Wavelength #67

ISSUE 67 MARCH 2019 To reach our Seafarers

In this issue Company News 2 4 Retrofit Installation of BWTS 6 Oily Water Separators Mental Wellness Routine 7

Safety First 8 The Cyber Threat 10 The Caribbean Sea 14 Historic Vessels 16

Editorial

Dear readers,

Glancing at the contents of this issue of Wavelength and skimming through the articles may easily lead to the conclusion that there is a great deal of negativity to ponder. In the Technical article, there is the acknowledgement that shipping is the primary cause of the spread of invasive marine species. The Marine Operations article deals with the unpleasant reality of detention, while the Manning & Training contribution highlights how insidious depression can be. Safety First points out the danger of inclement weather and the theme continues with the articles on cyber crime and the threat to the cultural heritage of the Moken people.

Although the conclusion is justifiable, in-depth reading will inevitably reveal how adverse situations can be readily rectified. In each of the aforementioned articles, there is clear evidence that the issues raised are being met with effective responses. These have taken the form of retrofits, meaningful dialogue, proven strategies to promote well-being, procedure amendments, preventive measures and contingency plans, and assistance from concerned organisations respectively. Such actions may seem logical, but at a time when environmental concerns are not always addressed as effectively as they could be and sustainability is not given enough consideration, they are better perceived as a clear indicator of resilience.

Instead of focusing on the negatives, we should, therefore, concentrate on the positives gained from successfully dealing with each potential threat, risk or setback in the same way the Goal Zero initiative does. This should be deemed a priority by each and every member of the industry both aboard and ashore simply because of the chain and weakest link analogy. So, becoming more vigilant, adopting a chronic unease strategy, achieving a state of heightened awareness and avoiding the pitfalls of risk/collective normalisation can significantly reduce vulnerability, enhance safety for all and eliminate the weak link threat. Incidentally, the word ‘weak’ is also given significance in the Safety First article, which identifies how a state of chronic unease can elicit an effective response to weak signals that might otherwise not be acted upon.

Once again, I would like to take my hat off to seafarers working across the globe. They encounter physical and mental challenges on a daily basis that the vast majority cannot even begin to comprehend. The promotions listed in Company News serve as testament to the trust placed in our seafarers to cope with even greater challenges so that both their and the Company’s goals can be achieved in tandem.

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 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

Company News

Manila Forum, November 2018 November and Manila are by now wedded for the annual Forum given for all Philippino officers.

However, this time the Forum held a small surprise, as in addition to the officers, we had petty officers and ratings in attendance, participating on the second day of this gathering. In total, the attendees exceeded 120 persons.

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The first day included presentations by company representatives related to everyday operations, and the second day targeted new subjects such as the Goal Zero programme in a more interactive environment. Topping off the proceedings on both days were the workshops by AKT Productions, with a team of actors playing out realistic incidents / situations and conducting a full reflective learning session with all participants.

Promotions on board A total of twenty-five officers and ratings were promoted during the last quarter of 2018. The list of seafarers given promotion is shown below in chronological/alphabetical order.

Dates of Promotion

The Forum was chaired by Panagiotis Bartzis of the M&T Dept., and head office was represented by Yannis D. Procopiou on behalf of the Management, Director/DPA Anthony Lambros, Deputy DPA Elli Moretti, Supt. Engineer Ploutarchos Paneris, Operator Andreas Chandris, Shipboard Training Officer Capt. Rommel Reyes and Maria Malegou (Insurance & Claims dept). At the end of the Forum, a loyalty award and gift of appreciation was presented to the following officers and crew members for their long service with the company: Rank / Name

Years with company

Capt. LUCANAS, Rodolfo

15

C/M DUMLAO, Richard

22

P'MAN REYES, Danilo

16

C/E PO, Antonio

15

2/E MATES, Terence Ike

22

3/E REJANO, Rhuel James

23

BSN YSMAEL, Felipe

23

ASE SORIANO, Gerry

26

1/10/2018 1/10/2018 1/10/2018 1/10/2018 10/10/2018 11/10/2018 16/10/2018 1/11/2018 1/11/2018 1/11/2018 1/11/2018 1/11/2018 10/11/2018 1/12/2018 1/12/2018 1/12/2018 1/12/2018 1/12/2018 1/12/2018 2/12/2018 10/12/2018 15/12/2018 16/12/2018 16/12/2018 16/12/2018

Name CHERNYSH Oleksiy KATYUKHIN Volodymyr KOLCHEVSKYI Yegor TO-OC Joerald TAGUFA Nelson SO Bobhie Jay DE LEON Dexter DAWAL Alvin GARG Lalit KUMAR Kamlesh ORBITA Dann II Jr. SADMON Art Rensil LANZADERAS Ramil BACO Daniel COLINA Noel DIULGEROV Sergii NOBLEZA Mark PADILLA Jayson REYES Franklin Ryan HALASAN Alfredo Jr. RAZOTE Alvin Rhey VILLARUEL Ralph Nevin KUMAR Chandan KUMAR Naveen SILVA Alvie Brando

Rank 2/M Capt.

3/E ASE 3/M C/Cook A/Cook ASD 2/M 3/M C/E 4/E BSN 3/E 2/M 3/E ASD C/O Mmn 3/M ASD 3/M 3/M C/O ASD

Started 2015 as A/O 2000 as A/S 2016 as A/E 2015 as E/C 2007 as D/C 2007 as Messman 2012 as Messman 2010 as D/C 2015 as TNO 2016 as TNO 2006 as E/C 2017 as ASE 2012 as AB 2010 as E/C 2007 as Messman 2016 as A/E 2014 as D/C 2015 as 2/M 2015 as Cat. Trainee 2011 as OS 2016 as OS 2016 as AB 2016 as TNO 2015 as 2/M 2017 as OS

Congratulations are in order to all our seafarers on the list.

Each and every one of them has made sufficient progress, worked consistently hard and shown their commitment both to the Company and to their advancement along their professional path. The Company’s recognition of this has been demonstrated through these promotions, which also indicate how much the Company values their contribution and cares for their well-being.

It is hoped that their progress will continue so that they and their families can benefit further from their concerted efforts.

The participation and interest was not only intense over both Forum days but also during the afternoon basketball tournament between Deck Officers, Engine, Deck Ratings and Marine Trust.

Marine Trust and Engine were the finalists after some exciting games in the semi-finals. Everyone enjoyed both days of the competition, with the Engine Team finally coming out the winners of the CENMAR Tournament.

Training & Resilience Save the Day On 31st January Capt. Prashant Kumar, Master of the M/T Alexia hastily swallowed a chunk of his lunch without taking the time to chew it properly. His airway was obstructed and he was unable to breathe or cough it out. Fortunately, Pumpman Polonsky Anatoliy was nearby and took action, administering abdominal thrusts by encircling the victim with his arms and pressing his thumb over the top part of belly (diaphragm) and squeezing, exactly in line with his first aid training.

The Company wishes to thank Pumpman Polonsky Anatoliy for his quick action and resilience in facing a real emergency and to remind all of us of some basic principles: 1. Don't drink fluids while eating.

Pumpman Polonsky Anatoliy 2. Don't talk while eating.

3. Don't eat while lying down.

4. Learn to eat more slowly and chew well.

5. Put less on your plate so you can't eat too much too fast.

6. Cut your food into smaller pieces (Julienne).

7. Never forget your training in abdominal thrusts.

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Technical RETROFIT INSTALLATION OF BALLAST WATER TREATMENT SYSTEMS IN COMPANY'S VESSELS A. Introduction Invasive aquatic species, from fish and marine creatures to algae, viruses and bacteria present a major threat to marine ecosystems.

Shipping is identified as the primary path for harmful organisms to spread from one region to another. It is estimated that five billion tonnes of ballast water is transferred throughout the world annually and there is a daily transfer of 10,000 unwanted species.

The control of non-indigenous species continues to be an important concern and topic in the marine industry. To limit the impact of invasive species on the marine environment, ballast water must be managed, either by exchanging it or by treating it using an approved Ballast Water Treatment System (BWTS).

Ten of the most unwanted species are indicated in following picture.

Figure 1: The infamous zebra mussel, which was originally native to the lakes and rivers of southern Russia and Ukraine, became an invasive species in Canada.

Figure 3: Ten of the Most Unwanted Species

Figure 2: The comb jelly devastated fisheries in the Black Sea when it arrived from North America in the 1980s.

B. IMO Ballast Water Management Convention The Ballast Water Management (BWM) Convention was adopted in 2004 in order to prevent the adverse effects to the marine environment being caused by the transfer of ballast water.

The BWM Convention includes two regulations for ballast water management standards to reduce the risk of aquatic organism and pathogen invasions.

- Regulation D-1 addresses the ballast water exchange (BWE) standard.

- Regulation D-2 provides the ballast water performance standard for the discharge of organism from ships.

Ballast Water Exchange (BWE) is not a completely effective solution and is considered a temporary measure to reduce the spread of unwanted aquatic organisms and pathogens through a ship’s ballast.

The BWM Convention requires all ships to be installed with a Ballast Water Treatment System (BWTS) that can meet the ballast water performance standard i.e. Regulation D-2. The ballast water performance standard identifies numbers of organisms for various sizes and concentrations of indicator microbes in ballast water that a BWTS is required to achieve prior to discharge.

The BWM Convention entered into force on 8th September 2017.

- BWM Convention Compliance Timeframe - Ships constructed on or after 8 September 2017 need to comply with the D-2 standard upon delivery

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- Ships constructed before 8 September 2017 are to comply with the D-2 standard at the first IOPP renewal survey completed on or after: 1. 8 September 2019 2. 8 September 2017 in the event of an IOPP renewal survey having been completed on or after 8 September 2014, but prior to 8 September 2017.

Furthermore, the ship should be D-2 compliant on the second IOPP renewal survey following entry into force if the first renewal survey following the date of entry into force of the Convention is completed prior to 8 September 2019, and if conditions 1 or 2 above are not met.

The IMO BWM implementation scheme is indicated in following table:

Table 1: IMO BWM implementation scheme

C. US Ballast Water Regulations Ballast water management requirements in the United States are a result of USCG regulations, US Environmental Protection Agency (EPA) permits and individual state regulations. The USCG ballast water regulation became effective on 21 June 2012 and applies to all vessels equipped with ballast tanks operating in US waters.

The implementation schedule for USCG ballast water discharge standards is shown in the following table:

• Both explosion proof type for tankers and non-explosion proof type available • Easy installation by Modularized Units • Automatic operation • Compatibility with the Hyundai “Aconis” alarm & monitoring system • Supply of extra spare parts • Free training for Crew and Supt. Engineers • Extended warranty period The Contract for the supply of five “HiBallast” BWTS was signed on 10th January, 2019 by the President of “Hyundai Welding Co., Ltd”, Mr. Sang Oh Lee, and our Company’s Technical Director, Mr. Ioannis Pantos.

The photos taken at the Contract Signing Ceremony are shown below:

Table 2: USCG ballast water discharge standards implementation schedule

D. Ballast Water Treatment Technology Types The BWT technology types are indicated in Figure 4:

Figures 6&7: Contract Signing Ceremony

The “HiBallast” BWTS consists of Filter Unit, Sea Water Feed Unit, Electrolysis Unit, Neutralization Unit, Control System Unit and Sampling Unit.

Figure 4: Ballast Water Treatment Technology Types

E. The Company’s Preparation / Actions Taken for Compliance with BWM requirements During the past three years the following preparatory actions were taken by the Company for timely compliance with the BWM regulations: 1. A technical evaluation of IMO & USCG approved BWTS 2. A cost evaluation of IMO & USCG approved BWTS (CAPEX & OPEX) 3. 3D Laser Scanning on fleet vessels for an assessment of space availability for the installation of BWTS components

Figure 8: Electrolysis Unit

Figure 9: Filter Unit

Neutralization Unit

TRO sensor Unit

Figure 10: Neutralization Unit and TRO sensor Unit

Figure 5: 3D Laser Scanning in Pump Room & Engine Room

4. A feasibility study for the two preferred BWTS 5. The selection of a Ballast Water Treatment System F. Selected Ballast Water Treatment System As a result of all preparatory actions taken, it was decided to proceed with a retrofit installation of the Hyundai “HiBallast” BWTS which is based on filtration and side stream electrolysis. The “HiBallast” BWTS is approved both by the IMO and USCG. The following are the main advantages of “HiBallast” BWTS: • Low CAPEX • Low operation and maintenance costs

A summary of the functions of the above units can be found in the following table: BWTS Units

Function

Filter Unit

Filtration during ballasting

Sea Water Feed Unit

Sea water supply to electrolysis unit

Electrolysis Unit

Generation of disinfectant

Neutralization Unit

De-chlorination during de-ballasting

Control System Unit

BWTS control and monitoring

Sampling Unit

Treated water sampling

Table 3: Function of BWTS Units ....CONTINUED ON PAGE 11

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Marine Operations OILY WATER SEPARATORS Dealing effectively with Port State Control inspections Preparation is the key to success: • Test the OWS one day before arrival at the port.

• Ensure that the operation of the Oily Water Separator (OWS)/ Oil Content Meter (OCM) is perfect. There should be no abnormalities and no alarms should be registering.

• Spare parts pertaining to the OWS and OCM must be kept in a clearly marked separate box.

• Inspect the spare parts box one day before arrival at the port to be familiar with the actual location of all the parts.

• Ensure that the inventory of spare parts for OWS & OCM is replenished whenever a spare part is put into use.

A malfunction that cannot be rectified by the ship’s means has to be reported to the office immediately as the rectification may entail various actions, e.g. corresponding with the OWS/OCM maker for remote troubleshooting, arranging for the supply of spare parts, requesting the services of one of the makers’ service engineers.

In the rare case of a malfunction of the OWS/OCM during a PSC inspection, keep calm and politely advise the inspector that a certain period is required for checking and rectification. The following steps should be taken: - Troubleshooting according to the instruction manual, past experience or by contacting the OWS maker through the office - Identifying any part that requires replacement - Locating the required spare part in the ship’s dedicated box of OWS/OCM spares - Replacing the defective part - Making the required entry in the Oil Record Book - Testing after repairs have been completed The malfunction of the OWS/OCM must be rectified prior to the completion of the PSC inspection.

PSC officers treat all cases of OWS/OCM very seriously and will probably respond by: - imposing a code 17 observation (to be rectified prior to the ship’s departure).

- imposing a code 30 observation (detention).

A detention (code 30 observation) must be avoided at all costs as it will have serious repercussions on the ship’s trading ability.

One should try to explain to the PSC inspectors with utmost respect the reasons why a code 30 observation is not justified.

These reasons are that: - a malfunction of a single component may not affect the proper operation of the OWS. - a malfunction may occur due to a latent defect which may not become evident during the course of normal inspections as recommended by the OWS maker.

- the ship’s engineers will make every possible effort to repair the unit during the course of the inspection.

Please take note of a recent case of a JOWA 3SEP Oily Water Separator where the malfunction of the flow switch led to the detention of the ship.

The function of the flow switch is to confirm the flow of sampling water to the OCM. Water was flowing to the Oil Content Monitor at the time of inspection despite the fact that the flow switch malfunctioned and

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registered an alarm.

The makers of the OWS confirmed the following facts: - The flow switch malfunction does not affect the operation of the OWS. - The flow switch is an optional item, and not a mandatory one according to IMO Regulation MEPC 107(49).

- The function of the flow switch is to check the sample flow to the Oil Content Meter (OCM) The flow switch was replaced by the ship’s engineers using spare parts from the ship’s inventory.

The PSC inspectors did not wait to observe the repair and imposed a code 30 observation.

JOWA 3SEP Oily Water Separator

Malfunction of flow switch during the PSC inspection

Malfunction of flow switch during the PSC inspection

New flow switch was taken from the existing ship’s spare parts stock and installed after the completion of the PSC inspection.

Manning and Training The Mental Wellness Routine That Will Change Your Life

If you do it!

E

veryone wants to be happy. What most people mean when they say they want happiness is that they want to feel a positive sense of mental well-being. Mental wellness, however, requires some effort in the same way that physical health does. If you want good physical health, you can’t sit on the couch eating doughnuts and fried chicken; you have to do things that result in better health such as eating right, drinking enough water, exercising, taking in enough vitamins and getting enough rest. If you want to experience positive mental well-being, there are things you have to do on a regular basis.

The following are five essential mental wellness activities that, if done together regularly, will result in a sense of well-being that can improve the quality of your life.

1. Mindfulness The importance of learning to be consciously present and aware, as opposed to being on autopilot, cannot be overstated. Mindfulness allows you to have conscious awareness of what you are doing so that you can make choices to override automatic thinking and make positive changes in thoughts and behaviour. When you are mindful, you are able to observe events in a non-judgmental way, which allows you to detach from negative emotions as opposed to being controlled by them. As a result, the way you respond to events in your life starts to change. Your emotions are better regulated and you stop getting so upset, angry, or fearful of things you can’t control. You are also not flooding your brain with fear and worry about the future or regrets from the past, which has the profoundly positive effect of resetting your emotional state to calm and peaceful.

In order to experience the life-altering benefits of mindfulness, it is best to practise on a daily basis. Once a week won’t get you there, but 10 minutes a day is enough to start to feel the benefit in a matter of a few days although you probably won’t start to notice how it is changing your behaviour until you’ve been practising daily for a couple of weeks. You should start to notice that you feel calmer and less stressed; things that used to upset you may not bother you so much anymore. You will feel greater clarity in your thinking and ability to focus. To add a mindfulness practice into your routine, it is best to set aside a regular time to do it every day. First thing in the morning is a great way to start your day off on a positive note. However, for some, mid-day is a time that offers a needed break, and right before bed time can have a calming effect.

2. Input the Positive What you take in from your environment matters a great deal to your emotional well-being because it stays active in your subconscious mental space for a period of time, even after the event is long over.

For example, if you’ve ever listened to a song on the radio and then heard it in your head a week later, or watched a scary movie and had a nightmare the following night, that’s because those events are still active in your mental space and influencing you emotionally. If you would like to experience positive emotional well-being, you need to take in as many positive things from your surroundings as possible and minimize the number of negative things. Most people don’t pay attention to what they are taking in. If you watch a lot of negative

news stories, continuously listen to songs about heartbreak and sadness, frequently watch crime dramas and horror movies, regularly play violent video games, or spend a lot of time listening to other people complain about their lives, you will be feeding on a steady junk diet of emotional negativity that is bound to drag you down. Oftentimes, you don’t even notice that these things are making you feel down because they have become a part of your normal emotional set-point.

To really experience the benefit of inputting the positive, I suggest a two-week environmental detox: Go through your daily routine and remove anything that feels as if it may generate a negative emotion whenever you think of it. Turn off the news, disconnect from anyone who drags you into negative conversations and stop watching or listening to anything sad, violent, or scary. Instead, make a conscious effort to only give your attention only to things that feel positive and uplifting. Listen to music and read books that inspire you, watch videos that make you laugh, spend time with people that are happy, keep a gratitude journal, find an inspirational quote and use it as a screen saver. Once you’ve done this for two straight weeks, you should start to feel a noticeable emotional shift. You may find that your desire to engage in the activities that you gave up goes way down and if you do start to re-engage in those activities, you might find them uncomfortable or even upsetting as they are no longer a match to the emotional wavelength you are now on. Once you are done with your detox, you should maintain your well-being by keeping in mind that the formula is simple: Attention to negative things equals negative emotions; Attention to positive things equals positive emotions.

3. Self-Compassion One of the most fundamental elements of emotional well-being is self-compassion. Without it, you cannot find true happiness. It is impossible to hate yourself and have a good life. Yet, surprisingly, many people try doing just that. They self-criticize and self-flagellate as a way to motivate themselves to be better; they demand perfection and set unrealistic standards for themselves, which they would never apply to anyone else, believing this is the path to becoming who they want to be. But negative self-talk really damages your self-esteem and can lead to serious conditions like anxiety and depression.

Self-compassion is about learning to be kind to yourself and to be self-forgiving of the flaws we all have and the mistakes we all make as human beings. It is the ultimate form of self-love and a prerequisite to real self-confidence.

4. Loving Others When we show love and compassion to other people, it releases chemicals in the pre-frontal cortex and reward centre of the brain that professionals refer to as the "Helper’s High". People who help others report many positive mental and physical health benefits, including lower levels of stress, lower blood pressure and relief from depression, and physical pain. Research also shows that those who engage in altruistic behaviour not only have a higher quality of life, but they also live longer. ....CONTINUED ON PAGE 11

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SAFETY FIRST!

Safety Bulletin 18-03

Message from the DPA Dear seafarers, This time I will keep it brief. In the previous Wavelength I discussed the meaning of Care, and how this word must define the way we work as individuals and the way we interact with others. Now I want to introduce to you our new motto for this year: BE AWARE, TAKE CARE – Every time, Everywhere.

You will see this phrase in our bulletin, at our forums and in our campaigns throughout the year. I believe it summarizes in a few words the main points that are required from all of you, from all of us, in order to stay safe: BE AWARE of new hazards and complacency hiding in repetitive tasks, when you plan work & do RAs, and in general when you evaluate risk.

TAKE CARE of yourself physically and mentally, of your colleagues and workmates, of your work, and of your vessel.

Every time / Everywhere, i.e. on board, ashore, on watch, off duty, at work, at home, when travelling This is primarily what we ask of you. Keep practising it and be sure that you will get home safe.

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.

CHRONIC UNEASE: OBSERVING DIFFERENTLY - WEAK SIGNALS Source: GOAL ZERO PROJECT

Chronic Unease makes you change the way you look at things so that you overcome your natural instinct to think that because everything is usually OK then it’s still OK. The point is, it might not be!

The maritime environment is full of potential dangers. The industry sees a serious incident somewhere every day.

People in a state of chronic unease can identify the hidden dangers in their surroundings that could cause an accident. These hidden dangers are the weak signals.

Weak signals are seemingly random and disconnected pieces of information that may appear in the background.

We call such cases WEAK signals because they are NOT unusual.

These are everyday situations you may come across. They may turn out to be nothing, but sometimes they may be the 1st signs of something that is about to go seriously wrong!

That is why recognizing weak signals, the small things that don’t seem or smell or sound right, is so important!

Recognizing weak signals is a key part of adopting a state of chronic unease. It sounds nasty but it’s NOT.

Report these weak signals; don’t be afraid if it turns out to be nothing.

By reporting them you still contribute to your own and your colleagues’ safety.

So Chronic Unease helps us notice the weak signals that warn of dangers which could cause an accident AND makes us respond to them in a much stronger way.

It’s a way of thinking about the world around you, BE CURIOUS about your work environment!

TRUST Ten Really Useful Safety Tips WEAK SIGNALS - React Strongly to Weak Signals Examples of Weak Signals 1. An unusual smell on deck or in the accommodation area

6. Corrosion where we didn’t expect it...

2. An unexpected sound or vibration

7. A meter is giving an unexpected reading...

3. An unscheduled maintenance request

8. Paperwork supporting critical tasks not being completed…

4. A new employee looking puzzled over a vital piece of equipment

9. Procedures being incorrect or out of date…

5. Supervisors repeatedly not taking the concerns of junior staff seriously

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10. Decisions not to comply with standards or normal practices…

INJURY to Crew in rough weather Source: SHELL Partners in Safety (Learning from Incidents)

What happened?

While underway to China the forward bilge alarm sounded, prompting a need to send an investigation team forward in Force 6 weather.

A risk assessment was hastily carried out by the Master involving the Chief Engineer, Chief Officer, Bosun and Pumpman. After reducing speed and observing the wave pattern for almost 10 minutes, the team consisting of the Bosun and Pumpman, led by the Chief Officer went forward. It was noted that about 10 l of water was in the bilge well of the forepeak store which was causing intermittent alarms.

The water ingress was from a water-tight door which was not fully secured prior to departure. The bilge well was emptied and the team started to return from forward when a freak wave hit them from behind causing all three to lose balance and fall on the catwalk.

How and why it happened: • The risk assessment did not take into account the effect of changes in wave length and frequency after the vessel’s speed reduction had stabilised. The company’s procedure required10 minutes of observing the deck after changes are made to speed / course before sending anyone on deck.

• The vessel was not put on hand steering or turned to put the seas on the aft quarter, as indicated in company procedures.

• The watch-keeper on the Bridge did not alert the men on deck who were returning and had their back to the wave hitting the deck.

• There was inadequate heavy weather preparation. The water-tight door had not been adequately secured or cross-checked prior to departure.

Lessons Learned: • Do not send anyone on deck in rough weather unless absolutely necessary. If unavoidable, do a proper risk assessment assuming a worst case scenario. Observe the seas on deck for at least 20 minutes after any changes are made to course and speed, allowing vessel to settle down in its new situation. Our Company procedures have been revised to allow for this additional time.

• Ensure the crew are well protected and in constant communication with the dedicated watch-keeper on the Bridge to alert personnel if the situation changes on deck.

• Prepare the vessel for departure diligently while expecting bad weather and crosscheck all actions to be sure.

Key Message:

Do not under-estimate the force of seas on deck

Barriers prevent the Hazard from becoming an Incident

ARE YOUR BARRIERS STRONG? What are the barriers that prevent going on deck in rough weather turning into an incident?

When all your barriers don’t work properly at the same time... the holes line up and... then the hazard passes through and results in an incident!

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The Cyber Threat W hile precise figures are unavailable, the consensus is that the increase in incidents of cybercrime continues to accelerate at unprecedented rates. In terms of cost, this fast-spreading area of crime is estimated to reach $2 trillion in 2019, a figure that is over three times higher than the predicted amount calculated in 2015. The boom has been put down to criminals making use of the speed, convenience and anonymity of the Internet to commit a widening range of crimes.

What is more, cyberattacks are being performed by highly complex cybercriminal networks operating across borders and evolving as the opportunities presented online become more widespread.

The Threat – Who? Why? How?

Source: www.sciencealert.com

Those responsible for carrying out cyberattacks can be divided into four categories. Firstly, there are the criminals who specialise in this type of crime. Their aim is to gain financially from their activities either through the payment of a ransom or from the sale of information obtained through espionage. Secondly, there are states that run ‘government-sponsored’ crimes. Their sole objective is that of political gain. Thirdly, there are those who can be described as insiders-disgruntled employees or personnel with a hidden agenda. Betrayal is not what any company would wish to consider a threat, but it is real as exemplified by the recent arrest of a US Coast Guard employee whose aims were the polar opposite of what this high profile agency seeks to achieve.

Last, but certainly not least, there are the opportunists who commit cybercrimes just because they can. Such crimes include a 15-year-old hacking into NASA computers causing a three-week shutdown.

The potential methods used in a cyberattack are shown below, but are not exhaustive as the evolving strategies used by cybercriminals continue to manifest themselves. They can be initiated: • via email. By making a request that the user should visit a website via a hyperlink. It is estimated that 30% of ‘phishing’ emails are opened because of a lack of employee education.

• via advertisements through the creation of an online ad. Known as an ‘ad clicker’, this directs the victim’s computer to a specific link.

• via a website that may be fake or a compromised genuine one. Called ‘water-holing’, this technique allows visitors to be exploited.

• via a mass attack that involves random ‘strikes’ at large sections of the Internet. Called ‘scanning’, this allows the attack to exploit any vulnerabilities.

• via passwords. Criminals can either hope for a hit by trying a

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number of generated passwords (‘brute force’), or by recording what is typed in order to steal passwords (‘key logging’).

• by flooding a network with data, which can prevent authorized users from gaining access to information. This is called ‘denial of service’ and is thought to be the most common method used to disrupt operations.

• by subverting the supply chain so that delivery of essentials to the company or ship is compromised.

• by way of information gained on social media.

• via compromised USBs. Once access to a system has been achieved, the operation of that system can be altered or controlled and access to commercially sensitive data may be granted. As such, the company, employees, ship and environment are placed at immediate risk.

Protection Measures In order to protect against cyberattack, it is necessary to recognise the weaknesses that are likely to allow cybercriminals access to company systems. While IT systems are primary targets, OT systems may also be affected due to the widespread use of smart devices and shore-to-ship connections like those established during performance monitoring activities. The following measures can reduce the risk of a cyberattack: • Enhance employee awareness of risk.

• Protect networks by introducing efficient segmentation so that any compromised system is isolated.

• Update operating systems e.g. keep antivirus and anti-malware tools continuously updated. Replace obsolete hardware.

• Determine whose responsibility it is to monitor cyber security.

• Be aware of early signs of a computer being compromised e.g. sudden changes in disk space, difficulty in connecting to a network and changes to settings.

• Adopt a regular vulnerability scanning and testing exercise.

There are other measures that can be taken, but no system can ever be 100% protected due to ever changing threats. What is certain, though, is that the greater the vulnerability of any system, the greater the chance of a cyberattack being successful.

Contingency Plans and Response Given that the threat of a cyberattack is possible, irrespective of the degree of protection, companies should have contingency plans and effective response procedures. Some measures are listed below: • Ensure that the crew, ship, cargo and marine environment are safe from harm.

• Have a backup plan in place whenever possible.

• Disconnect OT from any shore network connection.

• Determine which IT/OT systems have been compromised and how this occurred.

• Determine the extent of the damage and the level of threat that remains.

• Prevent further disruption and engage a recovery plan.

In order to avoid destructive cyberattacks like NotPetya, which spread from IT networks to wreak havoc on OT systems, and Triton malware, which targeted OT networks directly, it is essential that a chronic state of awareness for suspicious activity should be maintained. Furthermore, due to the extensive and expansive nature of an in-depth approach to cyber protection, close collaboration with risk assessment specialists is a basic requirement. Likewise, consultation with insurers with regard to liability should be considered high priority.

Source: www.interpol.int, www.cisco.com, www.npr.org, www.information-age.com

....CONTINUED FROM PAGE 5

The “HiBallast” BWTS produces sodium hypochlorite (NaClO) by seawater electrolysis in order to disinfect harmful marine organisms.

To produce disinfectant, only 1% of the total ballast water capacity is fed to the electolyzer i.e. side stream electrolysis. The disinfectant generated in the electrolyzer is directly injected into the ballast pipe during ship’s ballasting operation. During the electrolysis process, hydrogen gas is also generated but it is immediately vented to the atmosphere. A hazard analysis has been approved by Classification Societies.

The Filter Unit is installed before the injection point and it can significantly reduce the sediment load from the ballast water and also remove some of the marine organisms and sediment larger than 50μm.

The Control System Unit of the BWTS controls the system valves, electrolysis unit, neutralization unit and filter unit, and monitors the BWTS status. The BWTS is controlled by a programmable logic controller (PLC) and the operator can manipulate the system via an operator interface installed in the control cabinet or operator station which will be installed in the Cargo Control Room (CCR).

The Sampling Unit facilitates the sampling of treated water by using flow measuring and sample preparation devices.

G. BWTS Retrofit installation schedule for Company vessels in 2019 The Company has decided to proceed with the retrofit installation of BWTS in order to comply with USCG BWM requirements in the following vessels during 2019: Vessel

Figure 11: Ballasting operation

BWT Retrofit Installation Schedule

M/T CE-Bermuda

27 May 2019

M/T CE-Hamilton

24 June 2019

M/T George S.

21 July 2019

M/T Alexia

5 August 2019

M/T Apanemo

27 October 2019

M/T Mikela P.

5 November 2019

Table 4: BWTS Retrofit installation schedule for Company’s vessels

The operation and cleaning of the filter unit is fully automatic. The filter unit is by-passed while de-ballasting is in process. During de-ballasting, any remaining disinfectant which might be harmful to the marine environment is reduced by neutralizing agent such as thiosulfate and sulphite.

The main purpose of the Neutralization Unit is to detoxify possible residuals, measured as TRO (Total Residual Oxidant) in ballast water.

Figure 13: Installation of Figure 14: Installation of filters Electrolysis Unit, Neutralization and new piping in Pump Room Unit, Rectifiers in new compartment on Upper Deck (Engine Casing area)

Figure 12: De-ballasting operation

The documents and drawings for each individual ship system which will undergo the retrofit installation (machinery, piping, electrical &control system) will be approved by Classification Societies. The retrofit installation of BWTS will be completed during the 2nd Special Survey & Drydocking of the vessels. ....CONTINUED FROM PAGE 7

Engaging in some type of regular volunteer activity on at least a monthly basis, or just spending more time doing loving, kind things for the people in your life helps get you out of your own head, creates wellbeing for others and makes you feel good about yourself.

5. Physical Wellness The body cannot be separated from the mind. As a result, it is difficult to experience mental well-being if you do not take care of yourself physically. While for a period of time professionals characterized all mental illness as brain disorders, there is growing research demonstrating that the levels of neurotransmitters in the brain involved in feelings of well-being such as serotonin are directly affected by other important areas of your body such as the gut microbiome (digestive track) which has led to nutrition becoming the newest frontier of treatment for psychiatric disorders. Recent research suggests that adopting the Mediterranean Diet while reducing sugar, fried food and alcohol intake can significantly lower the risk of depression.

As important as diet is, exercise is equally critical for positive emotional well-being. It has long been known that exercise releases endorphins

into the body, which results in feelings of pleasure. Recent research shows that 10 minutes or more of cardiovascular exercise a day is enough to significantly improve mood functioning and sleep quality, which has been shown to help people improve their ability to regulate emotions and experience greater well-being.

The reason most people find happiness to be elusive is that they don’t do the things that they need to in order to experience mental wellness.

What people fail to realize is that the reason they are where they are is because they are not doing the things that would bring them wellness, but are instead arguing for their limitations. If you are going to put energy into arguing for something, argue for your right to live a positive, mentally healthy life. Focus all of your energy and attention on the reasons why you can take care of yourself. Well-being doesn’t happen because you wish for it; it happens because you do the things that bring it into your life.

Source:https://www.psychologytoday.com/us/blog/living-forward/201703/the-mental-wellnessroutine-will-change-your-life

Issue 67-March 2019

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Culture Corner Young Moken boy demonstrating diving skills

Source: http://aquatic-human-ancestor. org/evidence/sea-gypsies.html

Sea nomad fishing in a traditional way

Source: http://aquatic-human-ancestor. org/evidence/sea-gypsies.html

A Moken boat

By Manop (assumed). Source: https://commons.wikimedia.org

The Moken Although Moken people are commonly referred to as one single community, they actually consist of three separate tribes living along the Andaman Coast of Myanmar and Thailand.More specifically, there are the Moken of the Mergui Archipelago which comprise 1000 islands, the Moken of Phang Nga province and the Urak Lawoi who live along the coast from Phuket to Satun.

Despite this differentiation, the Moken all have Austronesian roots with their own unique language, culture and lifestyle.

The Moken have a long history, especially in the Mergui Penninsula region. Perhaps the best way to describe their lifestyle is to characterize them as nomads of the sea living a hunter gatherer existence. As such, most of their time was spent on traditional houseboats called Kabang. They were at the mercy of the weather, so conditions dictated their movement in search of the bounties of the sea. During the monsoon season, when their boats were not robust enough to withstand the fury of the storm, they built temporary villages on sheltered beaches.

These descendants of the Great Austronesian expansion, which occurred around 3500 years ago, were able to populate coastal areas and the islands of the Indian and Pacific Oceans due their advanced sailing skills. Such skills were culturally embedded, so they were able to gain a deep understanding of the sea whom they called ‘Mother Ocean’. They developed a great respect for nature and its resources, which remains the case today. However, for most of the Moken, the traditional way of life that involved gathering shellfish from rocks, harvesting sea cucumbers, catching fish and diving for lobsters seems to have been lost forever. Only the Moken on South Surin Island can lay claim to keeping the traditional culture of their ancestors alive. They still utilize their capacity to free dive deeper, to hold their breath for longer and to swim under water better than the vast majority of humans so that they can eke out a living. Unfortunately, though, they have also been affected by restrictions imposed on them partly as a result of the establishment of the Mu Koh Surin National Park.

In addition to the establishment of parks that have caused the Moken’s traditions to all but vanish, commercial fishing and tourism have forced them ashore. The Moken people now live

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Moken village at Koh Surin: an initiative achieving success in tourism

Source: https://www.andamandiscoveries. com/tag/project-moken/

in villages near forests. They live in small houses and have been deprived of the traditional relationships they had with each other and those with whom they traded. Fortunately, there are groups like Andaman Discoveries, Project Moken and Merg Center Koh Lao who have assisted the Moken by inviting tourists to explore the Moken way of life. Tourists can go on snorkelling tours, buy handicrafts, learn to row a Moken boat and learn about the Kabang, which are diminishing in number as newbuildings are strictly limited. The revenue from tourism is used to help the Moken to maintain their well-being in the face of such a drastic change in their way of life.

The plight of the Moken is by no means unique. Governments and local authorities have taken decisions which can be justified from a utilitarian point of view, but often pay scant regard to minorities who are not in tune with contemporary society. If the Sapir Whorf hypothesis, otherwise known as linguistic relativity, is applied to the spoken Moken language (there is no written form), then it is quite apparent that their perspective on life differs greatly from the widely accepted norms associated with modern living.

The Moken have no concept of time (they do not measure age), whereas the phrase ‘time is of the essence’ is pivotal to modern life; they have no word for ‘worry’ when stress is part and parcel of our competitive world; there is no notion of ‘want’ at a time when advertising feeds off the desires of the consumer society.

These examples clearly point to a people who might well be described as an anachronism, and therefore most vulnerable to change.

The future of the Moken would appear to depend on whether UNESCO’s philosophy on cultural diversity shines through and these sea nomads are allowed to maintain at least a semblance of their traditional lifestyle. Thanks to groups working with them or on their behalf and the capacity of decision makers to make room for them in their policies, there is a ray of hope. If, on the other hand, they are subject to full integration into ‘modern’ society, their unique cultural identity will surely be lost forever.

Sources: www.mokenislands.com, www.projectmoken.com www.nationalgeographic.com, www.burmaboating.com

Shifts in the Earth’s Magnetic North Pole It was long thought that Earth was a stable, unchanging planet. Science has proved that this is not the case. Plate tectonics, for instance, has revealed that the ground beneath our feet is in constant motion.

Another change that has been well documented is that of the position of magnetic north shifting annually due to the movement of liquid metal in the outer core about 1800 miles beneath the Earth’s surface.

The first expedition to find magnetic north was one of James Clark Ross’s successes. In 1831, he located it on the Boothia Peninsula in the Canadian Arctic. More than a century later, the magnetic north pole was found to have moved 250 miles (400km) to the north-west. Since 1990 the magnetic north pole has shifted 600 miles (970km) and is now in the middle of the Arctic Ocean at about 4o south of geographic north. The most recent shifts, however, have not been uniform. They have become larger and larger, provoking a reaction from scientists and giving rise to speculation.

The wandering magnetic north pole needs to be monitored so that adjustments can be made to the World Magnetic Model, which is used by several agencies. Scientists from the National Oceanic and Atmospheric Administration (NOAA) and the British Geological Survey cooperate to produce a new World Magnetic Model every five years.

This was considered frequent enough, but because of an abnormally large shift over the past year, their collaboration has been brought forward from 2020 to this year.

According to researchers, the accelerated move of the magnetic north pole towards Siberia is linked to increased turbulence in the liquid part of the Earth’s core, which is made up mainly of iron and nickel.

This motion has caused a relative weakening of the magnetic field below Canada and a corresponding increase in strength of the one below Siberia. The data relating to the shift has led some scientists to conclude that the Earth is due for a magnetic reversal. The last time this happened was around 800,000 years ago. It took a period of 1000 years for the reversal to manifest itself, so it poses no immediate threat.

Although these figure bring relief, large shifts in the location of the magnetic north pole demand continuous monitoring. This is because

Movement of the magnetic North pole since 1590 showing recent acceleration

Source: www.noaa.gov

the further away magnetic north moves away from true north, which is located on the axis on which the Earth spins, the greater the error in the direction of north as revealed by a compass. While navigation depends mainly on GPS systems, backup navigation systems depend on the accuracy of the World Magnetic Model so that their usefulness is not compromised. Among the agencies that consider the Model vitally important are NASA, the US Forest Service and the Federal Aviation Administration.

The precise immediate effect of the shifts in the magnetic north pole are largely unknown. It is thought, though, that the weakening of the Canadian magnetic field might lead to reduced protection from radiation in certain areas. There is also the possibility that birds and other animals which use the magnetic field to navigate their migration routes will have problems reaching their destination. For the vast majority, however, the observed wanderings will have little impact on those using magnetic north as a navigation backup, but those using it at latitudes over 55oN might not find it accurate enough if the shifts become more pronounced. In such a case, the World Magnetic Model will have to be adjusted more frequently.

Source: www.sciencealert.com, w ww.nationalgeographic.com www.indiatoday.in

Paul Allen’s Expedition Team Finds USS Hornet A team of ten explorers aboard the RV Petrel, Paul Allen’s research vessel, located the USS Hornet at the end of January 2019. The search was the first mission of 2019 and the first find following the death of philanthropist and Microsoft co-founder Paul Allen, who died in October 2018. It is part of the Vulcan Project that will honour his legacy.

Locating the USS Hornet, one of the most important aircraft carriers deployed in WWII, required meticulous detective work.

The explorers sifted through data they found in deck logs and took into consideration several action reports from other vessels. This allowed them to determine a starting point for their search grid.

The information they used must have been well selected in terms of its accuracy because the wreck of the USS Hornet was located on the first dive mission of the Petrel’s autonomous underwater vehicle. Confirmation of the discovery on the floor of the South Pacific at a depth of about 5,330m (17,500ft) came in the form of video footage from the Petrel’s remotely operated vehicle designed to withstand depths of up to 6000m.

The Petrel’s mission over the past years has been to locate and document shipwrecks of historical significance. Most of these have been from WWII, including the USS Indianapolis and the JN Musashi. The USS Hornet was selected because of her contribution to the war effort in the Doolittle Raid, the Battle of Midway and the Battle of Santa Cruz. In April 1942, the USS Hornet took part in the Doolittle Raid, during which the first air attack on Japan, including Tokyo, was launched. Two months later, the aircraft carrier was at the Battle of Midway, where she sank four Japanese carriers with the help of two other aircraft carriers serving the US Navy.

Hornet cruising off Hampton Roads in October 1941

Source: U.S. Navy photo 80-G-463613 - https://commons.wikimedia.org/w/index.php?curid=3347304

The last action seen by the USS Hornet was at the Battle of Santa Cruz in October 1942. She was sunk by Japanese bombers and torpedo fire with over a hundred of the almost 2200 sailors on board not surviving the conflict. Although the Japanese were victorious, their success came at a huge cost. Nearly half the Japanese aircraft were shot down by more effective Navy antiaircraft weaponry. As a result, Japanese carriers were unable to engage for a while afterwards.

The USS Hornet’s war effort was relatively short, but it proved significant. In locating her, the explorers on Paul Allen’s research vessel have expanded historical documentary evidence vital to cultural heritage and paid tribute to those intrepid souls whose actions led to a turning point in the Second World War.

Sources: www.gcaptain.com, www.deeperblue.com, www.koaa.com

Issue 67-March 2019

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Bodies of Water

The Caribbean Sea

Located to the south-east of the Gulf of Mexico, the Caribbean Sea occupies a basin (or more precisely five basins) of approximately 1,063,000 square miles (2,753,000 km2) in the Western Atlantic. The deepest part of the Caribbean Sea is the Cayman Trench, where waters descend to 25,216 ft. (7,686m).

Surface currents arrive from the Gulf of Mexico. These are strong, warm and fast and lead to the Caribbean Sea having a higher average sea level than the neighbouring Atlantic Ocean.

This differential is thought to influence the effects of the Gulf Stream. There is also other warm water coming in from the coast of South America. Caribbean waters are rich in oxygen and they are warmer than the Atlantic waters to the east. As regards weather, this is dependent on the Gulf Stream and Caribbean ocean currents, which contrive to create the hurricanes and storms that are a fact of life in the region. In general, the climate is tropical, but rainfall varies greatly according to mountain elevation, currents and trade winds that have an average velocity of 10-20 mph (16-32 km/h).

The warm clear waters that have stable salinity levels (around 35 parts per thousand) are ideal for coral reefs. Among the marine creatures that frequent the region are turtles, manatees, manta rays and to a lesser extent sperm whales. These species avoid the dinner plate, but spiny lobsters are caught for hotels and restaurants while queen conch and reef fish are on the list of local staples. The main commercial species caught in greater numbers are sardines and different kinds of tuna. In addition, game fish like marlin and wahoo offer fishermen a further challenge. In all, it is estimated that about half a million metric tons of fish are harvested in the region annually.

Each and every country that borders the sea has fishing and mineral rights throughout the region. This has led to conventions having to be signed so that the environment is not compromised. These include the Cartegna Convention that covers the protection and development of the marine environment, and three protocols which cover oil spills, wildlife and land based marine pollution.

In terms of the number of people living in the region the volume of trade is relatively high. The main cargoes that are carried among the countries within the Caribbean Sea region are rice from Guyana, timber from Belize, refined petroleum

Cruise ships docked at Bridgetown in Barbados

Source: https://www.cruisemapper.com/ports/bridgetown-port-28

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Map of the Caribbean Sea and its islands

By Kmusser - Own work, all data from Vector Map., CC BY-SA 3.0, https://commons. wikimedia.org/w/index.php?curid=14857874

from Trinidad and Curacao along with salt, vegetable oils, fats and fertilizer from the eastern islands. The external markets for local produce and minerals are predominantly the US and Canada that import bananas, sugar, coffee, bauxite and oil.

Apart from the ships carrying the aforementioned cargoes operating in the region, there are about 250 cruise vessels that sail with Caribbean itineraries each year and all the AtlanticPacific traffic that utilizes the Panama Canal. For those vessels that trade exclusively within the Caribbean Sea, biofouling can create problems if the correct measures are not implemented.

The Caribbean Sea is obviously an amazing body of water, but recent scientific findings have catapulted it into another sphere. Research has determined that when a large wave that moves slowly to the west, known as a Rossby wave, encounters the sea bed, the wave dies only to reappear on the east side of the basin. This phenomenon has been dubbed the ‘Rossby wormhole’. Only waves of specific lengths can avoid cancelling themselves out and give rise to the phenomenon by reinforcing themselves. What is more, the mass change that occurs actually causes a change in the Earth’s gravity field. Even though this change is small, it can be detected by satellites in the form of oscillations that manifest themselves as an A flat several octaves below the audible range. Termed the Rossby whistle, this sound has a sharply defined period. These two phenomena clearly indicate how much more research needs to be done before we can truly understand the planet on which we depend for our very existence.

Sources: : www.britannica.com, www.eniram.fi, www.newworldencyclopedia.org news.liverpool.ac.uk

Family of Sperm whales in the Caribbean Sea

Source: https://www.cbc.ca/natureofthings/blog/up-close-to-the-sperm-whalefamilies-in-the-caribbean-sea

1. Make the names of two countries using all the letters in the following sentence: MO RAN NEAR GRADY.

size. There is an equal number of red, green, blue and yellow cubes. How many cubes must you take from the bag at random without looking to ensure you have at least one of each colour?

6. Which three-letter word can be used to complete your the following words: SP _ _ _ ER, C _ _ _ ED, B _ _ _ ING and TURM _ _ _ ?

7. What is the longest word you can type on a standard (QWERTY) keyboard using only the letters on the first row?

8. I am fish whose name contains letters that can be used to make verbs that mean to remove all the liquid, to eat and to lift. What kind of fish am I?

2. The letters in the chemical symbols for aluminium, argon, iodine, potassium and tin can be used to spell the name of a country. What is the capital of that country?

Test Brain

3. Six of the twenty teams in a football league are from the same city. How many matches played in the league in one season will be between these six teams if each team plays every other one twice?

4. If AFGHANISTAN – AZERBAIJAN = L, and PHILIPPINES – PERU = NA, what is VENEZUELA – GHANA = ?

5. In a black bag there are forty coloured cubes of the same

Answers at the foot of the page

Quiz

1. The ULCC, Seawise Giant, had a propeller weighing 36 tonnes. What is the location of the maritime museum that now displays it?

A. Norway B. Hong Kong C. Japan D. South Korea

6. Which of the following islands is not located in the Bering Sea? A. Nunivak B. St. Lawrence C. Kodiak D. St. Matthew 7. Which word is used to describe the process of icebergs breaking off from a large body of ice into the sea?

A. shearing B. calving C. slicing D. crashing

2. Who wrote the novel 20,000 Leagues under the Sea? A. HG Wells B. Herman Melville C. Jack London D. Jules Verne 3. In which American state was the Hellas Liberty constructed?

A. Florida B. Rhode Island C. Hawaii D. New York 4. Which of the following is the most effective in the processes of reflective learning and learning from incidents?

A. reading rule books B. watching training videos C. having group discussions D. copying colleagues’ behaviour 5. Off which remote island can Bounty Bay be found?

A. Tristan da Cunha B. Pitcairn C. St. Helena D. Tahiti

8. Based on the number of passengers catered for each year, which is the second busiest port in the Philippines?

A. Cebu B. Mukas C. Calapan D. Bakangas 9. In extreme cases of biofouling, how many kilograms can be added to each square metre of the affected hull?

A. 30 B. 75 C. 120 D. 150 10. According to the 2017 UNCTAD Review of Maritime Transport, what is the average age of an oil tanker to the nearest whole number?

A. 19 B. 9 C. 12 D. 25 Answers at the foot of the page

Keyword

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.

1. Deepest part of the Caribbean Sea (6,6)

Y

M

R R

S

3. The electrolyzer generates this (12)

C Β

4. Magnetic North's apparent destination (7)

D

M

6. The first ‘A’ in NOAA (11)

T

7. State of being consciously aware (11)

N D L

8. Requiring urgent rectification (11) 9. Cyber criminal target (13) Hint: Best type of response

A

L

N

N

T

Ι F

H

P

R

F

R

S U N

O

A

T

Y

Answers QUIZ answers: 1.B 2.D 3.A 4.C 5.B 6.C 7.B 8.D 9.D 10.A TEST YOUR BRAIN answers: 1. GERMANY, ANDORRA 2. COLOMBO (Sri Lanka) 3. 30 4.

AS (The letters in the capitals i.e. CARACAS – ACCRA) 5. 31 6. OIL 7. TYPEWRITER 8.

SARDINE (Drain, dine, raise) KEYWORD SOLUTIONS 1. CaymanTrench 2. Petrel 3. Disinfectant 4. Siberia 5. AdmiralFisher 6. Atmospheric 7.

Mindfulness 8. Malfunction 9. Vulnerability Keyword: EFFECTIVE

2. Paul Allen’s exploration vessel (6)

5. He set a goal for Dreadnought’s construction (7,6)

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D

Historic Vessels

uring the American Civil War, the Union learnt that the Confederate Navy were in the process of constructing an ironclad vessel in Hampton Roads, Virginia. Realising the danger this posed to the Union, Lincoln ordered the Naval Board to build a counterpart to deal with the threat. In their search for a suitable design, they determined that plans for a viable ironclad had been drawn up by John Ericsson.

These plans were adopted and construction began at Continental Ironworks in Greenport, Brooklyn, New York. At 173ft (54.6m) in length with a draft of just over 10ft (3.2m) and weighing 987 tons, the USS Monitor took only 100 days to construct at a cost of $275,000. Although the vessel was relatively small for warship, her two 11-inch (280mm) smoothbore Dahlgren guns were large in comparison to her size. Moreover, her rotating 8-inch (203mm) gun turret, low draft and sleek profile gave her added versatility.

Completed on 30th Jan 1862, the USS Monitor had to be deployed urgently at the Battle of Hampton Roads. Thanks to their ironclad, the CSS Virginia, the Confederates held Norfolk, Virginia. On 8th March 1862, the CSS Virginia took on the Union’s CSS Cumberland, USS Congress and USS Minnesota and destroyed the first two wooden vessels with consummate ease before running the latter ship aground. The following day, the CSS Virginia returned to finish off the USS Minnesota, but encountered an obstacle in the form of the USS Monitor. There ensued the first iron on iron naval battle.

After four hours of intense combat, the Monitor’s pilot house was struck leading to the temporary blindness of Capt. Worden.

Samuel Dana Green assumed command. He gave orders to retreat to the shallows where the CSS Virginia could not follow so that the damage could be assessed. The Confederates claimed victory, but when the USS Monitor returned to fight on, it was clear that a stalemate had been reached.

The Battle of Hampton Roads ushered in a new age of warships

If

the mere appearance and superior specifications of a warship has ever led to all other existing battleships becoming obsolete, then the vessel in question was the HMS Dreadnought. Indeed, the improvements made to her design made her so dominant that all other active warships at the time became known as pre-Dreadnought ships. Moreover, her impressive armaments and speed gave rise to a naval arms race as soon as it dawned on other nations that she could comfortably live up to her name, which means “fear nothing”.

The HMS Dreadnought was built at HM Dockyard in Portsmouth from 1905 to 1906. Admiral Fisher had set a goal to build the ship in less than a year, so work was labour intensive with 3000 men working a 69-hour 6-day week during the final phases of construction. Prefabrication began in May 1905 and her launch was in February 1906, so the Admiral’s target was achieved with time to spare at a cost in excess of £1.5m.

The crew on the revolutionary battleship numbered 773. Her length was 527ft (160.6m) and her weight was 18,420 tons.

These numbers say little of what set her apart from previous warships, which was her propulsion system and state-of-the-art armament scheme. Instead of a triple-expansion steam engine, the HMS Dreadnought had steam turbines developing a projected 22,500hp, a figure that was exceeded by over 4,500hp during her sea trials. Her speed was 21 knots and she had a range of over 10,500 nautical miles. Fully armoured, the HMS Dreadnought had five twelve-inch (304.8mm) twin-gun turrets carrying 10 guns, 27 12-pound (5.4kg) guns in simple mountings, 5 eighteen-inch (457mm) submerged torpedo tubes and Five Maxim machine guns. All this firepower was made more efficient through the use of a new type of electrical rangefinder that could estimate and project the changing range between the target vessels and the vessel that was firing the guns. In addition, the voice pipe system was replaced so that orders would not be compromised by high noise levels.

USS Monitor

USS Monitor engaging CSS Virginia, 9 March 1862

By Louis Prang & Co.; lithograph signed "Jo Davidson" , Public Domain, https://commons. wikimedia.org/w/index.php?curid=18422709

by rendering wooden naval vessels obsolete. Having assisted the Union’s seizure of Norfolk, the USS Monitor remained at Hampton Roads until 29th December when she departed with the assistance of a tug. At first her voyage was smooth, but off the coast of Cape Hatteras, she encountered such severe weather that she was unable to remain afloat.

Today, thousands of the USS Monitor’s components can be seen at the Mariner’s Museum. Inevitably, they were severely damaged due to salt, mud and the ravages of time, but their recovery, which was completed in 2007, was considered important enough in the context of what the USS Monitor contributed to naval history.

Sources: www.monitor.noaa.gov, www.wikipedia.org

HMS Dreadnought

HMS Dreadnought (British Battleship, 1906) underway, circa 1906-07 By U.S. Navy - U.S. Naval Historical Center, Public Domain, https://commons.wikimedia.org/w/ index.php?curid=443982http://www.aukevisser.nl

Despite her imposing appearance, the HMS Dreadnought had little in the way of a CV. Her trials were nothing short of spectacular, but after those there was a void until the start of WWI. In 1914, the Dreadnought served as the flagship of the 4th Battle Squadron based at Scapa Flow. In March 1915, she sent a German submarine to the depths by ramming it near Pentland Firth in Scotland. No battleship had ever achieved this feat before, but it was her only claim to fame in battle. She missed the Battle of Jutland as she underwent a refit and went on to tour the North Sea, which left her in a sorry state. Sold for £44,000 she was scrapped in 1921 and broken up two years later. Although the Monitor and the Dreadnought did not excel in battle, their contribution to naval history is considered significant.

Sources: www.britannica.com, www.militaryfactory.com, www.en.wikipedia.org