Wilhelmshaven terminal (Germany) 11. Upgrade of AMOT M/E main bearing wear monitoring system 12. Foundation for future V-SAT (Very Small Aperture Terminal) antenna installation on compass deck 13. Configuration of Navbox installation with 2nd ECDIS and a second PC on bridge – vessel has the feature for electronic update of ECDIS electronic charts and publications 14. VLSDO service tank vent pipe modification 15. Installation of non-return valves in I.W.O. solenoids of remote control of hydraulic valves 16. Observation pipe for FPT fitted in bosun store to check ballast water 17. Marking of fwd ETA (2pcs) with serial number Thanks to all those involved during Yannis P. repair period.

Aft stern tube seal chrome liner in workshop after polishing

Foundation for future V-SAT (Very Small Aperture Terminal antenna installation on compass deck

Mewis Duct

New Master Control Unit card installed on Alpha lubricator control panel

Tennis Tournament Success Nikos Stavrakis represented our office in the Charles Taylor Tennis Tournament, which was organized by the Standard P&I Club. Partnered

by Apostolos Kaltis, he won the Men’s Doubles Tournament by beating the other finalists 6-3, 6-3. Congratulations to Nikos Stavrakis on his success.

All the winners at the Tournament.

Issue 52-July 2015

3

Technical Bilge Pump Equipment

Engine room BilgeLevel Switch & Alarm

(Part 2)

Engine Room is fitted with Bilge Level Switch spread at the various locations in way of bilges fwd,aft,stbd side and inside wells.

Bilge level switches & high level alarm are to be tested weekly for checking:

External inspection and maintenance of bilge pump equipment and lubrication is simple as long as it is carried out as regularly as regulations specify.

Compromised layers of paint can be replaced after removal of any corrosion with a wire brush. If regularity of maintenance is not observed, corrosion may have to be removed by chipping, which will compromise the specifications of the equipment.

Procedures to protect against external corrosion of equipment and to check lubricants are illustrated below.

• Float is free from fouling.

• There is no interference with operation due to obstructions or floating derbis.

• Condition of cable connections & cable supports.

• Electronic components like zenner barriers fail frequently.

Bilge level switches

Watch keepers to be proactive and investigate the cause of every alarm!!!

Sea water Piping & Valves Inspection & Maintenance Valve body corrosion

• Carefully examine valve body for any signs of corrosion.

• Examine the valve body thickness by lightly tapping with a surveyor's hammer.

• Remove corrosion by wire brushing before repainting.

• Check gland packing for any sign of water leakage.

4

Issue 52-June 2015

Float type level sensor aft of main engine flywheel

Sea water Piping & Valves Inspection & Maintenance Valve connection bolts or studs

• Bolts and studs to be maintained coated to avoid corrosion and wastage of bolt head.

• Extra care is required to ensure that all the bolts of the big sea chest butterfly valves are maintained.

• Corroded stud bolts can lead to ship's detention if noted by Port State Control Inspectors.

Engine Room Bilges Clean & Painted

Sea water Piping & Valves Inspection & Maintenance Distance piece between valve & shell plate

• Examine the distance piece very carefully.

• Clean & repair if necessary.

• Pipe thickness to be measured with ultrasonic gauge if corrision is suspected.

• Cracks sometimes appear at the bracket end.

WARNING !

CHECK MAIN ENGINE LUBRICATING OIL CONDITION BEFORE STARTING MAIN ENGINE IF THE LEVEL OF BILGES HAS RISEN ABOVE SUMP TANK TANK TOP Engine room bilges, piping and valves to be maintained as clean as possible for early detection of any sea water leakage

Lub oil contaminated with water Internal inspection of pipes is far more difficult and there is not only the danger of excessive corrosion but also of marine growth. The latter can occur to such an extent that free flow through the pipes can be severely restricted. There are several Marine Growth Prevention Systems (MPGS), but the use of copper anodes in an ‘impressed current system’ can protect the inside of the pipes from corrosion and inhibit marine growth at the same time. This type of MPGS will be covered in the next issue.

Lub oil in good condition

Test kit for determining the percentage of water contamination

Hissing sound test by immersing a heated soldering iron in the lub oil sample

Inclined ruler test for comparing the viscocity of the lub oil in the sump tank with unused oil

Issue 52-June 2015

5

Marine Operations Lloyd’s Register

From the records available it has been determined that the world’s first classification society was established in a London coffee house in 1760. It may seem strange that the Lloyd’s story began in a coffee house, but in those days few London merchants were privileged to have their own offices or counting houses. Therefore, the vast majority of business was conducted at the Lloyd’s coffee house Exchange. As regards news and Source: https:// information associated with specific en.wikipedia.org/wiki/ businesses, coffee houses functioned File:Lloyd%27s_coffee_ as bases where those involved could house_drawing.jpg gather to keep up with developments.

Each coffee house became a centre of specialized interest and the focus of Lloyd’s coffee house was shipping. As such, the coffee house became the regular haunt for those involved in shipping whose gossip and news provided information for the shipping community as a whole. This information was first printed in 1696 as Lloyd’s News, a newsletter compiled

by Edward Lloyd, the founder of Lloyd’s coffee house. The newsletter was effectively replaced by Lloyd’s list in 1734.

This was a weekly publication containing general commercial news as well as detailed information regarding ships docking at British and Irish ports.

The aim of Lloyd’s Register was to provide merchants and underwriters with valuable information about the quality of vessels. After the establishment of the society, a Register Book was published. The earliest surviving one dates back to 1764, when up to eleven pieces of information were given for each ship recorded. These included the name of the ship, the port of registry, tonnage, place and year of build, the owner’s name and the all-important classification. Later editions added the dimensions of the ship, a description of the engines and the name of the builder along with other relevant details. Apart from the 1764 edition, copies of the annual Register Book exist nearly continuously from 1775 to the present day. Today the Register contains information on every sea-going selfpropelled merchant ship of at least 100 gross tonnes. Another concern addressed by Lloyd’s Register was that of safe amounts of cargo being carried by vessels. To this end, Lloyd’s Register introduced freeboard tables for loading that were associated with load lines.

The classification system has always been based on quality and assessed against standards relating to the condition of a vessel. In 1768 a vessel graded top class was given an a1 rating. Seven years later a capital ‘a’ was used, so the symbol became A1, which is now more of a Load lines on MV PSERIMOS, one universal symbol of quality, of our vessels registered with not just for shipping. Although Lloyd’s there were disagreements

over standards in the early days, especially when the shipping industry witnessed major changes in the eighteenth century as sail and timber moved to iron and steel, these were soon resolved. Guidelines for standards were established through practical means and Lloyd’s quickly gained a reputation as an organization of unparalleled expertise. Indeed, this reputation rapidly spread abroad and there were soon surveyors working overseas in places as far away as Port Louis in Mauritius. By the early 1880s, nearly half of the world’s shipping appeared in Lloyd’s Register, and because of its international character, in 1914 it was simply known as Lloyd’s Register of Shipping.

In the nineteenth century, quality assessment of the materials used in shipbuilding became an integral part of the classification process. Therefore, the testing of the quality of iron and steel used in cables anchors could be done on dry land. At the beginning of the twentieth century, Lloyd’s became more involved in inspections of non-marine facilities such as refrigerated cold stores for the Port of London Authority. Again, Lloyd’s was quickly able to establish a reputation for quality assurance and by 1934, surveyors were conducting inspections of over 10 million ft3 of cold storage from the UK to Singapore. There was further expansion in the non-marine sector as established clients requested inspections beyond their shipping interests, notably in the oil industry. As a result, Lloyd’s established a new division for non-marine activities, including consultancy on atomic energy.

This expansion in non-marine sectors has gone hand in hand with Lloyd’s increasing sphere of influence in the shipping industry. Apart from having an employee network extending to 245 locations all over the globe and more than 100,000 ships in the Register, Lloyd’s has a number of publications providing information about codes, rules and regulations relating to a wide range of maritime appliances.

In addition, Lloyd’s is heavily involved in marine research.

The Global Technology Centre (GTC) established on the campus of the University of Southampton is the cornerstone of Lloyd’s Register’s global marine research and technology network. Lloyd’s Register’s global network – with the sister GTC in Singapore – is globalizing research and development.

Consequently, this has resulted in a truly international approach to tackling tomorrow’s challenges.

Global Technology Centre: Southampton Source: http://www.lr.org/en/ research-and-innovation/globaltechnology-centres/southampton/

Lloyd’s also has an educational dimension with its Information Centre being widely recognized as a valuable research resource in shipping history. From its rather humble beginnings in a seventeenth-century coffee house, Lloyd’s has undergone an incredible voyage. Today, Lloyd’s Register sets the standards of ship construction and maintenance as well as providing the required technical inspection services so at to make sure that said standards are met.

Sources: www.rmg.co.uk/researchers/library/research-guides/Lloyds/lloyds-list-brief-history. www.lr.org/en/who-we-are/heritage/brief-history/ Background Image: Lloyd's Register of Shipping - Fenchurch St. * Lloyd's Avenue - City of London - T. E. Collcutt architect. Author: Ramillies. Source: http://commons.wikimedia.org/wiki/File:Lloyd%27s_Register_of_Shipping.jpg

6

Issue 52-June 2015

Manning and Training Making Healthy Choices During the last Officers’ Forum, Dr. Glennda Canlas from Halycon Marine Healthcare Services gave a presentation on the health challenges that seafarers face while on board. During the presentation, Dr. Canlas made reference to statistics relating to preemployment medical examinations as well as repatriation rates both on medical grounds and due to accident or injury.

As regards pre-employment medicals, it was revealed that 96.5% of seafarers pass, while 1.83% of applicants are repatriated on medical grounds. Repatriation also occurs for other reasons. For instance, 20% of repatriations are accident or injury related. Of these injuries, 40% are hand injuries and 36% of all accidents or injuries occur during the first three months of service on board. One conclusion that be drawn from these statistics is that seafarers entering the maritime sector are in good health when they enter the industry and that new recruits are at great risk of accident or injury in the first three months on board.

With regard to maintaining good health, it is more often than not a matter of choice as to what lifestyle each one of us adopts that determines how healthy we remain. Thus, smart lifestyle choices can ensure a person’s good health and well-being. Despite being in a confined environment and having a narrower range of choices, seafarers can adopt a healthy lifestyle and maintain it. However, like all employees, seafarers have to face a specific set of health problems. Awareness of these problems can help keep their impact to a minimum.

The most common health problems seafarers face are as follows:

1.Muscoskeletal Problems Particularly in the lower back due to improper lifting techniques.

2.Kidney Stones Primarily due to dehydration and improper diet. It was noted that kidney stones are more common in the engine department.

3.Gouty Arthritis

4.Diabetes

5.Hypertension

6.Obesity

Apart from the first problem, these health issues may be directly related to diet, especially that of obesity. Obesity is often the result of poor diet choices and is a significant contributory factor in a number of diseases and conditions such as heart disease, elevated levels of “bad” cholesterol, cancer, hypertension, diabetes, osteoarthritis, gallbladder disease, fatty liver and gout. Obesity is also linked to strokes. In order to avoid obesity, a healthy weight needs to be maintained by following a nutritious and varied diet which should include whole grain, fibre, lean meat, fish, chicken, beans, olive oil and boiled, broiled or baked healthy food. Making food choices for a healthy lifestyle can be as simple as using these 10 Tips to a Great Plate.

1. Balance calories. Find out how many calories you need per day as first step for managing weight. Avoid empty calories found in fried, junk and fast food as they can increase weight without having any nutritional value.

2. Enjoy your food but eat less. Take your time at meals. Eating too quickly or when your attention is elsewhere can result in consuming too many calories. Take notice of hunger cues at all times and use them to recognize when you should eat and when to stop eating.

3. Avoid oversized portions. Choose a smaller plate, bowl and glass.

4. Foods to eat more frequently. Eat more vegetables, fruits, whole grains and fat-free or 1% milk and dairy products.

These contain nutrients required for good health, including potassium, calcium and vitamin D. Make them the basis for meals and snacks.

5. Make half your plate fruits and vegetables. Choose a variety of red, orange and dark green vegetables for your meals.

Add fruit to meals as part of main or side dishes or as a dessert. Those who eat more fruits and vegetables are likely to have reduced risk of suffering from some chronic diseases.

6. Stick to fat-free or low-fat (1%) milk. These have the same levels of calcium and other essential nutrients as full fat milk, but fewer calories and less saturated fat.

7. Make half your grains whole grains. Eat whole-wheat bread instead of white bread or brown rice instead of white rice.

8. Foods not to eat so often. Cut down on foods high in solid fats, added sugar and salt. These include cakes, biscuits, ice cream, sweets, sweetened drinks, pizza and fatty meals like ribs, sausages, bacon and hot dogs.

9. Compare sodium in foods. Check the nutrition facts on labels to choose lower sodium versions of foods such as soup, bread and frozen meals. Choose canned foods containing low sodium, reduced sodium or those with no added salt.

10. Cut calories in drinks. Drink water or unsweetened beverages.

A healthy diet is more effective when combined with exercise. A few minutes of exercise every day will help you keep fit and make you feel rejuvenated and active. Also, a healthy diet can reduce the risk of heart attack by 18% and regular exercise can further reduce this risk by 3%.

It is also important to avoid smoking at all costs. The poisons cigarettes contain can cause hypertension, coronary heart disease, stroke, chronic bronchitis, emphysema, early cataract, various types of cancer (lung, stomach, throat) and gum disease. On the contrary, quitting smoking can reduce the chance of a heart attack by up to 36%.

Last but not least, dental care is another smart choice for a healthy lifestyle. Dental disease is the most preventable disease of all and can be avoided by maintaining dental hygiene and undergoing regular check-ups. Achieving proper dental hygiene requires correctly brushing teeth for at least two minutes using a soft-medium toothbrush which should be replaced every three months. A fluoride toothpaste should be used and flossing should be done twice a day. Seafarers must always bring on board sufficient supplies to last throughout the duration of contract.

Nowadays, a seafarer is faced with various challenges. However, smart lifestyle choices will not only help maintain good health but will also increase effectiveness in carrying out assigned tasks and, in all likelihood, lower the risk of injury.

Sources: www.choosemyplate.gov/food-groups/downloads/TenTips/DGTTipsheet1ChooseMyPlate.pdf

Issue 52-June 2015

7

SAFETY FIRST! Proper Housekeeping Equals HEALTH, HYGIENE AND SAFETY Source: Fleet Vessel Good housekeeping is closely related to high standards of safety, health and hygiene on board a vessel. Contrary to the common phrase, when it comes to housekeeping appearances are never deceiving!

The appearance of a vessel reflects not only the standard of the management and customer service that a company offers, but also indicates that a high level of safety, efficiency, solid organisation and good seamanship is maintained at all times.

The key to operational success is good housekeeping, which is aimed at all seafarers and shore - based management - it’s a team effort, not just on board, but also ashore.

A 19-year-old fleet vessel can set the highest housekeeping standards. Such a vessel is clear evidence that age is not a factor when it comes to good housekeeping at sea. Rather, it is a result of quality operations.

All it takes is the Master’s initiative and motivation towards his officers and crew, dedicated and driven Officers, and everyone’s commitment to maintaining high standards. It is equally essential that Head Office should provide backing in this respect, but nothing can be done without onboard commitment, bonding and team effort.

We would like to thank MASTER REYES ROLANDO and his CREW on board CE-MERAPI

Thanks to the efforts of 2nd Mate Page Jomar and his team there is a perfectly organized Medical Locker and spotless laundries!

The areas of galley, provisions stores, refrigerators, cupboards etc. are kept perfectly clean and tidy by Ch. Cook Quilindrino Santos Jr. and his team!

WE KNOW FOR A FACT THAT MOST FLEET VESSELS ARE ON THE SAME COURSE! Try to remember that the 3 important elements for your well-being on board which are health, hygiene and safety cannot be achieved without proper housekeeping on board!

Personal Protective Equipment (PPE) & Take-5, Source: Head Office revision of the PPE MATRIX in the FIM

It is common knowledge that a large percentage of accidents on board result in injuries to personnel. It is often observed that injured crew members did not use the Personal Protective Equipment (PPE) properly.

In most of the cases it is stated that the PPE was used, but the accident still happened and the injury did occur. In such cases, where does the problem lie?

One possibility is the use of PPE inappropriate for the specific task or in poor condition. This can be addressed with training on board and by referring to the PPE Matrix in FIM Chapter B (see reference below).

Use of proper PPE alone, however, cannot guarantee safe practices & avoidance of accidents. Accidents are caused by unsafe practices.

If the unsafe practices are recurrent, the PPE cannot be efficient either.

PPE does not eliminate hazards but gives only limited protection in case an accident occurs. Accidents can only be avoided when hazards are eliminated, i.e. when shipboard personnel practise their own safety standards.

Most seafarers are aware of the rights & wrongs relevant to their own safety and yet some ignore very simple points due to physical restraints, lack of care / attention, weather implications, old habits, overconfidence or complacency.

When in the back of your mind you think you are about to use an unsafe practice, then this is the right time to just … Take-5!!! Make sure you participate in an efficient Tool Box Meeting, and carry out a Last Minute Risk Assessment. The only way to avoid accidents is to modify your behaviour towards work so as to identify and eliminate hazards.

8

Issue 52-June 2015

Safety Bulletin 15-02

ON DECK MACHINERY SPACE MOORING OPERATIONS ANCHORING OPERATIONS CARGO OR BUNKERING OPERATIONS HANDLING OF HIGH TOXICITY CARGO CRANE OPERATIONS WIRE/ROPE HANDLING (Operations or Maintenance) LIFEBOATS WORKING OVERSIDE WORKING AT HEIGHT OVER 2M DESCALING PAINTING CLEANING WQUIPMENT CHEMICALS HANDLING WELDING POWER TOOLS/ABRASIVE WHEELS ELECTRICAL HYDRAULIC PRESSURE STEAM

Must Must Must

Must

Must Must Must Must

Must

Must Must Must

Must

Must Must

Must Must Must

Must Must

Must Must Must

Must Must Must

Must

Must Must Must Must Must Must

Must Must

Must Must Must Must Must Must

Must

Must Must Must

Must

Must Must Must

Must

VENT

DRAIN

ISOLATE /CHECK

WARNING SIGNS

PERSONAL DETECTORS

DUST MASK

SAFETY LINES

FLOTATION AID

VISOR

cHEMICAL GLOVES

CE (or EC) eN 60903

CHEMICAL SUIT & MASK

LEATHER GLOVES

GOGGLES

HARNESS

EAR DEFENDERS

HELMET /HARDHAT

SAFETY SHOES/BOOTS

OILER SUIT

With regard to proper use of PPE, and to an eye-related UDE reported from a Fleet Vessel, FIM Ch.B, Sec. 3 has been reviewed and some items relevant to the use of Safety Goggles and the PPE Matrix have been changed:

Must Must Must Must

Must Must Must

Must Must

Must

Must

Must

Must

Must Must Must Must

Must Must Must

Must Must

Must

Must

Must

Must Must Must Must

Must Must

Must Must Must

Must Must

Must Must Must

Must

Must Must Must

Must

Must Must

Must

Must

Must Must Must

Must Must

Must

Must

Must

Must Must Must Must

Must Must

Must

Must

Must

Must Must Must Must

Must

Must Must Must

Must

Must

Must

Must

Must Must

Must

Must Must Must

Must

Must Must

Must Must Must

Must Must Must

Must

Must

Must Must Must

Must Must Must

Must

Must Must Must

The above section of FIM Ch.B, will be sent on board with the next system revisions. In the meantime, Safety Campaign on PPE Matrix NR 5/15 dd 28/04/15 was sent on board by regular mail.

TRUST Ten Really Useful Safety Tips RELEVANT TO PPE 1 Working clothes (Overalls]. They should not have loose flaps or hanging strings. Some crew members cut the overall sleeves to make them easier to use. It should be remembered that the sleeves are part of the protection & cutting them off will reduce the protective coverage area.

2 Head Protection. Always use the chin straps. Never cut them off the safety helmets. On many occasions, the helmet is lost while bending over or climbing a ladder. When the chin strap is not fixed, the protection is not complete & the helmet can slip off when there is any impact.

3 Hearing Protection. Ensure proper placement of the muffs on the ear to provide protection. This is especially relevant to Engineers who may feel uncomfortable while using them because they wish to hear various engine & automation control alarms. However, they must bear in mind that these normally have visual signals & rotating lights to attract attention.

4 Eye Protection. Do not attempt to cut air holes or the side protection. Once you use goggles; any task can be done with fewer worries; but if you have cut out parts of an approved goggle, various particles can still enter your eyes.

5 Foot Protection. Never bend the back side of the safety shoes so that they are used like slippers. This action alone makes a pair of safety shoes entirely useless. Always wear socks with the safety shoes. Do not use very old, cracked, oily or chemically soaked shoes 6 Hand Protection. Order the proper type of gloves. For instance, leather gloves are better for handling rough or sharp objects, heat resistant gloves for handling hot objects and rubber, synthetic or PVC gloves for handling acids, alkalis, various types of oils, solvents and chemicals.

7 Respiratory Protective Equipment. In addition to the obvious use of such PPE, there are other occasions like dusty cargo operation and working with chemicals when use of proper masks is necessary.

8 PPE & Galley personnel. The ship's galley can be a very dangerous area. It is on board a moving vessel where there are electric appliances, hot water/oil and other flammable materials present. All safety gear may not be necessary in the galley, but personnel must be vigilant of the dangers.

Avoid slippers in the galley and use gloves for hot object handling. A mask is essential while frying food.

9 PPE may be uncomfortable at times. It may make you sweat & feel uneasy or restricted, BUT it saves lives!

10 PPE CANNOT PROTECT you if you decide to use unsafe practices!!!

Issue 52-June 2015

9

Leadership

(continued from W51)

PART 3

Although the question of whether leaders are made or born has not been fully resolved, it has been firmly established that effective leadership requires multidimensional skills and the ability to adopt an appropriate response to any situation. As such, a leader should not only possess analytical capabilities of the present but also be able to foresee the outcomes of current actions. It is perhaps this latter quality that separates the good leader from the outstanding one and it was introduced by Captain John Pelly under the heading of “Forethought” in the final part of his comprehensive section on Leadership. Below is the final part of this section from “The Officer’s Aide Memoire” with those points that require particular attention highlighted in bold.

ENCOURAGEMENT OF YOUR HIGHER RATINGS It is of the utmost importance that you should bear in mind that the responsibilities of the higher rating are more important now than they have ever been. They should be made to feel that they are in your confidence, and they should be made to feel that they really are the men that matter. Bring them into any discussion on a job of work, drill, improvement or amenity. Not nearly enough is done by Officers to recognize the status of Higher Ratings.

Make a point of sending a word of commendation through your higher ratings, and you can follow this up later, should you so desire, by giving it in person.

On the other hand, do not expect too much of your higher ratings. You cannot expect their standard to be a very level one, as large numbers are at present being made and many are of very limited experience.

Endeavour to avoid putting a higher rating in charge of a job without first discovering whether he knows how to set about it.

Avoid showing preference to a higher rating of higher quality at the expense of the remainder. The latter, besides being far more numerous, are in more need of your assistance, and this type includes a large number who, with a little guidance, quickly grow to take a jealous pride in their work.

You must also bear in mind that the young higher ratings, and particularly the Leading Seamen, have a difficult job. They find themselves in charge of men older than themselves, some of whom endeavour to trip them up. If you spot any sign of insolence of disobedience, do not wait for the Petty Officer to complain or run the man in.

Give the higher rating the benefit of your greater knowledge by making opportunities for discussion, and, if possible, instruction.

However busy you are, these opportunities will occur, possibly when you are on watch at night or closed up at your action stations.

FORETHOUGHT Life at sea differs essentially from life ashore. We are far more dependent at sea on the whims of the elements. These have an uncomfortable habit of upsetting our plans and routines unexpectedly unless we use forethought.

Look ahead; do not wait until something goes wrong. If you anticipate that you may run into bad weather, have that rope, that jigger, that heaving line, that strop or that hand pike handy in the place where you may want it.

Look above the level of your head, and train the men to do the same. Most of us are born with a tendency to look only along the level of our noses. Trouble usually comes from overhead, and in these days in more ways than one.

Napoleon’s reply to a ‘Yes Man’ is well worthy of remembrance and this is it: ‘If I always appear prepared, it is because before entering on any undertaking I have meditated long and have foreseen what may occur. It is not genius which reveals to me what I should do; it is thought and meditation.’ Napoleon’s secret was little more than careful concentration of his thoughts, the carrying out of a mental ‘dummy-run’ whenever possible.

Finally, it is not possible to write a handbook on how to be an Officer and a leader. We have each to find out for ourselves the best use we can make of those particular qualities possessed by each of us in varying degrees.

If all these qualities, skills and considerations weren’t enough, there is one final thought that encompasses the need for a leader to walk a fine line. In Captain Pelly’s words, the art of nautical command is ”to be the complete master, and yet the complete friend of every man on board; the temporal lord and yet the spiritual brother of every rating; to be detached and yet not dissociated.”

10

Issue 52-June 2015

Safety at All Times!

Although safety concerns for seafarers aboard a vessel are more prominent than those landlubbers have to deal with on a daily basis, lessons regarding safety issues may be mutually beneficial for both groups of people. Filling up the car at a petrol station is a case in point. Bob Renkes of a Petroleum Equipment Institute has been working on a campaign to raise awareness of the potential for static electricity to cause fires at petrol stations. His company has investigated 150 cases of such fires.

Some of the results from his investigations are as follows: 1. Almost all cases involved the person getting back into the vehicle while the petrol pump was still delivering petrol into the car.

2. Most people involved were wearing rubber-soled shoes.

3. Most men never got back into their vehicle until refuelling had been completed. This is why they were seldom involved in this type of fire.

4. Twenty-nine of the fires were started when the vehicle was re-entered and the nozzle was touched during refuelling. Some resulted in extensive damage to the vehicle, station and the customer.

5. Seventeen fires occurred before, during or immediately after the petrol cap was removed, before fuelling began.

The lessons to be learnt are as follows: 1. Never get back into your vehicle while it is filling with petrol.

2. If you absolutely have to re-enter your vehicle at this time, make sure that when you get out, you close the door and TOUCH THE METAL on the door before you pull out the nozzle.

Other safety rules regarding refuelling involve turning the engine off and never smoking in a petrol station. As regards the use of mobile phones in petrol stations, local safety regulations should be observed at all times.

No Fishing !

No Fishing !

No Fishing !

No Fishing !

It is known that seafarers like to entertain themselves by fishing over the side of their vessel, especially during periods between employment fixtures. However, if they are allowed to eat fish caught off the ship they will inevitably contract food poisoning sooner or later. According to one expert on food quality in the shipping industry, Henry Anderson of Marine Catering Services, crew members should not go fishing off the side of their vessel. Many crews have not heeded this warning, including that of a Japanese bulker. Their fishing exploits resulted in 14 crewmembers being hospitalized after contracting ciguatera fish poisoning.

This type of poisoning is characterized by both gastrointestinal and neurological symptoms that can last for more than 14 days and will have a serious impact on marine operations due to their chronicity and severity. The symptoms normally appear within a few hours after consumption of contaminated fish. Additionally, there can be long-term effects such as chronic fatigue, muscle pain, depression and low blood pressure.

Although there are commercial test kits for ciguatera, which is the seafood toxin illness that has the highest incidence of all such diseases, they are not infallible and can produce inaccurate results. Moreover, there is no medication or any vaccine for ciguatera poisoning, so it makes sense never to eat fish caught off the side of any vessel.

Sources: www.maritime-executive.com/article/seafarers-food-poisoning-carries-litigation-risk www.ncbi.nlm.nih.gov/pubmed/22776385 www.iamat.org/risks/ciguatera-fish-poisoning

Issue 52-June 2015

11

Humankind’s Marvels and Nature’s Wonders

Marble Caves of Patagonia, Chile

Refuge du Goûter Lodge At an altitude of 3,800m, this four-storey, egg-shaped sixteen-metre tall building is located on Arête du Goûter in the Alps. It has been described as a marvel of self-sustainability as it is self-sufficient with regard to energy and water. It has solar panels which provide heat to melt snow for water, heat for the interior and electricity. In addition, the structure can withstand winds of up to 300 km/h mainly because its struts are sunk 14m into the rock. Another feature that makes the refuge distinctive is that part of it juts out over the cliff at a point where there is a sheer 1500m drop.

The structure took Swiss architect, Hervé Dessimoz, five years to design and building took a further three years. Construction took so long because work was only possible from spring to autumn with prefabricated wooden components being hoisted to the site by helicopter. With a capacity for up to 120 people, the structure is the epitome of high Alpine altitude lodging incorporating high-end green design engineering.

Sources: www.theguardian.com/world/2012/Sep/18/mont-blanc-mountain-Climbing-refuge www.saraelman.com/2014/06/19/french-design-le-refuge-du-gouter/

Source: http://www.ski-libre.com/ infoskirando/nouveaurefuge-du-gouterchantier-en-cours/

Cuevas de Marmol have been described as the most beautiful network of caves in the world. It is a remarkable natural sculpture shaped by the crashing waves of Lake General Carrera of Patagonia in Southern Chile. The caves are part of a solid marble peninsula enclosed by the glacial lake that spans the border between Chile and Argentina. The swirling patterns visible inside the caves are a reflection of the lake’s azure waters, which vary according to the water levels that are controlled by the weather and season.

It is the wonder of the Marble Caves’ ability to change appearance that wows visitors. In early spring the shallow waters are turquoise in colour and they form an incredible shimmer against the swirling walls. In summer the water levels rise, giving the lake a deep blue hue which alters the colour and atmosphere of the marble. The levels vary markedly as they are dictated by the freezing and melting of the glaciers that feed the lake. In order to appreciate the beauty of the Marble Caves, visitors have to embark on a challenging journey. This involves a flight to Santiago, followed by an 800-mile drive on highways and a subsequent 200-mile off-road adventure. The final leg of the journey is by boat to access the caves, but by all accounts, the stunning scenes that greet visitors make the long, difficult journey all worthwhile.

Sources: www.whenonearth.net/marble-caves-patagonia-chile/ Img link: http://www.shutterstock.com

Captain Kidd’s Treasure William Kidd was born in Renfrew, Scotland in the 1640s. Little is known about his early life, but it is thought that he spent much of it at sea. After 1689 he was hired as a privateer to fight the French and six years later, he acquired a royal commission to capture pirates that targeted East India Company ships in the Red Sea and Indian Ocean. He set sail for New York on the Adventure Galley in 1696, and after increasing crew numbers there, left for the Comoro Islands, off East Africa. Having failed to apprehend pirates, Captain Kidd turned to piracy himself. At first, he took only small ships, but in 1698, he made his biggest score when he took the Armenian ship, Quedagh Merchant. At this point, he abandoned the Adventure Galley and commanded the Armenian ship which was carrying valuable cargo, including silver, gold and silk.

On his arrival in Anguilla in 1699, he found out he had been denounced a pirate. So, he purchased another ship, Antonio and went to America to try and convince the governor of New York, the Earl of Bellemont that he was innocent. Despite being offered clemency, Captain Kidd was sent to England for trial. He was found guilty of murder and piracy and sentenced to death. In 1701, carrying out the sentence required two attempts, as the rope snapped on the executioner’s first one. As for the effects and goods on board Antonio, they were sold and the proceeds went to charity. The jewels alone were valued at 30,000 £ at that time, which is equivalent to 10 million £ today.

Since his execution treasure hunters have been digging for his

12

Issue 52-June 2015

loot with limited success. Some was found on Gardiner’s Island off Long Island early on and in 2000, Barry Clifford, an American archaeologist, discovered remnants of the Adventure Galley along with pieces of Ming porcelain and 300-year-old bottles of rum. On 7th May 2015, a team of UK/US archaeologist headed by Clifford uncovered a 55kg silver bar in the waters off Saint Marie Island in Madagascar. This find is thought to be part of Kidd’s treasure and its discovery has posed many questions regarding the privateerturned-pirate’s activities, two of which relate to how much treasure is still out there and where it might be found.

Source: www.britannica.com/EBchecked/topic/317319/William-Kidd www.bbc.com/new/world-africa-3262144

Courtesy of Martin Vogl Source: http:// www.bbc.com/ news/worldafrica-32621444

Special Vessel

Allure of the Seas Cruise Ship Extraordinary Allure of the Seas is by no means the only impressive cruise ship in operation, but it is officially the biggest at this time. As such, it is worthy of mention. At 360m long, 64m wide and standing 65m above the waterline, this ship truly is an imposing vessel.

The ship’s incredible height results from there being a total of 18 decks, 16 of which are passenger decks that cater for up to 6,296 guests. In addition, the ship has 2384 crew members who hail from around 80 countries. Allure of the Seas was constructed in Turku, Finland, and coincidentally the combined output of the ship’s power plant is approximately 100 MW, which is about what is needed for a city the side of the one it was built in. The ship cruises at 22 knots and has a 6.1m diameter propeller together with 4 bow thrusters. For maneuverability, there are 3 electric Azipod propulsion systems. Another impressive statistic relating to the vessel is that if the electrical cables onboard were laid out in a line they would stretch from Fort Lauderdale, Florida to Juneau, Alaska.

"Allure of the Seas“ by Jorge in Brazil

Source: http://www.galleryhip.com

The world’s largest cruise ship also meets high standards in terms of environmental and safety concerns. The six diesel engines supplied by Wartsila have what is known as a Common Rail direct fuel injection system that leads to a reduction in exhaust gases. Furthermore, there is a water purification system that meets stringent guidelines and onboard recycling facilities, including state-of-the-art shredders, compactors and crushers. As regards safety, the lifeboats conform to the highest specifications and there is space on them for every passenger on board.

Passenger accommodation spans 37 categories of rooms and suites. At the high end, loft suite cabins occupy the top two decks. Each of these cabins has a living area of 2000ft2, double height ceilings, a balcony, floor to ceiling windows for sea views and a bathroom fitted with a rain shower. At the very top, there is the Royal Suite that contains a king size bed, balcony with hot tub, a whirlpool bathtub, a baby grand piano and concierge service. Outside their cabins passengers have plenty to do. They have a wide range of eateries to dine in, stores to shop in and browse round, shows to be entertained at and sports zones to get exercise and have fun in. So, for those who would really like to go on a cruise in a ship the size of a town, Allure of the Seas is special enough to satisfy that wish.

Sources: www.marinelink.com/news/delivered-allure-of-theseas336002.aspx www.shiptechnology.com/projects/allure-of-the-seas/ www.shipdetective.com/ships/rci_allure.htm#Specifications

Keeping History in the Past Strictly enforced D&A policies have helped sever the ties between seafarers and substance abuse Like old habits, traditions often die hard, but on certain occasions it is best that they do. The association between sailors and alcohol is a case in point. How this relationship began, became established, why it ended and should remain strictly controlled can be readily understood through the history of the Royal Navy and the consequences of seafarers suffering mental and physical impairment due to the irresponsible consumption of alcohol.

At the end of the sixteenth century a sailor’s rations included one gallon of beer per day. If the vessel was at sea for long periods, substitutes in the form of spirits like brandy or arrack, which could be better preserved than beer, were dispensed instead. In the seventeenth century, rum gained popularity and half a pint of it was rationed daily to each sailor. Extra rations were given to those sailors assigned to repair the main brace and they were often doubled before battle. This gave rise to the nautical phrase ‘three sheets to the wind’ becoming a synonym for drunk. In 1850, the Admiralty’s Grog Committee determined that there was a link between rum consumption and disciplinary problems, and a year later rum rations were reduced to one-eighth of a pint per day. On 31 July 1970, called ‘Black Tot Day’, rum rations became a thing of the past.

The issue of alcohol aboard Navy vessels was not introduced for recreational purposes but for making water drinkable on long voyages. It did this by killing algae. The water and rum mixture, to which citrus juice was often added to combat scurvy, was known as grog. This name is also a link between sailors’ parlance and the word ‘groggy’, a synonym for drunkenness. The connection between seafarers and alcohol were even stronger outside the confines of the Navy. Pirate crews, who were much less disciplined, sometimes became too drunk to resist capture by Navy vessels.

Even though those days are long gone, there are constant reminders of how one man’s drinking can metaphorically “beach the ship”, and such cases can extend well beyond the nautical environment. In Hollywood, for example, excessive alcohol consumption whether or not related to a production involving a historical nautical theme, in which an actor could cite method acting as an excuse for impairment, has led to disruption within the film industry. Despite the somewhat similar consequences of drinking alcohol irresponsibly in the maritime and entertainment industries, there is a basic difference in the two sectors. In the former, there is a strict Drug & Alcohol (D&A) policy, whereas in the latter no such policy exists. Our Company, like the majority of tanker companies, adopts a strict Drug & Alcohol policy, the main points of which are highlighted below.

1.

2.

3.

4.

5.

6.

A defined alcohol impairment level (blood alcohol content of 40mg/100ml, or more) Strict rules and procedures in alcohol distribution on board Prohibition of the possession, use, trafficking of any kind of illegal drugs for any reason on board.

A combination of mandatory pre-joining D&A tests for all seafarers, plus periodical random testing/ screenings on board all vessels Seafarers found to be in violation of the D&A Policy shall be subject to dismissal/disciplinary action.

The Company shall fully cooperate with and assist authorities in any way possible in identifying, reporting and taking action against drug abuse incidents.

The consequences of drinking alcohol irresponsibly immediately prior to, or during a voyage vary in severity. One of the most catastrophic was allegedly the grounding and sinking of the Exxon Valdez, details of which can be found in the Incidents to Regulations article on the back cover of this issue.

Sources: www.dailymail.co.uk/.../What-shall-17-000-drunken -sailors-Survey-reve…Pirates.hegewisch.net.odd_rum.html

Issue 52-June 2015

13

Cities and Ports - Hong Kong The City. It was in the 1920s that archaeological studies in Hong Kong began.

During excavation, artefacts on the coasts of outlying islands were unearthed, allowing archaeologists to date the earliest human activity in Hong Kong back to 6000 years ago.

There was pottery from this time and the following millennium as well as weapons, tools and arrowheads from 4000 years ago. These is also evidence of migration to Hong Kong from southeast China in the form of coins from the Han period (206 BC to 220 AD). Such migration continued in later dynasties.

The West was attracted to Hong Kong, meaning ‘fragrant harbour’, due to its strategic location on the Far Eastern trade route as early as the fifteenth century because of demand for Chinese products like silk and tea. However, by the end of the eighteenth century, the foreigners’ interests were not limited to the trade and transportation of legal merchandise as smuggling opium had become a more lucrative option. Despite Chinese attempts to end this illegal trade, it flourished. Eventually, the First Opium War broke out. This led to Hong Kong being placed under British rule in the Convention of Chen Pui in 1841. This Convention was never signed, though, and in August 1842, the Treaty of Nanjing replaced it.

After cession, the British colony of Hong Kong was established as a regional centre for financial and commercial services. As a result, the population grew from just 7,500 to 85,000 in 1859. Initially, the economy was dominated by shipping and banking, but Hong Kong soon witnessed diversification. This took the form of services and retail outlets for the local population, small-scale workshop ventures operated by locals as well as sugar refining and cement manufacture in the foreign sector.

The period between 1912 and 1945 was one of turmoil for Hong Kong. The establishment of the Republic of China in 1912 dealt a blow to British trade with China as there was soon a boycott of foreign goods in China. This ban spread to Hong Kong in the 1920s, causing widespread disruption. In 1937, when the Sino-Japanese war broke out, many Chinese fled to the relative safety of Hong Kong, but this was temporary as there was massive migration from the colony after World War II made its presence felt there. At the end of the War, many of those who had left returned alongside political and economic refugees fleeing the Chinese civil war.

Despite something of post-war revival, a 1951 trade embargo, periodic labour disputes, riots and social and economic unrest leading to violent political demonstrations set back progress until the 1960s. However, growth in the electronics industry and a boom in the financial and property markets was short-lived, as in 1973, the stock market collapsed. After that the economy improved but there was uncertainty due to concern over what would happen when Hong Kong was handed over to China in 1997. Despite the fears over reunification, economic growth continued and there was a vast

improvement in the region’s infrastructure.

Today, Hong Kong’s free trade policy has resulted in it becoming a significant global trade centre. Most imports are exempt from tariffs, which is necessary as Hong Kong has few natural resources.

The major imports are capital and consumer goods such as electrical machinery, clothing TVs and computers. The next largest group includes mineral fuels, raw materials and foodstuffs. As regards exports, textiles and photographic equipment are among the most important along with reexports.

The most urbanized areas in Hong Kong are located on the coast, principally on Hong Kong Island and the Kowloon Peninsula, where 50% of the population lives. Most of these people live around Victoria Harbour in limited space that is being continuously extended through reclamation. The overall population density of Hong Kong is just under 7,000/km2, but in certain urban areas it is much higher.

For example, in the Mong Kok area of the Kowloon Peninsula it rises to around 130,000/km2, the second most densely populated area in the world. Outside these areas there are settlements ranging from hamlets to small towns. Finally, there are those who live on boats and junks just as their fisherfolk ancestors did in the fishing towns of Aberdeon, Shau Kei Wan and Cheung Chau.

The Port. The fact that the port has a sheltered natural harbour was a key factor in its development. It is an incredibly busy port.

In 2013 alone, over 376,000 sea-going and river-trade vessels arrived at and departed from Hong Kong. Container vessels, which made up a large proportion of these, arrived at the northwestern part of the harbour, where there are 9 container terminals with 24 berths at Kwai Chung and Tsing Yi. The total terminal area spans 279 hectares and has a handling capacity of over 20 million TEUs. As the Port of Hong Kong is so busy there are 546 modern marine aids to navigation. In addition, the Port Authority is constantly improving the aids to increase safety. The Maritime Rescue Coordination Centre (MRCC) provides a 24-hour distress alert monitoring system and is in constant contact with the emergency response services. There is also a vessel tracking system (VTS) that can track 4000 moving vessels and 1000 stationary ones so that advice regarding the activities of other vessels is always available.

As well as container facilities, the Port of Hong Kong has extensive oil and coal bulk handling facilities at the power stations of Top Shek Kok at Castle Peak and Po Lo Tsui on Lamma Island. The centralized ferry services at the Sheung Wan and Tsim Sha Tsui terminals are also extremely busy. Around 100 vessels, mostly high-speed passenger craft like jetfoils and catamarans ferry passengers to Macao and eleven ports located on the mainland to satisfy demand. In 2013, that demand was so great that a total 25,95 million passengers passed through the terminals. As regards, dry docks and slipways, there are extensive facilities for every type of vessel. Off the west coast of Tsing Yi Island lie three floating dry docks with a maximum lifting capacity of up to 46,600 tonnes.

There also several smaller shipyards for repair work.

Map Source: www.maps.com/ref_map.aspx?pid=12077 Sources: www.amo.gov.hk/en/archaeology_work.php, www.eh.net/encyclopedia/economic-history-of-Hong-Kong/ www.britannica.com/EBchecked/topic270971/HongKong/11640/, www.gov.hk/en/about/abouthk/factsheets/docs/port.pdf www.marimari.com/cOhTENT/hong_kong/general_info/history/main.html

Humour !?

Food for Thought There are six components of wellness: proper weight and diet, proper exercise, breaking the smoking habit, control of alcohol, stress management and periodic exams. Kenneth H. Cooper Meticulous planning will enable everything a man does to appear spontaneous. Mark Caine All action results from thought, so it is thoughts that matter. Sai Baba You can’t cross the sea merely by standing and staring at the water. Rabindranath Tagore He who controls others may be powerful, but he who has mastered himself is mightier still. Lao Tzu There is nothing wrong with healthy competition. But there is something very wrong with competition that promotes animosity and undermines the spirit of cooperation. Thought from the editor

Humour !?

Wife: How would you describe me?

Husband: ABCDEFGHIJK Wife: What does that mean?

Husband: Adorable, Beautiful, Cute, Delightful, Fashionable and Hot! Wife: Thank you, darling. But what about IJK? Husband: I’m Just Kidding

An unemployed man is desperate to find work, so he decides to go door to door in a wealthy neighbourhood to ask for work.

At the first house he is greeted by a butler who informs him that the owner has all the work done by a resident handyman.

At the second house, a guard tells him that nobody is at home.

So, feeling disappointed, the man walks to the next house. The gates are open and he hears voices coming from the back garden.

He walks round the house and sees several people enjoying themselves around the pool. The host sees him and asks him what he wants. “I’m unemployed and I need some money to feed my family,” replies the man.

“Sorry, but we don’t have any work for you, so please leave,” says the host. At that point, the host’s wife takes pity on the man and whispers something in her husband’s ear. “OK,” says the host.

“Go and get some white paint from the shed at the bottom of the garden and paint the porch at the front of the house.”

“Thank you, sir!” exclaims the man and he goes to the shed and then to the front of the house. After a short while, he returns.

“Finished already?” asks the host.

“Yes, sir!” replies the man.

“But there was one problem.”

“Oh, yes. What was that?” inquires the puzzled host.

“Well, it wasn’t a Porsche,” announces the man. “It was a Ferrari!”

Elegant, Q: What’s the best thing about Switzerland?

A: I don’t know, but the flag is a big plus.

ACROSS

5. UK University collaborating with Lloyd's (11) 6. Beverage drunk at shop where Lloyd's began (6) 8. The Royal Navy used this juice to combat scurvy (6) 9. These panels provide electricity for Refuge du Goûter Lodge (5) 13. The port of Hong Kong has this type of natural harbour (9) 15. This terminal considered safest in Europe (6,3) 17. Anchor point of MV Polymnia at time of rescue (4,9) 18. Number of times a day flossing should be done (5) 19. Type of duct installed on MT Yannis P. (5) 21. State where Exxon Valdez collided (6) 23. Poisons contained in cigarettes can cause this (10) 24. Type of stone more commonly seen in engine room (6) 25. Country where "Allure of the Seas" was built (7)

DOWN

1. Impossible to write one of these on how to be a leader (8) 2. In Hong Kong this collapsed in 1973 (5,6) 3. These provided evidence of migration to Hong Kong 2000 years ago (5) 4. Important hong Kong export (8) 7. This oil should be part of your healthy diet (5) 10. Colour of Lake Carrera's waters in early spring (9) 11. Country where MT Yannis P. completed repair period (5) 12. Place in Mauritius where early Lloyd's surveyors worked (4,5) 14. A long-term effect of ciguatera fish poisoning (10) 16. The role Exxon has assumed in D&A awareness (10) 19. Type of porcelain recovered from "Adventure Galley" ( 4) 20. The type of line a leader needs to walk( 4) 22. Nationality of "Quedega Merchant" (8)

Finland DOWN: 1. Handbook 2. Stocl market 3. Coins 4. Textiles 7. Olive 10. Turquoise 11. Malta 12. Ports Louis 14. Depression 16. Leadership 20. Ming 20. Fine 22. Armenian

SOLUTIONS ACROSS: 5. Southampton 6. Coffee 8. Citrus 9. Solar13. Sheltered 15. Sullom Voe17. Cape Trafalgar 18. Twice19. Mewis 21. Alaska 23. Bronchitis 24. Kidney 25.

Issue 52-June 2015

15

From Incidents to Regulations Incident: M/T EXXON VALDEZ grounding and oil spill Regulations: USA OPA 90 Although it was widely recognized that sailing supertankers in the cold waters of Prince William Sound is complicated, Congress gave authorization for the Trans-Alaska pipeline that would allow oil companies to have access to crude oil from Alaska’s North Slope and be able to transport it to the rest of the country. At that time, in 1973 it was also known that Alaska could not handle an oil spill of over 8.4 million gallons. In the light of these facts, the oil companies vowed to operate in the state with the greatest care.

Despite these promises, some 15 years after authorization, on March 23, 1989, the Exxon Valdez left the Port of Valdez for Long beach, California with 53,094,510 gallons of oil under the allegedly intoxicated Captain Joseph J Hazelwood. Apparently, prior to boarding the vessel, Captain Hazelwood had been drinking in two local bars, consuming an estimated 5-9 double shots. As he was the only man on board who was licensed to navigate the Exxon Valdez in Prince William Sound, he should have taken the helm. Instead, perhaps through impaired cognitive reasoning resulting from excessive alcohol consumption, he delegated the responsibility for navigating the vessel through the icy waters to a fatigued 3rd mate who was totally unqualified to steer the ship. Shortly after the handover, the Exxon Valdez increased speed, veered away from the shipping lanes and just after midnight on March 24 collided with Bligh Reef, a notorious navigation hazard. In the collision, 8 of the 11 tanks were ruptured, spilling approximately 11 million gallons of crude oil into Prince William Sound.

The spill was quickly reported, but Exxon, the operator of the vessel, took no action for three days, primarily because there was no cleanup equipment immediately available. During the delay, millions of gallons of oil spread along the coast. By that time, the spill could not contained and it ultimately affected areas extending to 470 miles south west of Bligh Reef. The result was the total destruction of the ecosystem the oil had invaded. As regards Captain Hazelwood, a relapsed alcoholic who not for the first time had a revoked driving license for driving under the influence at the time of the collision, Exxon failed to live up to the assurances that it would take the utmost care in transporting oil in the region. The company allowed Captain Hazelwood to remain in command of the tanker despite warnings and it did not fully enforce its substance abuse policy. However, the Captain was found not guilty of operating a vessel under the influence of alcohol despite having alcohol in his system hours after the collision. The only charge that he was found guilty of was the negligent discharge of oil. Apart from the onboard developments, blame for the accident was laid on the US Coast Guard for not providing an effective vessel traffic system and the lack of an effective pilot and escort system.

The Exxon Valdez collision, which raised public concern over oil transportation, was the main reason why the Oil Pollution Act (OPA) became law in August 1990. The OPA made provisions that enhanced the Federal Government’s ability to prevent and deal with oil spills.

Apart from providing resources to respond to such spills, the government setup an Oil Spill Trust Fund, which can disburse up to 1$bn per incident. Furthermore, it was realised that cooperative contingency plan between the government and industry had to be drawn up.

As a result, the National Oil and Hazardous Substances Pollution Contingency Plan (NCP) was extended to a a three-level approach: the Federal Government has to direct all the response efforts for specific types of spills; Area Committees comprising federal, state and local government officials are required to draw up Area Contingency Plans in detail for specific locations; owners or operators of vessels and facilities that constitute an environmental threat have to develop their own Facility Response Plans. Lastly, the OPA made penalties for regulatory noncompliance more severe, broadened the response and enforcement authorities of the Federal Government and retained State authority to draft and bring into force law pertaining to oil spill prevention and response.

While drawing up the Act, Congress identified the need to establish a mechanism that would oversee compliance with environmental issues in the operation of crude oil terminals. As such, a mechanism is employed at the Sullom Voe terminal, which is regarded as the safest European terminal, it was proposed that this terminal should serve as a model. More specifically, an automated navigation light had to be installed and operated either on or adjacent to Bligh Reef in Prince William Sound. Furthermore, there was a provision made for the installation and operation of radar, CCTV, satellite tracking systems and other surveillance equipment. Personnel would also be given training to increase the range of the Vehicle Traffic Service system in the port of Valdez, Alaska. In order to increase response efficiency, there was provision made for research into methods for removing, dispersing or otherwise diminishing the persistence of submerged oil.

Finally, in an attempt to gain the advantage of foresight in the event of an oil spill, improved models for predicting the effects of submerged oil were to be developed. It must also be mentioned that many fingers were pointed at Exxon for the catastrophe, whose scars still remain in the form of ‘dead zones’ in the area. However, to the company’s credit, it did not shirk its responsibilities. Instead, the company responded positively by assuming a leadership role. Indeed, Exxon’s commitment to this role has been such that the multinational has firmly established itself as the driving force behind D&A awareness across the industry.

Sources: www.epa.gov.osweroe1/content/lawsregs/opaover.htm www.evostc.state.ak.use/index.cfm?FA=facts.QA www.wholetruth.net/history.htm

Grounded Exxon Valdez,

Source: http://www.huffingtonpost.ca This printed material is FSC ® certified.

This means that all paper used is from responsibly-managed sources.

Learn more at www.fsc.org/pc