Wavelength #69

ISSUE 69 SEPTEMBER 2019 To reach our Seafarers

In this issue 3 Company News

4 Global Sulphur Cap 2020 (Part 2)

8 Efficient Cargo Operations Positive Coping Statements 10

Manila Forum 11 Safety First 12 Mumbai Forum 15 The Irish Sea 18 Historic Vessels 20

Editorial Dear seafarers, At a time when the mainstream news seems to be dominated by unhealthy competition, conflict and accusations, it is all too easy to feel despondent about the future. Media sensationalism exacerbates this feeling by instilling in the audience the firm belief that doom and gloom scenarios arising from self-interest will be realised. Despite the potentially overwhelming excess of exclusively self-enhancing behaviours, there are some sectors that opt for and promote a policy of cooperation, sharing and caring. One such sector is shipping as illustrated in several articles in this issue of Wavelength.

One article that embodies the spirit of cooperation concerns the actions taken by the Panama Canal Authority to protect cetaceans after concerted efforts by the shipping industry and conservationists had reached fruition. Another is the one submitted by The Technical Department, which illustrates how compliance with regulations and protection of the environment can be achieved when engineers, chemists and physicists work together and share knowledge. Marine Operations also lend support to the notion of relationships being improved by cooperation.

The thread continues with the Manning and Training submission, which describes how cooperation with psychologists has led to dedicated support and care for seafarers. This dedication to the welfare of seafarers can only serve to bring people together to form a caring community. The reports on the Manila and Mumbai Forums reinforce the idea that feelings of well-being arise from a caring attitude and a sense of belonging. Last, but certainly not least there is the Safety First contribution, which emphasizes the importance of sharing information so that others benefit.

Cooperation, sharing and caring are, therefore, the keys to promoting progress, welfare and safety. It really is that simple despite what the cynics would have you believe. In short, therefore, an organisation that encourages interdisciplinary cooperation and embraces the notion of family with all the positive connotations that word possesses is one that is certain to be heading in the right direction.

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

The only person to spot the Triton on her epic voyage

Read more about the US Navy’s nuclear-powered submarine landmark voyages on page 20.

Observed but not detected, Triton came to periscope depth in Magellan Bay in the Philippines and startled this native fisherman. U.S. Navy photo

Disclaimer: The contents provided herewith are for general information purposes only and are not intended to replace or otherwise contradict the detailed instructions and procedures issued by the owners, managers, flag etc. The articles presented and the views expressed in the bulletin do not necessarily reflect those of the publishers. Editor: Nicholas Seaman • Email: contact@wavelength.gr

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Company News Promotions on board In the second quarter of 2019, 31 of the Company’s seafarers were promoted. The list of officers and ratings promoted along with their vessels is shown below in chronological/alphabetical order..

Dates of Promotion

Name

Vessel

Promotion Details

01.04.19

PAMEROYAN Alfredo

M/T LENI P.

3/E to 2/E

01.04.19

SELVAM Jaganathan

M/T NAMRATA

4/E to 3/E

01.04.19

LARES Rouel

M/V CALLIOPE P.

ASD to Bosun

15.04.19

NIONES Mark Anthony

M/T CERIGO

OS to ASD

15.04.19

OVSYUKOV Sergiy

M/T PANAGIA ARMATA

A/E to 4/E

17.04.19

FERNANDO Reynaldo

M/T DYNASTY

A/C to C/Cook

23.04.19

LYZOHUB Oleksii

M/T MIKAELA P.

2/E to C/E

25.04.19

MACAJETO Romeo

M/T CE-HAMILTON

OS to ASD

25.04.19

MAZURENKO Yurii

M/T ALEXIA

A/O to 3/M

25.04.19

RAYA George

M/V APAGEON

3/M to 2/E

01.05.19

MANLAPAZ Jayson

M/T MERAPI

OS to ASD

01.05.19

TORREMORO Lackenbar

M/V CALLIOPE P.

Cat. Trainee to Messman

02.05.19

KANT Sachin

M/T CAPTAIN A. STELLATOS

TNO to 3/M

09.05.19

PAGNAMITAN Peter John

M/T MERBABU

Wiper to ASE

10.05.19

CACABELOS Jonathan

M/T LENI P.

4/E to 3/E

10.05.19

UGAT Charlo

M/V APAGEON

ASD to Bosun

13.05.19

BIYO Dexter

M/T SEMERU

OS to ASD

19.05.19

SUNIO Joel

M/T SEMERU

TNO to 3/M

22.05.19

LYSTOPAD Pavlo

M/T YANNIS P.

3/E to 2/E

25.05.19

MARTIN Danilo Jr.

M/T CE-NIRIIS

A/C to C/Cook

01.06.19

KOLISHNICHENKO Kostiantyn

M/T PANAGIA ARMATA

A/E to 4/E

01.06.19

MANAOAT Bryan

M/V CALLOPE P.

Wiper to ASE

01.06.19

SOMCHENKO Viktor

M/T GEORGE S.

4/E to 3/E

01.06.19

STEPANOV Sergiy

M/T PANAGIA ARMATA

C/O to Master

01.06.19

TRISHCHANOVYCH Serhii

M/T KALYMNOS

4/E to 3/E

13.06.19

URSUA Ademar

M/T APANEMO

OS to ASD

18.06.19

TORREFRANCA Jhofel Jan

M/V PHILIPPOS A.

Wiper to ASE

20.06.19

DUMENCEL Jun

M/V APAGEON

ASD to 3/M

20.06.19

KOBZAR Oleksii

M/T PANAGIA ARMATA

A/O to 3/M

21.06.19

ZARYTSKY Sergiy

M/T ALEXIA

2/M to C/M

22.06.19

KOROSTELYOV Volodymyr

M/T PANAGIA ARMATA

3/M to 2/M

The Company would like to congratulate all those on the list on their promotion. For the ratings, the promotions are a reward for hard work and continuous effort, which will help them move one step closer to achieving their goals. For the officers, the promotions are a reward for loyalty to the Company and dedication to a career in an industry which actively recognizes such attributes. Whichever the case, thanks are due to all the seafarers for what they have achieved to advance their careers and the Company’s profile.

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Technical Global Sulphur Cap 2020 (Part 2) The global 0.50% sulphur cap will be introduced in 2020, and up to 70,000 ships may be affected by the regulation according to IMO estimates.

There are the following options to ensure compliance with the Global Sulphur Cap: 1. Low sulphur distillate fuels 2. Low sulphur heavy fuel oil 3. Scrubber installation and operation on HSFO 4. LNG as fuel 5. Use of alternative fuels and technologies The first two options were described in the previous Wavelength issue (no. 68).

3. Installation of scrubbers and operation on HSFO - Introduction HSFO will still be an option after 2020. However, to be in compliance, it will require the installation of exhaust gas cleaning technology commonly known as SOx scrubbers.

No changes will have to be made to the engines or fuel treatment plant, but the installation of a scrubber could be complex, especially for retrofits. There is a significant investment cost for the exhaust gas cleaning plant and there will also be operational expenses related to increased power consumption and the possible need for chemical consumables and sludge handling.

In the scrubber, the exhaust gas is cleaned by water on its way to the funnel. The water is injected into the exhaust gas stream and is discharged from the bottom of the scrubber. The water used in the cleaning process could be either sea water (SW) or fresh water (FW).

Figure 1: Open loop Scrubber - Closed Loop Type • I n a closed loop scrubber fresh water (FW) is used for cleaning. The wash water is mixed with caustic soda (NaOH) to boost the alkalinity of the wash water, which is then recirculated through the system and partially purged.

• Bleed-off water has to undergo a cleaning process, which is performed in a water cleaning unit (WCU). The sludge is then led to a sludge tank.

• The closed loop system offers a high degree of flexibility for the vessel as the use is not restricted by local regulations.

• The initial costs are higher than those of the open loop system due to the additional equipment required. In addition, operating costs are higher mainly because of the constant addition of chemicals.

- Types of Scrubbers • Open loop type • Closed loop type • Hybrid (Open / Closed loop) - Open Loop Type • In this open loop design exhaust gas enters the scrubber and is sprayed with seawater. The SOx in the exhaust then reacts with water to form sulphuric acid.

• Chemicals are not required since the natural alkalinity of seawater neutralizes the acid and the water is discharged into the sea without any further treatment.

• Open loop scrubbers can meet both 0.50 and 0.10% sulphur requirements and can be used in all areas with significant sea water alkalinity, except where there are restrictions on wash water discharge.

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Figure 2: Closed loop Scrubber

- Hybrid Scrubber (Open / Closed loop) • The hybrid scrubber combines both an open and a closed loop system and each of their operation modes. Due to the combination, the hybrid system is more complex, but it offers the highest degree of flexibility.

• The open loop mode is typically used in open waters where the alkalinity is sufficiently high for effective scrubbing.

• The closed loop system is used in certain enclosed waters, harbours or where the alkalinity of sea water is low.

• The initial cost of the hybrid scrubber is higher. However, it offers the lowest operating costs as it can switch to the most economic mode in any situation.

Figure 5: U-Design Scrubber installation example

Figure 6: I-Design Scrubber installation example - Advantages & Disadvantages of Scrubbers Figure 3: Hybrid Scrubber - U-Design and I-Design (in-line) Scrubbers Both U-design and I-design (in line) scrubbers can be configured with multiple inlets. This reduces space requirements and installation costs by allowing one scrubber to handle exhaust gas from multiple sources, including boilers and both the main/auxiliary engines.

Advantages

Disadvantages

Can use conventional HSFO

High initial investment

Possible for retrofit

2-3% fuel penalty

Reduces particulate matter Requires space for scrubber as well as SOx emissions tower and supporting systems Requires chemicals (closed loop) Requires integration with ship’s power management system Requires monitoring

4. Use of LNG as fuel

Figure 4: U-Design (left) and I-Design (right) Scrubbers

LNG as fuel is now a technically proven solution, and the LNG bunkering infrastructure is developing rapidly. The complete removal of SOx and PM emissions and a reduction in NOx emissions of up to 85% through the use of LNG is a strong argument for the use of LNG, especially in the ECAs. In addition, LNG can also to some extent reduce CO2 emissions by up to 25%. It also has a positive impact on the Energy Efficiency Design Index (EEDI) of the ship.

However, due to the following reasons the use of LNG as fuel can only be considered for specific cases of newbuildings: • There is a high investment cost.

- The most expensive item in the LNG package are the LNG tanks.

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Technical - The second most costly item is the “Fuel Gas Supply” System (FGS).

• Space is required for the tank.

• The LNG Tank Capacity depends on the cruising range and engine consumption.

- For the same energy content the LNG capacity is approximately 1.6 x volume of HFO. • There has to be a methane slip in the exhaust.

• There are large regional variations in the price of LNG. • There is a lack of LNG bunkering infrastructure.

• Some engine types need additional systems to reach Tier III.

Figure 10: Fuel Gas Supply System (FGS) for high pressure slow speed DF engine (300 bars)

Figure 7: Space for LNG tank - Dual-fuel two-stroke engines (DF Engines) Owners currently have the choice of two different engine solutions for two-stroke, low speed propulsion for LNG vessels: MEGI, by MAN Diesel and Turbo, and X-DF, by WinGD (previously Wärtsilä).

The MAN Diesel & Turbo engines compress the air, start the combustion process by injecting fuel oil and injecting the gas into the burning air/oil fuel mixture. This also enables the operation, according to the Diesel-Cycle, in gas mode as well, and is the reason why the gas pressure must be high (300 bar for natural gas).

Figure 11: Fuel Gas Supply System (FGS) for low pressure slow speed DF engine (16 bars) - Advantages and Disadvantages of LNG as fuel

Figure 8: MAN Diesel and Turbo engine / ME-GI engine

Figure 9: WinGD / W-XDF type

The WinGD engines inject the gas at the beginning of the compression after the air has entered the cylinder. During the low pressure phase at the beginning of compression, only a low gas pressure is required i.e.16bar. The gas/air mixture is ignited at the end of the compression stroke by the pilot oil. Thus, the engine works in the same way as an Otto-Cycle engine.

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Advantages

Disadvantages

Has good environmental performance

High investment cost

Can reach NOx Tier III performance

Costly to retrofit

Has a positive impact on EEDI

Large regional variations in LNG price Methane slip in exhaust Requires space for tank Some engine types need additional systems to reach NOx Tier III

5. Use of Alternative Fuels and Technologies Alternatives to the above fuels include liquefied petroleum gas (LPG), ethane, methanol, compressed natural gas (CNG), bio-fuel, solar/ wind power, fuel cells and batteries. Currently, none of these fuels and technologies is widely used in the marine industry. However, it is expected that some of these emerging technologies may become more common in the future.

- Other liquid or gaseous fuel options (Liquefied Petroleum Gas (LPG), Methanol and Ethanol, Di-Methyl Ether (DME) etc.): A number of liquid fuels can be used in dual fuel engines as a substitute for oil. Typically, a small quantity of marine fuel oil is used as pilot fuel to initiate the ignition process. This is followed by combustion of the selected alternative fuel. Most of these fuels offer significant reductions in NOx and Particulate Matter emissions. They are also sulphur free and can be used for compliance with the ECA regulations.

Due to the limited availability of all these fuels, it is not expected that they will penetrate deep sea shipping sectors in the near to medium term future.

existing power generating systems, but the relative unreliability of these energy sources make them illsuited for deep sea transport or operations in some latitudes with seasonal weather conditions.

- Hydrogen: Renewable electricity can be employed to produce hydrogen, which can be utilized to power fuel cells on board ships. Hydrogen is the smallest and lightest of all gas molecules, thus offering the best energy-to-weight storage ratio of all fuels. However, hydrogen as fuel can be difficult and costly to produce, transport and store. It also requires six to seven times more space than HFO and cryogenic storage at very low temperatures (-253oC or 20K).

- Fuel Cells: Fuel cells offer high electrical efficiencies of up to 60 per cent as well as lower noise and vibration emissions than conventional engines.

The main components of a fuel cell power system are the fuel cells, which convert the chemical energy stored in the fuel directly into electrical and thermal energy by electrochemical oxidation. The fuel cell works in a combustion-free electrochemical process.

It is only a reforming process that might involve a small amount of fuel combustion. Consequently, cell technology can dramatically reduce emissions into the atmosphere.

Figure 12: LPG Fuel Supply System - Biofuels: These can be derived from edible crops, non-edible crops (waste, or crops harvested on marginal land) and algae, which can grow on water and do not compete with food production. Biofuels derived from plants or organisms also biodegrade rapidly, thereby posing far less of a risk to the marine environment in the event of a spill. However, securing the necessary production volume is a challenge. As a result, biofuels will have only limited penetration in the marine fuels market in the next decade.

- Solar / Wind Power: While renewable energy (solar, wind) may have some potential to mitigate carbon emissions, it is not seen as a viable alternative for commercial shipping. Certainly, vessels equipped with sails, wind kites or solar panels may be able to supplement

Figure 13: 30-metre- tall Rotor Sails installed on Maersk Pelican

Figure 14: Functional principle of a fuel cell - Batteries: Batteries and hybrid power plants represent a transformation in the way energy is used and distributed on board vessels. Fully electric ships represent a leap forward in power system design, but at present they are only feasible in limited applications such as ferries and short-sea shipping.

Figure 15: Battery stack

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Marine Operations EFFICIENT CARGO OPERATION

Reducing the cargo discharging period It is of the utmost importance to keep the cargo discharging period to a minimum and, therefore, minimize berth occupancy time.

Oil terminals worldwide have set limits of berth occupancy time depending on the size of the oil tanker and the quantity of cargo.

A violation of the maximum occupancy time reflects negatively on the ship’s reputation. Oil terminals may ban oil tankers which repeatedly violate the maximum berth occupancy time.

The discharging rate can only be constrained by the oil terminal’s requirements. The ship’s equipment involved in cargo discharging must operate flawlessly without leakages, in automatic mode and at the rated output in order to discharge the cargo in the minimum possible time.

Cargo Oil Pumps Centrifugal pumps are to be run at their full nominal RPM during bulk discharge. A reduction in RPM leads to a rapid decrease in both the pumping rate and pumping efficiency. Lowering the RPM of the cargo pumps prolongs the discharging period and results in higher fuel consumption in the auxiliary boilers and diesel generators.

The cargo oil discharge plan should be carefully prepared to allow for the oil terminal’s constraints (maximum flow rate

Ballast pump driven by electric motor at the rated rpm of the AC motor

and back pressure).

Extra care is required when operating centrifugal pumps in parallel in order to avoid the overheating of any pump lagging behind the other two in terms of discharge pressure. Ensure that all pumps are operating at the same speed and discharge pressure.

Please refer to Wavelength issue 66, article: “Efficient Operation of Centrifugal Cargo Oil Pumps”

Cargo pumps are driven by steam turbines and must be operated at the rated speed according to the pump’s particulars.

Automatic Unloading System In order to facilitate discharging operations, ships are fitted with an Automatic Unloading System (AUS) that extracts vapour and gas produced as a result of the liquid level lowering in the tank. The various components of the AUS should be properly inspected and maintained according to the Planned Maintenance System to ensure that it will operate satisfactorily. A malfunctioning or non-operating AUS will result in longer discharging periods and damage to the cargo pump due to dry running of the pump.

Automatic Cargo Unloading System (AUS)

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Vacuum Condenser Exhaust steam from the cargo pump turbines is condensed under vacuum in the sea water cooled vacuum condenser.

The vacuum in the condenser is maintained by steam driven venture type air ejectors. The water level in the condenser is maintained by a three - way automatic level control valve and the condensate water pumps. The vacuum condenser structure is safeguarded against overpressure either by a safety valve or a burst disc.

Both air ejectors must be used to raise an adequate vacuum in the condenser to ensure proper steam exhaust from the steam turbines. Air ejectors, nozzles and venturis, air traps, steam traps and steam strainers must be periodically cleaned according to the Planned Maintenance System (PMS). These components can be easily blocked by scale, rendering the air ejectors inoperable.

Condensate pumps and the components of the automatic level control of the condensate must be maintained according to the PMS. Optimum performance of the vacuum condenser and proper maintenance of the associated equipment is absolutely essential if an adequate vacuum is to be raised and the cargo pumps are to be operated at the rated RPM.

Vacuum Condenser

Air ejector to raise the vacuum in the Vacuum Condenser

Atmospheric Condenser The atmospheric condenser is a heat exchanger which removes the latent heat of steam returning from various consumers such as stripping pumps, the heating coils in the bunker and cargo tanks and deck seal heating etc. so that it condenses and can be pumped back into the boiler.

The atmospheric condenser is a very important piece of equipment which has to be operated and maintained properly so as to avoid blockages and the corrosion of tubes.

Problems usually encountered: - Blocked tubes due to inadequate cooling water supply or excessive marine growth - A malfunctioning Marine Growth Prevention System (MGPS) indicated by excessive marine growth in way of sea water lines - Severe corrosion of tubes and tube plates due to a lack of maintenance and timely replacement of sacrificial zinc anodes Excessive corrosion results in holes in the condenser tubes, increased salinity of the boiler feed water, an inability to control the boiler water level, water carry over to the steam turbines, stoppages during cargo discharging operations and ultimately corrosion of the boiler tubes and impingement erosion of the steam turbine blades.

Blocked or plugged tubes reduce the capacity of a condenser, leading to excessive steaming in way of the cascade tank. The atmospheric condenser must be operated and maintained according to FIM & PMS to avoid the blockage and corrosion of tubes, delays during discharging and costly repairs (boiler retubing, cargo pump steam turbine rotor reblading, condenser retubing)

Atmospheric condenser

Heavily fouled and corroded atmospheric condenser

Retubing of an atmospheric condenser

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Manning and Training Positive Coping Statements

Help Overcome Difficult Situations I

t is the case that in times of distress we block ourselves with negative selftalk, which does not help at all. We can try to use thought-stopping strategies, but unless we have got a ready thought replacement, it probably won’t work (the mind’s not so good at staying quiet).

On the other hand, positive coping statements encourage us and help us cope through distressing times. We can say these encouraging words to ourselves and be our own personal coach. We have all survived some very distressing times, and we can use those experiences to encourage us through current difficulties.

Coping statements are truthful positive statements used to replace the negative thoughts that take over when you feel anxious, stressed, angry and/or when you face other overwhelming situations.

For example, instead of stating "I can't take it anymore.", you can use "This is uncomfortable, but I can handle it if I take slow and deep breaths." Verbalizing your coping statements can help you calm down and stay in control. They offer reassurance that you can make it through any difficult period.

That is why preparing positive coping statements and writing them onto coping cards that you carry with you makes sense.

Whenever negative self-talk gets you down, pull out your coping card and read your positive affirmations until you feel better. It sounds too simple to work, but it does work, and since it’s so simple, you can make your own cards right now.

However, a coping statement can only have positive results if it comes from within and reflects reality. For example, when there is anxiety before an operation or a task that is hazardous, a positive coping statement can only work and boost a Seaman’s confidence when he has taken all the necessary precautions, has assessed all risks and has ensured that it is safe to proceed by following all safety procedures.

Because it can be difficult to remember your coping statements once you start feeling overwhelmed, it is helpful to write out a number of statements on a small card that you can carry around easily in your wallet at all times. With this card on your person at all times, you can pull it out and read the statements to yourself whenever you need to.

You may want to write out different cards for different situations that provoke anxiety, panic or whatever you struggle with. The cards work best when filled with statements that are specifically applicable to you and to the situations you face. Here are some useful tips for writing/using effective coping statements: To begin with, write the statements in your own words and use language you feel comfortable with, avoiding formal or

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academic language. Also, write statements that specifically target your problem. For instance, if you have anxiety about a bladder problem, write specifically about that. What is more, please ensure that the statements you write are not only reassuring, but also realistic and truthful. If you struggle with pain, repeating, “I don’t feel pain” probably won’t help as you are unlikely to ‘fool’ yourself. A more accurate and, thus, more useful statement, might be, “This pain won’t last forever.” Last, but not least, keep statements brief and easy to memorize so that you won’t have trouble remembering and repeating your statement when feeling overwhelmed.

Coping statements are used whenever you feel the onset of anxiety, panic or feelings of being overwhelmed. You can read them out loud, if possible, and repeat them until you start to feel better. If one statement in particular helps calm you most, just continue to repeat that statement to yourself – like a mantra. Always remember to breathe slowly and deeply into your diaphragm as you read your statements.

During a distressing situation, it is important to remain calm and support yourself with kind words so that you make it through. Remember that you are your most valuable supporter. In the event, however, you feel you cannot provide yourself with a positive coping statement, please ask for help from a friend or fellow worker that has positive thoughts and will be glad to assist you. In any case, may we also remind you that in times of distress, you can always seek support on a confidential support line, namely Mindcall at +44 1912353917 or visit www.mindcall.org Sources: https://www.choosehelp.com/topics/mental-health/rehab-for-patients-withmental-health-challenges • ISWAN booklet on Seafarers’ Health Information Programme – Steps to Positive Mental Health

Manila Forum

February 2019 As is now customary, CENMAR Manila organized a Forum in February to complement the established November one. The two-day event was held in the Sofitel Philippine Plaza Hotel and it focused on the company’s motto for the year: “BE AWARE, TAKE CARE – EVERY TIME, EVERYWHERE”.

The first day included presentations relating to everyday operations for deck and engine officers. The second day targeted subjects such as Goal Zero and Safety Culture, which were addressed to all crew members.

The Forum was chaired by Yannis K. Prokopiou Head of the M&T dept., and head office was represented by Anthony Lambros (DPA), Dimitris Sarantis (Technical Reporting Supervisor), Elli Moretti (Deputy DPA), Andreas Chandris (Operator), Panagiotis Bartzis (M&T dept.), and Capt. Rommel Reyes (SBTRN). External speakers included Dr. Glennda Canlas of the Halcyon Clinic and Commander Eugenio A. Federico of the Manila PSC unit. At the end of the Forum, a gift of appreciation was presented to the following seafarers in recognition of their long and loyal service: Rank /Name

An interactive exercise inspired by Shell’s Partners in Safety Program called “Observing Differently” was presented in this Forum, and most attendees appeared to be excited to participate and test their observation skills.

Years with CENMAR

Capt. SABAN, George

22

C/M VELASCO, Elmer

26

3/E BULAY, Danilo

23

3/E DIGNADICE, Kitch Bryan

14

BSN RIZALDO, Francisco

28

C/COOK CONCEPCION, Jimmy

29

Participating in the “Observing Differently” exercise At the end of the first day, all the participants met in downtown Manila for the traditional basketball game. The CENMAR Warriors played against CENMAR Bucks for the trophy in a full length match.

In a very exciting game, the Bucks scored first and kept the lead until the end, eventually winning 107-95. Despite never taking the lead, the Warriors lived up to their name by fighting back and pushing the Bucks to their limit. As the final score shows, the CENMAR Bucks may have won the trophy, but the real winners were the players and spectators of a really good basketball game.

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SAFETY FIRST!

Safety Bulletin

Message from the DPA Dear seafarers, When we think philosophy, we think Greece, and we usually think of Socrates, Aristotle and Plato. However, even before this remarkable trio, there was a Greek philosopher named Heraclitus, who was a self taught pioneer of wisdom. He is remembered for his firm belief that change is ever-present and is the fundamental essence of the Universe. His quotes survive in subsequent works by Plato and others, the most famous of which are: “No man steps in the same river twice, for it’s not the same river, he’s not the same man”, and, “Nothing endures but change”.

The reason why I am going back 2500 years is because this remains ever so relevant today. Change is present everywhere.

There is continuous change in our work, in our private lives, in our relationships and even in the air we breathe. It surrounds all of us and change is now occurring at such a pace that we are having a hard time keeping up. Technology has made coping with change even more challenging which you as

seafarers understand very well.

We cannot avoid change. However, we can manage it. How we manage change will determine how successful we will be.

As such, we have created specific procedures to deal with change, and it is extremely important that we all adhere to these. Whether engaging a big or small operation or activity, we must fully acknowledge the fact that others are affected and, therefore, we need to undergo a Management of Change procedure (MoC) so that we take the precautionary measures necessary to ensure that any risks arising from change are mitigated.

I, therefore, ask you to keep in mind the teachings of Heraclitus, embrace change as it is part and parcel of life, and always manage change in a way that reduces risk. Times are changing and there is no avoiding the challenges they bring.

Be Aware, Take Care, Every Time, Everywhere & Wishing you safe seas.

Anthony Lambros - Director & DPA

I welcome your comments, suggestions or feedback on the contents of this column (Safety First!) at q&s@centrofin.gr.

Goal Zero & Near Miss reporting: Let’s combine them in favour of our safety culture!

1. Unsafe condition 2. Unsafe act 3. Near miss 4. Accident

» If we are able to spot unsafe conditions, it is very likely that we can avoid an unsafe act, near miss and accident.

» If we are able to alert each other and have high safety awareness, we will be able to stop the unsafe act, thereby avoiding the near miss and accident.

Observe Differently!

» If we miss the two first opportunities, we still have one more chance to avoid the • Working without PPE

Examples of UNSAFE ACTS

• Carrying stuff using both hands on stairways or while the vessel is rolling

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• Using defective equipment • Not consulting a Work Permit prior to and/ or during a task

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Examples of UNSAFE CONDITIONS

accident. Report and discuss the near miss in order to prevent personal injury or other accidents.

• Oily rugs left unattended • Working tools and equipment lying around or on stairs • Unsecured items onboard (in the Galley, on Deck, in the Engine Room, in stores) • Scuppers not tightly plugged • Appliances left "switched on" • Unsecured gym apparatus • Emergency equipment misplaced or obstructed

Analyze Near Misses like the Accident that could have happened!

EXAMPLES REAL ROOT CAUSES • Lack of Supervision • Failure to follow procedures • Poor work planning • Insufficient instructions/ procedures So what if it is just a near miss? It needs to be out in the open for the whole fleet to benefit from the lessons learned.

The investigation and root cause analysis of a near miss must not be taken lightly!

It is very easy to find the actual root causes: a. Identify all the causes (big/small, direct/indirect). b. For each direct cause ask “Why?” This generates more possible reasons /causes. c. When you find an answer, repeat the question “Why?” until the root cause is apparent. d. Typically five rounds of “Why?” questions are enough to find the real root causes.

The WHY method should be used in ANY type of incident investigation

TRUST: Ten Really Useful Safety Tips

Weak Signals of Unsafe Acts & Conditions The ones above are simple examples, but sometimes Unsafe Acts & Unsafe Conditions are not easy to spot!

Identify and correct the unsafe acts and conditions which are hard to see in your daily work: 1. Complacency. You have done it many times before and there has never been an accident, so why should it be dangerous?

2. Recklessness. This will undermine all safety procedures in place.

3. Risk Normalization. If the leaders on board do not intervene when unsafe acts are observed, such behaviour will be perceived as "the way people do things around here".

4. There is defective equipment or machinery components in plain sight, but everybody is used to such conditions, so no one reports them or takes action to correct them.

5. When spotting an unusual situation, the observer believes that it is someone else’s job to report it.

6. There is a superficial risk assessment that the ratings do not take responsibility for.

7. There is a poorly written procedure that does not comply with how operations should be conducted.

8. There is an onset of fatigue which affects the way people react or think.

9. There are actions that involve taking shortcuts and prevent people from stopping to think before doing the job.

10. There is a lack of training / familiarization that can contribute to people not being skilled on the job, thereby putting themselves and others in danger.

Issue 69-September 2019

13

-> Safety Bulletin

1 NEAR MISS, 1 UNSAFE ACT AND 1 UNSAFE CONDITION CASES WITH LESSONS LEARNED SHARED THROUGH THE INDUSTRY Title: Title: 1 NEAR 1 NEAR MISS, MISS, 1 UNSAFE 1 UNSAFE ACT ACT AND AND 1 UNSAFE 1 UNSAFE CONDITION CONDITION CASES CASES WITH WITH LESSONS LESSONS LEARNED LEARNED SHARED SHARED THR THR OUGH OUGH THE THE INDUSTRY INDUSTRY 1.

NEAR MISS: Source: Source: Safety Safety atat Sea Sea PUMPS START DURING CRANKCASE INSPECTION 1. NEAR NEAR MISS: MISS: PUMPS PUMPS DURING DURING CRANKCASE CRANKCASE INSPECTION INSPECTION The crew1.were about to carry outSTART aSTART routine crankcase inspection of the main engine when its lubrication oil pumps suddenly started due to a change of the The The crew crew were were about about toto carry carry out a routine aNo routine crankcase crankcase inspection inspection ofof thethe main engine engine when when itsits lubrication lubrication oil pumps pumps suddenly suddenly started started due due toto a change a change ofof control system mode from port tooutsea. crew were inside the crankcase atmain the time.

Had they been, theyoil would have suffered serious injuries. thethe control control system system mode mode from from port port toto sea. sea.

NoNo crew crew were were inside inside the the crankcase crankcase at at the the time. time.

Had Had they they been, been, they they would would have have suffered suffered serious serious injuries. injuries.

TheThe cause: Despite the fact that aawork permit issued to thethe crew clearly stated that the main engine's lubrication oil pumps should beswitched switched offand and The cause: cause: Despite Despite the the fact fact that that work a work permit permit issued issued toto the crew crew clearly clearly stated stated that that the the main main engine's engine's lubrication lubrication oiloil pumps pumps should should bebe switched offoff and isolated before carrying outout the crankcase inspection, this was ignored and the pumps were not switched off electrical switchboard. isolated isolated before before carrying carrying out the the crankcase crankcase inspection, inspection, this this was was ignored ignored and and the the pumps pumps were were not not switched switched offon off onthe on thethe electrical electrical switchboard. switchboard.

Lessons Lessons Learned: Learned: Work Work permits permits should should bebe followed followed to ensure ensure safe safe operations. operations.

Ignoring Ignoring them them can can turn turn even even anan an everyday everyday jobjob into into a dangerous aa dangerous one. one.

Never Never Lessons Learned: Work permits should be followed toto ensure safe operations.

Ignoring them can turn even everyday job into dangerous one.

Never start start any any jobjob before before you you have have checked checked that that the the machinery machinery has has been been switched switched offoff and and isolated. isolated. start any job before you have checked that the machinery has been switched off and isolated.

Barriers Barriers prevent prevent thethe Hazard Hazard from from becoming becoming anan Incident Incident

When When allall your your barriers barriers don’t don’t work work properly properly atat the same time... the same time... the holes line the holes line up.up.

Then the hazard Then the hazard passes through and passes through and results incident! results in in anan incident!

ARE ARE YOUR YOUR BARRIERS BARRIERS STRONG? STRONG? What Whatarearethe thebarriers barriers that prevent prevent injury injury that during during maintenance maintenance works works in in the the E/R? E/R?

/ 2. UNSAFE ACT: IMPROPER POSITION OF HAND 2. 2. UNSAFE UNSAFE ACT: ACT: IMPROPER IMPROPER POSITION POSITION OFOF HAND HAND

While While finishing finishing a piston a piston pull pull in in the the engine engine room, room, thethe crew crew were were toto fitfit thethe piston piston back back in in the the cylinder. cylinder.

The The engineer engineer responsible responsible forfor keeping keeping the the stuffing stuffing box box

While finishing amaking piston pull in the room, the crew were fitanunsafe the piston back below inbelow the cylinder.

The engineer responsible for keeping the stuffing box in in in place place and and making sure sure that that itengine it was was aligned aligned kept kept hishis hand hand intoin an unsafe location location thethe box. box.

AsAs the the stuffing stuffing box box was was not not supported supported in in any any way, way, this this could could have dropped dropped under under itsits own own weight weight and and crushed fingers. fingers. place andhave making sure that it was aligned kept hiscrushed hand inhis anhis unsafe location below the box. As the stuffing box was not supported in any way, this could have The Thecause: cause:Poor planning planningand was was found foundtohis tobe bethethemain mainroot rootcause. cause.The Thefocus focuswas wasononcompleting completingthethejobjobin ingood goodtime timerather ratherthan thanononsafety. safety.Poor Poor dropped under itsPoor own weight crushed fingers. communication communication between between thethe engineer engineer inside inside the the scavenge scavenge space space and and the the person person controlling controlling thethe crane crane exacerbated exacerbated the the situation. situation.

TheLessons cause: Poor planning was found to bethey the main root cause.

The jobs, focus was onshould completing the job time rather than on safety.

Poor communication Lessons Learned: Learned: In In allall tasks, tasks, whether whether they are are routine routine oror special special jobs, time time should bebe taken taken toto dodo ainproper agood proper tool tool box box talk, talk, covering covering allall aspects aspects ofof thethe jobjob toto between thesure engineer inside the scavenge space anda the person controlling the exacerbated the situation. make make sure everything everything is is safe safe to to continue. continue.

During During longer, a longer, time time consuming consuming jobcrane job such such asas a piston a piston pull, pull, it may it may bebe possible possible toto split split upup thethe tool tool box box talk, talk, with with each each part part focused focused the the next next task. task. they are routine or special jobs, time should be taken to do a proper tool box talk, covering all aspects of the job to Lessons Learned: Inon allon tasks, whether make sure everything is safe to continue. During a longer, time consuming job such as a piston pull, it may be possible to split up the tool box talk, with each 3. 3. UNSAFE CONDITION: CONDITION: FAULTY FIRE FIRE ISOLATION ISOLATION VALVE VALVE part focused onUNSAFE the next task. FAULTY rd rd When When isolating isolating fire fire valves valves before before hydrant hydrant maintenance, maintenance, thethe 3 3officer officer found found thethe aftaft isolation isolation valve valve extremely extremely difficult difficult toto close. close.

It took It took only only 3 turns 3 turns toto close close it fully. it fully.

When When hehe investigated investigated further, further, hehe found found that that it would it would only only partly partly open open toto a maximum a maximum ofof three three turns, turns, when when it should it should take take 11.5 11.5 turns turns toto fully fully open open oror close. close.

3.

UNSAFE CONDITION: FAULTY FIRE ISOLATION VALVE The The cause: cause: It was It was found found that that rust rust had had built built upup onon thethe inside inside ofof thethe spindle. spindle.

This This was was causing causing it to it to jam jam when when only only partly partly open. open.

The The issue issue was was only only with with thethe aftaft valve, valve, which which was was not not instantly instantly noticeable noticeable due due toto itsits location. location.

AllAll isolation isolation valves valves areare supposed supposed toto bebe opened opened and and closed closed fully fully during during the the routine routine safety safety When isolating fire valves before hydrant maintenance, theto3rd officer the aft isolation valve extremely difficult close. took only 3The turns to close it rounds rounds every every week. week.

AsAs all all thethe other other valves valves were were found found to bebe free, free, itfound was it was likely likely that that this this valve valve was was overlooked overlooked forfor atto at least least a few aItfew months. months.

The main main cause cause fully.

When he investigated further, he found that it would only partly open to a maximum of three turns, when it should take 11.5 turns to fully open or close. was was a personnel a personnel change change during during which which handover handover was was not not asas clear clear asas it should it should have have been. been.

Lessons Learned: When When performing performing routine it is itinside is easy easy to toto autopilot autopilot and and carry carry out checks checks that that are are not not meaningful. meaningful.

Presence Presence ofof mind mind and and lack lack TheLessons cause: ItLearned: was found that rust had routine built uptasks ontasks the oftoswitch theswitch spindle.

This was causing itout to jam when only partly open. The issue was only with the of rush rush areare very very important important forfor all all routine routine checks, checks, forfor the the simplest simplest ofof tasks. tasks.

Checklists Checklists filled filled in ticks ticks but but without without actual actual checking checking the items items can can aft of valve, which was not instantly noticeable due to even itseven location.

All isolation valves are supposed toinwith bewith opened and closed fully during thethe routine safety lead lead toto serious serious consequences. consequences.

rounds every week. As all the other valves were found to be free, it was likely that this valve was overlooked for at least a few months. The main cause was ACCIDENTS ACCIDENTS ARE ARE PREVENTABLE! PREVENTABLE! a personnel change during which handover was not as clear as it should have been.

Take Take action action onon thethe near near misses misses that that occur occur because because you you will will simply simply not not accept accept accidents accidents aboard. aboard.

The The better better wewe areare at at sharing sharing our our knowledge knowledge Lessons Learned: When performing routine tasks it isaccidents easy to switch towill autopilot and carry out checks that are not meaningful. Presence of mind and lack about about how how things things gogo wrong, wrong, the the fewer fewer accidents there there will bebe at at sea sea until until wewe reach reach Goal Goal Zero!

Zero! of rush are very important for all routine checks, even for the simplest of tasks. Checklists filled in with ticks but without actual checking the items can lead to serious consequences.

ACCIDENTS ARE PREVENTABLE! Take action on the near misses that occur because you will simply not accept accidents aboard. The better we are at sharing our knowledge about how things go wrong, the fewer accidents there will be at sea until we reach Goal Zero!

14

Issue 69-September 2019

Mumbai Forum May 2019

barriers were presented. The “Observing Differently” session was carried out with great success. The aim of this session was to demonstrate that observing both in detail and from a different perspective are very important. Finally, Capt. Sunil Pradhan, former Vice President of Reliance, presented Oil Terminal Operations and Expectations from Vessels, and Mr. Gabriel Dovles of TQC gave presentations about Cyber Security, UMS Operations and OWS Systems & Records.

CENMAR Mumbai and Marine Trust staff full of enthusiasm

F

ollowing last year’s successful event, the Mumbai Forum was held in the Grand Hyatt Hotel on 22nd & 23rd May. It was a very pleasant and interesting event with opinions, ideas and suggestions being shared openly. The dinner party attended by the seafarers with their wives and children was especially successful, and it provided everyone with the opportunity to meet each other in a relaxed and cheerful environment.

Observing Differently The Forum was chaired by Yannis K. Prokopiou, Head of the M&T dept., and head office was represented by Anthony Lambros (DPA), Dimitris Sarantis (Technical Reporting Supervisor), Elli Moretti (Deputy DPA), Fivos Christopoulos (Senior Operator), Eleftheria Lemontzoglou (Operator), Capt.

Delson Roche (SBTRN) and Capt. Prashant Kumar. At the end of the forum, a gift of appreciation was presented to the following officers and crew members for their long and loyal service: The dinner was an excellent opportunity to socialize

Rank / Name

With CENMAR

The agenda included a wide variety of topics such as bunkering operations, PSC inspections, navigational incidents, voyage management, closed cargo operations and energy efficiency.

In addition, safety / behavioural subjects such as root cause analysis, chronic unease, weak signals, and hazards and

Capt RAIKWAR MOHAN LAL

since 2006

C/O MOHANGANDHI MUGUNTHA KUMAR

since 2005

2/E TAMBOLI SADIK ALI SIKANDAR

since 2006

TR. MASTER KUMAR DHARMENDRA

since 2008

Issue 69-September 2019

15

Culture Corner The Cornish Gig: a boat with a legacy Origins The name of this traditional boat is believed to have been derived from the word “gigge” or its adjective “giggish” meaning light/flighty – lexical items that can be traced back to the early thirteenth century. The boat, however, dates back to the end of the seventeenth century.

Specifications The gig is a six-oared rowing boat. Constructed from Cornish narrow leaf elm, it is 32ft (9.8m) long and has a beam of 4’10” (1.47m). Its design allowed it to live up to the word from which its name was derived. Indeed, it was so difficult to catch (when engaging in unlawful activities) that the customs and excise authorities declared it illegal to construct gigs that could accommodate over six oarsmen.

Area where pilot gigs operated and now race Source: www.swimtrek.com

Lady Freda and Teign Spirit lead away from the harbour at St Mary's, Isles of Scilly, during the world pilot gig championships

By Andrewrabbott – Source: www.wikipedia.org

Purposes The original purpose of the gig was to take pilots to incoming vessels in the Atlantic. These vessels would often be in difficulty, so the gig crew faced obvious dangers. Gigs would also be used to transport goods to land when the destination harbour was too small or too risky for the vessel to reach.

Additionally, gigs might be described as early lifeboats because they participated in numerous rescues. Lastly, they were known to have been involved in smuggling operations (the aforementioned unlawful activities).

Gigs in Action Despite the dangers associated with working on a gig, there was no shortage of men willing to venture out onto the sea to make the most of the lucrative ‘gig business’. Figures support this conclusion as there were about 200 gigs operating around Cornwall and the Scilly Isles in the early nineteenth century.

As regards pilots, there were some 200 working in the same region in the middle of the same century.

These numbers clearly show that there was intense competition among gig crews. Since only the first gig to deliver

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Issue 69-September 2019

the pilot to the incoming vessel would receive payment, races were not uncommon. Therefore, tipsters entered the equation.

These people would gather information about ships entering the waters around Cornwall from the Atlantic and sell it to a gig crew that wished to gain a significant advantage. The crew would then stealthily launch their gig (more often than not under the cover of darkness) while their rivals slept.

Stones of rescues abound, but one stands out for the lengths a crew went to carry out this duty: “Strong winds prevented the crew of Albion gig on Bryher from launching on the western shore to aid the steam ship Delaware in 1871. So, they carried the half-tonne gig for half a mile overland, rowed to Samson, and then carried it overland again before rowing to rescue passengers." Gigs would also race against each other for a cash wager. Such races could be for up to £12, landing each victorious oarsman £2. This was a significant amount back in 1850!

Today The cultural heritage of the gig lives on in modern times in the form of gig racing. Unlike the pilot-ferrying work of the gig, which diminished after WWII, racing has flourished in recent years. There are an estimated one hundred clubs in the world from nearby France and the Netherlands to countries further afield such as the Faroes, Bermuda, the US and Australia. Around 150 gigs line up for the annual World Pilot Gig Championships to compete for the coveted trophy.

Incidentally, all the modern racing gigs are based on the “Treffry” (design), which was built in 1838 by William Peters of St Mawes near Falmouth. This historic boat is owned and still raced by Newquay Rowing Club.

Additionally, gig boats are constructed at the Maritime Museum in Falmouth, Cornwall and scale models are on display at the National Maritime Museum in Greenwich, London. The fact that the gig lives on ensures that the bravery of the Cornish rowers of the past will not be forgotten.

Sources: www.ngrc.co.uk, www.visitislesofscilly.com, www.collections.ring.co.uk, www. indipendent.co.uk

Speed Limits in the Panama Canal O

n 1st August 2019 ships in specified areas of the Panama Canal should not proceed at a speed greater than 10 knots. This limit will remain in force until 30th November 2019. The limit has been imposed as an implementation of the IMO’s recommendations on both speed and maritime transit that are intended to protect large aquatic mammals such as whales and dolphins during their seasonal migration in the region. As regards transit, Panama has been monitoring the recommendations since December 2014, when the country introduced Traffic Separation Schemes (TSS) for vessels approaching the entry points to the Canal from both the Caribbean Sea and Pacific Ocean.

The aforementioned routes have been chosen been chosen so as to minimize the overlap of shipping lanes and whale migration routes. As such, global shipping charts have been updated to allow for the required alteration. These changes along with the speed limit in specified areas may seem to be some kind of compromise, but nothing could be further from the truth. Researchers explored numerous technological methods to reduce the risk of collisions with cetaceans, but not one was viable. Some even made whales surface, putting them at greater risk. One factor that prevented other potential methods from being adopted is the “bow null effect”, where engine noise is blocked by the bow, thereby creating a quiet zone and putting a whale in greater danger.

Apart from research working on the best way of protecting cetaceans during migration, the Panama Canal Administration and environmental specialists made a joint effort to reach the best possible solution for all parties concerned. Moreover, it was abundantly clear from the press releases that there is mutual respect for the goals and objectives of the maritime industry and environmentalists. Panama Canal Administrator, Jorge L. Quintano, reiterated the PC’s commitment to biodiversity “by encouraging the maritime community to follow the recommendations and guidelines established by existing maritime traffic devices”. Panama Canal Environmental Specialist, Alexis Rodriquez, also recognized the importance

Pacific side entrance

Courtesy of: Camilo Molinaderivative. Source: commons.wikimedia.org

of incorporating recommendations and guidelines in order to protect cetaceans. He emphasized the significance of cooperation by stating that “the joint work and the holistic approach of the Canal’s Green Route not only promote the preservation of biodiversity but also contribute to national conservation efforts through commitments made to the IMO and international maritime transport community”.

This initiative undertaken by the Panama Canal is by no means an isolated instance of environmental concern.

Instead, it is just part of the Canal’s efforts to implement environmental stewardship. Among the other initiatives are watershed conservation, water-saving basin innovations and programmes specifically aimed at the reduction of greenhouse gas emissions through the implementation of new technologies and standards.

Sources: www.ship-technology.com, www.marineinsight.com, www.gcaptain.com, news.mongabay.com

Humpback Whale: One of the species benefiting from the Canal’s imposed speed limit Source: us.whales.org

Issue 69-September 2019

17

Bodies of Water

The Irish Sea

O

riginally a long freshwater lake, the Irish Sea, or Muir Eireann is an arm off the Atlantic that separates Ireland from Great Britain. It is believed that this body of water, which is about 120 miles (210km) long and 150 miles (240km) wide, became brackish several million years ago. As regards depth, it reaches around 580 ft (175m) at the Mull of Galloway, so it is relatively shallow. However, there are strong surface currents and tidal streams that enter the Irish Sea from both the north and the south. The two main inhabited islands in the Irish Sea are the Isle of Man and Anglesey.

Shipping Most of the goods transported between the UK and Ireland are shipped across the Irish Sea. The largest UK port involved in this trade is Liverpool and its counterpart on the other side is Dublin with its extensive quays on the River Liffey.

Northern Ireland also receives a great deal of cargo via this expanse of water, which contributes greatly to the economic worth of the Irish Sea being an estimated $6 billion a year.

Barrow offshore wind turbines

By Andy Dingley – Source: www.wikimedia.org

Apart from transporting goods, ships operating in the Irish Sea are engaged in fishing and ferrying activities. Herring and whiting are most commonly caught, but cod and flatfish such as halibut are also commercially important. The chief fishing port in the UK in this region is Fleetwood, which is north of Liverpool. In Northern Ireland Ardglass, Portavogie and Kilkeel are the main fishing ports, while Dun Laoghaire, Howth, Skerries and Morrington are the major ports in Eire.

Although the fishing industry is still viable, there is a risk that overfishing will cause difficulties.

One of the more modern ferry boats crossing the Irish Sea Source: www.freightlink.co.uk

As far as ferries are concerned, these still cater for millions of passengers a year despite a decline due to lower air fares.

Among the ferry connections are Stranraer in Scotland to Belfast and Larne, Holyhead in Wales to Dun Laoghaire and Swansea to Cork. There are also ferries connecting France to Eire. Talks of tunnels and bridges spanning the Irish

18

Issue 69-September 2019

By Ulamm – Source: www.wikimedia.org

Sea have been going on for over two decades, but with an accompanying estimated cost of at least €20 billion these talks have not led to construction. Thus, the ferry remains popular with those passengers who travel with their own transport.

Environmental Concerns Some areas in the Irish Sea are thought to be dangerously polluted. One type of pollution is radioactive. This originates from waste disposed of at the Sellafield nuclear power station and possibly at Solway Firth due to nuclear powered submarines being serviced at the US Navy base in Faslane between 1960 and 1991. Another area of concern is Beaufort’s Dyke, where chemical weapons are believed to have been dumped.

Energy The Irish Sea has oil and gas deposits. Currently, there are almost 20 oil and gas drilling platforms in operation. As for sustainable energy, over 700 wind turbines are either operating or under construction in this region. The Irish Sea may be comparatively small, but it is an important body of water in commercial terms. Its importance may become enhanced after Brexit depending on the outcome of the talks between Britain and the EU. In this light, it may receive more media attention over the coming years.

Sources: www.britannica.com, www.mcgill.ca, www.worldatlas.com, www.freightlink.co.uk

6. My name can mean something is faulty, And with a certain drink I can be served salty.

History shows that I became a saviour To prevent a disease that once threatened a sailor.

What am I? your 7. The letters in the chemical symbols for aluminium, arsenic and hydrogen can be used to spell the name of a capital city.

What is the name of the city?

8. The letters in a Spanish word for ‘the’, the name of a black and yellow stinging insect and the smallest of the Channel Islands off the French coast can be rearranged to form the name of a marine mammal.

Which mammal is it?

1. Make the names of two countries using all the letters in the following sentence: I LOVE RED ALARMS, ADA. 2. Which South American capital can have its letters rearranged to make the name of an African country?

3. Which four-letter word can be used to complete the following words: E_ _ _ _ ICITY, BAL_ _ _ _ and P_ _ _ _ IC? 4. In a black bag there are eight cubes. They are all the same size, but no two are the same colour. A person takes out two cubes one after the other, and then puts them back. What are the chances of a second person taking out the same two cubes in the same order?

5. If JY+U=YJU, YJ+U=YUJ and Y+JU=YJU, solve the equation: JY+UJ=?

Test Brain

Answers at the foot of the page

Quiz

2. In line with ISO 8217, what is the minimum flash point of any fuel oil used in machinery spaces?

B 55oC A 50oC D 65oC C 60oC

6. The Hudson Bay, River and Strait are all named after a seventeenth-century English explorer. What was his first name?

A Henry B Harry C Hubert D Harvey 7. How many decades has it been since the Convention establishing the IMO was adopted?

A4 B5 C6 D7 8. Which port was established by John Law’s Company of the West in 1717?

A Los Angeles B New Orleans C San Francisco D New York

3. Which of the following seas has the lowest average depth?

A Mediterranean Sea B Bering Sea C Black Sea D Barents Sea

9. The Allure of the Seas is now the third largest cruise ship in the world. In which country was she built?

A Finland B Germany C Italy D France

4. Of all the shipping containers in existence what is the estimated percentage currently being used to transport goods?

A 75% B 60% C 45% D 30%

10. Consider the latitudes of the ports of Iraklion, Greece; Kawasaki, Japan; Memphis, USA and Tangier, Morocco. How many are within 1o of another?

A None B Two C Three D All four

5. To replace lost fluids, it is often recommended that an ORS solution should be drunk. What does the ‘S’ in ORS stand for?

A Sugar B Salt C Sweat D Saline

Answers at the foot of the page

Find a keyword associated with at least one article in this issue by solving the clues and rearranging the letters in the boxes with black borders.

T B

3. Confidence boosting coping statements (8)

T E

A

F

7. Country with gig boat clubs (9)

U

8. Type of unloading system (9)

U

E

D Y

L M

Answers

O

L

6. Learn to observe like this (11)

Hint: Multiple-perspective approach

V

N

5. Welsh ferry port (8)

S

QUIZ answers: 1.C 2.C 3.D 4.D 5.B 6.A 7.D 8.B 9.A 10.D

R

2. A Global Sulphur Cap compliance option (9)

4. Makes change more challenging (10)

U

TEST YOUR BRAIN answers: 1. ARMENIA, EL SALVADOR 2. Lima (Mali) 3. LAST 4. 1 in 56 (0.018) 5. YU (Roman numeral system Y=X, W=V and J=I) 6. A lemon 7. Lhasa 8. Sperm Whale (El, wasp, Herm)

1. First submarine under the North Pole (8)

Keyword

KEYWORD SOLUTIONS 1. Nautilus 2. Scrubbers 3. Positive 4. Technology 5. Holyhead 6. Differently 7. Australia 8. Automatic Keyword: HOLISTIC

1. After which explorer is a vast ice sheet in the Antarctic named?

A James Weddel B Fridjof Nansen C James Clark Ross D Douglas Mawson

Issue 69-September 2019

19

Historic Vessels N

amed after the submarine in Jules Verne’s 20,000 leagues under the Sea, the USS Nautilus was the world’s first nuclear powered submarine.

Constructed at General Dynamics Electric Boat in Connecticut, she was launched on 21st January 1954. For the first two years, the USS Nautilus took part in experiments to determine the endurance and submerged speed capabilities of a nuclear-powered submarine. She then participated in NATO exercises before embarking on her historic voyage.

In April 1958, the USS Nautilus began preparations for her voyage under the North Pole under the command of Willian R. Anderson. The first attempt was thwarted by deep draft ice in the Bering Strait, but the second was a success.

The submarine got to the Pole on 3rd August and surfaced in the Atlantic four days later.

After joining the 6th Fleet in 1960, the USS Nautilus saw service in the Mediterranean, West Indies and the Atlantic. Two decades on, she was decommissioned and in 1982, the USS Nautilus took up position in Groton Connecticut as a museum ship.

USS Nautilus

The USS Nautilus permanently docked at the US Submarine Force Museum and Library, Groton, CT

By Victor-ny, Source: Wikipedia.org

Sources: www.thoughtco.com

B

uilt at General Dynamics Electric Boat in Connecticut, the USS Triton was launched in August 1958 and commissioned about 15 months later. At 447.5ft (136,4m), the USS Triton was powered by two S4G reactors and the only submarine at the time with a twin nuclear reactor plant.

Under the command of Captain Edward L. Beach, this iconic nuclear submarine left New London, CT on 16th February 1960. The mission was to circumnavigate the globe submerged with the purposes of increasing technological and scientific prestige, demonstrating the capability of nuclear powered submarines and gaining knowledge of the oceans. The USS Triton left St.Peter and St.Paul Rocks in the Atlantic on 24th February 1960 on a 26,723-mile voyage that would be similar to that accomplished

by Magellan in 1519.

The Triton returned to the starting point on 25th April 1960. Although the USS Triton Submarine Memorial Park submarine remained submerged, she, or rather part of her, was actually

By Charles Clark, Source: commons.wikimedia.org spotted by a teenage fisherman near the Philippines. 19-year-old Rufino Baning saw the sub’s periscope as she came close to the surface. The astonished teenager later described what he saw as a “gleaming mysterious eye” belonging to a giant sea creature.

After serving as the flagship for the US Atlantic fleet submarine forces for nearly a decade, the USS Triton was decommissioned in 1969 and as part of the recycling program of nuclear submarines was recycled in 2009. Today, her sail superstructure is on display for visitors to the USS Triton Submarine Memorial Park in Richland, Washington.

USS Triton

Sources: www.militaryfactory.com, www.edn.com

USS Skate

USS Skate surfaced in Arctic – 1959

By US Navy photo courtesy of US Navy Arctic Submarine Laboratory. http://www.navsource.org/archives

L

ike the USS Triton and USS Nautilus, the USS Skate was constructed in Connecticut. Launched in May 1957, this record-breaking submarine was commissioned seven months later under Commander James F. Calvert. In 1958, she cruised the polar seas along with the USS Nautilus. In March 1959, a crack was observed in the ice above her at the Pole. Using a technique specifically formulated for breaking through surface ice, the USS Skate emerged at the North Pole. In addition to becoming the first submarine to achieve this feat, the discovery that a communications cable floating up against the bottom of an ice sheet could receive radio messages was made on this mission. It is a method of communication still used today.

These three record-breaking submarines were a sign of the times. They were Cold War era vessels, whose aim was to allay fears of the perceived threat from the East. Their capabilities as demonstrated in these three feats did this and more. They provided knowledge in the fields of engineering, oceanography communications and psychology, all of which is relevant in the modern era.

Sources: www.navsource.org, www.en.wikipedia.org, www.navylive.dodlive.mil