Wavelength, issue 51, March 2015

ISSUE 51 MARCH 2015

To reach our Seafarers

In this issue 3 Company News 4 Bilge Suction Pump Bauxite Liquefaction Alert 6 Fatigue 7 Safety First 8 Leadership Part 2 10 City and Port of Odessa 14 RMS Titanic 16

CAP Surveys Condition Assessment Programme (CAP) is a voluntary programme developed by the oil industry to determine the suitability of older vessels to carry cargo safely. CAP is independent and assesses the condition of a vessel at the time of inspection. In doing so, it contributes to the protection of life, property and the environment by conducting a rigorous inspection of a vessel supported with photographic evidence.

Continued on page 3

Editorial Dear readers, Firstly, I would like to thank the founder and former editor of Wavelength, Commander Nicholas A. Iliopoulos, for his words of encouragement regarding the previous, 50th issue.

One of the unresolved issues raised in Wavelength 50 was whether the comment that the RUBY was “the best vessel to hit the beaches of Pakistan� was complimentary or not. This question seems to have been answered by the CAP ratings of the vessels M/T CE-BREEZE, M/R CE-MERAPI and M/T DYNASTY and the Qualship 21 certification of the M/T DYNASTY. The condition of these vessels is a tribute all those dedicated individuals, onboard and ashore, who strive to maintain the highest attainable standards at all times.

I hope the contents of this issue make pleasant reading. Any comments, questions or suggestions regarding Wavelength can be sent to comment@wavelength.gr.

Best wishes, Nick Seaman

Company News Qualship 21 Recognition for M/T Dynasty The M/T Dynasty has been awarded the prestigious Qualship 21 certification for the year 2015. The Qualship 21 project is an initiative on the part of the US Coast Guard to reward high quality ships and provide incentives to encourage quality operations. This achievement is a positive reflection of the Company and the vessel, but above all, it reflects on the professionalism and efficiency of her Master, officers and crew who are to be highly commended and warmly congratulated. May you all keep up the good work!

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 this bulletin do not necessarily reflect those of the publishers.

Editor: Nicholas Seaman Email: contact@wavelength.gr Design-Production: www.remdesign.gr

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CAP Surveys

(continued from front cover)

In line with Company Policy all tanker vessels over 15 years of age are to be subjected to CAP surveys (including fatigue analysis) covering the hull structure, machinery and cargo systems and are to be upgraded to at least a rating of 2 (Good condition) “(Policy Manual/Section 13: Vessel Maintenance & Inspection Policy). During 2014, our vessels M/T CE-BREEZE, M/T CE-MERAPI and M/T DYNASTY passed CAP surveys. They have been assigned the highest grade (1), which is awarded to vessels in very good condition.

Photographic evidence indicative of the condition of the vessels is shown below.

MT CE-BREEZE Coating Condition in Ballast Tanks

MT CE-BREEZE Engine Room (lower platform)

MT CE-MERAPI Upper Deck

MT DYNASTY at SNC Shipyard Drydock

5a-side soccer tournament

Between the 3rd and 5th October Marine Trust’s five-a-side football team took part in the 2014 Hellenic Company Sports Games Tournament, organized by the Hellenic Organisation for Company Sport & Health. The event spanned a long weekend, and after three gruelling matches our team managed to reach fifth place, out of a total of 16 teams, beating the likes of BNP Paribas and IKEA. Our team consisted of: Lefteris Alefragis (capt), Lykourgos Soulimiotis, Nicholas Koroneos from Accounts dept Michalis Maritsas, Spiros Tsaltas from Technical Dept Andreas Chandris from Marine Operations Kostas Lionis from ICT dept, and Nasos Skouras (goalkeeper) from M&T dept All agreed that the team was a bit off-form in the early stages. However, the players promised that after rigorous training they will reappear much stronger in the next tournament!

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Technical Engine Room Flooding

Normally the engine room, especially the lowest platform is below the surface of the water. Therefore, engine room flooding is regarded as an emergency situation since unnoticed flooding leads to loss of power and propulsion.

There are a number of factors that can result in engine room flooding from a minor leakage to a hole in the hull. The main causes are as follows: • Small leakage left unattended can lead to catastrophic water ingress • Bilges left unattended, alarms disabled and continuous leakage from pump glands or leaking pipes • Rusted overboard valves/hull penetration stub piece failing • Sea suction filters and sea valves not properly boxed up • Rusted boiler blow down valve rupturing flooding engine room with sea water • Accidental opening of valves while cleaning heat exchangers • Rust/wasted shell plating • Vessel grounding • Collision

Course of Action for Engine Room Flooding

In Port 1. Inform both the Chief Engineer & Duty Officer and sound General Emergency Alarm.

2. Start and synchronize additional generator to meet power requirement.

3.

Open Emergency Bilge Suction valve with the approval and in the presence of the Chief Engineer.

4. Isolate source of leakage.

5. Follow the Chief Engineer’s instructions precisely.

At Sea 1. Inform Chief Engineer and the bridge as quickly as possible.

2. Sound the General Emergency Alarm.

3. Start up the additional generators and necessary machinery.

4.

Open Emergency Bilge Suction valve with the approval and in the presence of the Chief Engineer.

5. Shut down engines and start emergency generator if necessary in order to do repairs.

Real-Life Event: The flooding occurred alongside the berth. Prior to departure, the Chief Engineer notified the Master of a serious water ingress in the engine room due to a damaged valve in the M.E sea water cooling system. A large section of the valve cast body had been left with a gaping hole.

Damage: Valve failure had led to the engine room becoming flooded, which rendered the vessel inoperable. In total, twenty electric motors were damaged, including those driving the main and auxiliary pumps on the lower engine room platform. It was determined that valve damage was caused by cast iron material failure and that the crew was not in a position to isolate the leaking valve and operate the bilge pump. In the case that the bilge pump could not contain the water ingress, the crew should have used the fire and general service pump together with the emergency bilge suction to eject the water from the engine room.

Flooding: The leaking valve was located 3m above the bottom of the vessel. The hydrostatic pressure at the point of leakage was 1.2 bar and the damaged pipe diameter was 200mm, which caused a water ingress of about 1000 m3/hr.

Sources: www.brighthubengineering.com/marine-engines-machinery/41360-flooding-in-ships-machinery-spaces/

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Equipment to deal with flooding

Emergency Bilge Suction Valve – Engine Room • The Emergency Bilge Suction Valve is used ONLY at the time of major engine room flooding • Study Engine Room piping drawings to identify which valves have to be opened in case of engine room flooding: - bilge system (Fire & General Service pump/Fire & Bilge pump) - cooling sea water system (Cooling Sea water pump) • The valves should be clearly marked to ensure a quick & effective response.

• Engine Room Flooding Emergency Procedure to be posted in ECR and at the Emergency Bilge Suction Valve.

• Access to the emergency Bilge suction should be unobstructed.

• Emergency bilge suction valve needs to be checked regularly for actual suction and operation.

Hand wheel must turn freely by hand without having to resort to the use of a wheel key/spanner.

• Frequency of checking as per PMS: 3 months MAIN SEAWATER SUCTIONVALVE OPERATING HAND-WHEEL

EMERGENCY BEGE VALVE OPERATING HAND-WHEEL (PAINTED RED) SCREW DOWN NONRETURN VALVE (S0 NR)

VALVE MANIFOLD

SCREW LIFT VALVE

SEA SUCTION GRID

SEA CHEST

SUCTION FROM EMERGENCY BILGE LARGEST CAPACITY SUCTION PIPE AND MAIN CIRC PUMPS CUFF-STRAINER

Pumproom bilges in oil tankers Study the “bilge system” drawing carefully Bilge sensors to be regurarly tested to ensure early warning in case of flooding (weekly according to PMS).

Valves to be lined up for operating the cargo stripping pump according to ship’s Emergency Procedure in the case of Pumproom flooding.

Emergency bilge suction valves handwheels are painted Red or Bright Orange.

Pumproom bilges, pipes and valves to be kept clean & painted for easily detecting any sea water leakage.

During engine room bilge flooding, sea water may enter the lub oil sump tank through a damaged expansion joint connecting crankcase to sump tank.

The expansion joint (rubber or stainless steel bellows) may crack due to the long term exposure to forces from the movement of the engine relative to the hull.

EMERGENCY BILGEINJECTION VALVE ARRANGMENT

Emergency Bilge suction with handle painted red

The level of Engine Room bilges must not be allowed to rise above the tanktop of the sump tank.

In the next issue further inspection procedures and maintenance routines of the bilge pump will be covered.

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Marine Operations Bauxite Liquefaction Alert

In the wake of the 56,000 dwt Bulk Jupiter sinking off Vung Tau in Vietnam attention has focused on bulk cargoes that may be subject to liquefaction.

Currently, bauxite is classified as a group C cargo in the International Maritime Solid Bulk Cargoes Code (IMSBC) as Liquefaction of bauxite cargo long as it meets certain Source: https://www.crewtoo.com/ specifications. According maritime-news/urgent-warnings-onto the IMSBC Code, the cargo-liquefaction/ cargo properties of bauxite are as follows: maximum 10% moisture content; 70-90% in lumps ranging from 2.5mm to 500mm and 10-30% in powder form. Given the high ration of permissible fines (30%), any excess moisture in the cargo could render the bauxite susceptible to liquefaction.

When liquefaction occurs in mineral ores, the cargo destabilizes, shifts and negatively impacts on the stability of the vessel itself. This process can occurs at any time during the voyage from outside the load port to several weeks later without the cargo giving any warning of its potential to liquefy. Therefore, in the light of the Bulk Jupiter incident, which resulted in the loss of 18 out of the 19 crew members, bauxite cargoes may be justifiably regarded as coming under Appendix 3, Section 2.1 of the 2013 IMSBC Code. As such, any damp or wet bauxite should be tested for flow characteristics before loading. Another factor that needs to be taken into account is the range of lump size in the bauxite cargo. In certain cases, bauxite cargoes are filtered using pressurized water and sieves to eliminate lumps exceeding

100mm in diameter. This filtration reduces the average lump size and may lead to an increase in fines. Furthermore, the use of water to reduce lump size can increase water content, which exposes bauxite cargoes to a greater risk of liquefying during a voyage and subsequently acquiring the characteristics of a Category A cargo, one susceptible to liquefaction.

Apart from an increase in the moisture content of bauxite cargoes arising from filtration, rainfall can also raise levels of moisture, especially when bauxite cargoes are exposed to the elements. In the case of Bulk Jupiter, the load port was Kuantan in Malaysia. It has been claimed that the bauxite at the port was much wetter than normal and as a result, contributed directly to enhancing the risk of liquefaction.

As yet the exact causes of the sinking of Bulk Jupiter have not been firmly established. However, awareness of the dangers of carrying bauxite that does not comply with the group C cargo specifications laid down by the IMSBC has been raised. Thus, in the event that a bauxite cargo is suspected of exceeding its moisture limit, testing should be implemented Using high pressure water to reduce lump size of and advice bauxite sought on its Source: http://www.skuld.com/topics/cargo/solidtransportation. bulk/cargo-liquefaction/liquefaction-risks-frombauxite-cargoes/

Sources: www.gcaptain.com/bulk-jupiter-sinking-prompts-bauxite-liquefaction.warnings/ www.gard.no/lkbViewer /Content/20651235/Gard%20Alert%20Brazil%20Liquefaction%20of%20bauxite%20cargoes.pdf www.skuld.com/topics/cargo/solid-bulk/cargo-liquefaction/liquefaction-risks-from-bauxite-cargoes/ www.norclub.no/news/bauxite-liquefaction

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Manning and Training Fatigue

Figure 1: Potential outcome resulting from crew fatigue

Although the fact that numerous accidents are put down to human error does little to improve safety, the fact that fatigue is often responsible for human error can provide crews with a way of lowering the risk of accidents. By its very nature the shipping industry requires extremely high levels of concentration and alertness, so fatigue poses a direct threat as those who suffer from it are unable to maintain full concentration and consequently perform poorly. It is also important to note that fatigue can diminish the performance of even the most experienced, well trained and knowledgeable crew member. Therefore, by identifying the most common causes of fatigue and using strategies to prevent it, seafarers can reduce significantly the human error factor that leads to accidents.

The table below provides measures to reduce fatigue when factors are not beyond the control of the crew. As they are tried and trusted, they should be taken as often as possible, which means whenever work schedules permit.

FACTOR

MEASURE

Poor quality sleep: (a) poor sleep preparation

• Adopt a pre-sleep routine(e.g. warm shower, light reading, relaxation exercises)

(b) Νon-ideal sleeping conditions

• Ensure sleeping area is dark, quiet, cool and comfortable.

(c) Ιnterruptions

• Use the toilet before retiring; avoid eating a lare meal before bedtime; drink no caffeinated beverages within 6 hours of sleep

Insufficient rest

• Take power naps of 20 minutes or less

Poor diet

• Eat regular balanced meals with fruit and vegetables as well as meat and starches

FACTOR

• Ensure minimum amount of rest and maximum working hours according to regulations Overdemanding work schedule

Excessive sugar intake

• Use ILO and IMO recommended formats to record rest periods and working hours • Use rested personnel to take up duties of seafarers who have travelled far to join the vessel

Boring, repetitive work Inadequate conditions on board

• Maintain water consumption • Avoid relying on sugar boosts as they can lead to difficulty in concentrating and weakness

MEASURE

Health problems/ issues

• Assign work on a rotation basis to avoid boredom • Maintain healthy, ventilation and air conditioning systems • Deal effectively with unnecessary noise • Replace burnt out light bulbs quickly • Take regular exercise; reduce dependence on tobacco; avoid alcohol; never take medicines that cause drowsiness

Measures can be taken to prevent the factors highlighted from becoming a threat to safety, but there are other factors that cause fatigue which cannot be controlled. Vessel traffic, bad weather and noise vibration, for example, can speed up the onset of fatigue.

However, even these can be dealt with to an extent. If Officers monitor situations properly and reschedule where necessary through efficient programming and rotation, fatigue can be minimized. On the part of all seafarers, a psychological boost to combat fatigue can be gained through pride in the work you do, and in the knowledge that what you do is well beyond the vast majority of the rest of us.

Sources: www.mayoclinic.org/symptoms/fatigue/basics/causes/sym-20050894 www.nautiust.org/filemanager/root/site.assets/forums/fatigue_forum/skuld_guide_-_fatigue.pdf

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SAFETY FIRST! The best Near Miss reported during 2014

!

Source: Fleet Vessel The company has decided to commence identifying the best Near Misses reported over the past year. This will become a standard practice so as to give recognition and praise to our seafarers who make an extra effort to point out and analyse meaningful Near Miss cases.

As you are aware, reporting of Near Misses is a necessary element of our SMS. The frequent analysis of as many cases as possible is a vital tool for increasing Safety Awareness and contributes considerably to the prevention of accidents onboard.

However, it has been noted through the years that near miss reporting sometimes becomes repetitive: the number of cases reported remains more or less stable and many cases of a similar nature are being repeatedly reported.

To a certain degree re-occurrence of near misses is understandable, but it can also imply that the corrective / preventive actions taken are not efficient and that the lessons learnt are not being put into practice by the crew members.

Therefore, our primary aim is now two-fold: that more cases are reported by the seafarers, and also the nature of the reported near misses becomes more constructive.

Analysis of original interesting cases, when circulated, will have a significant effect on the Safety Awareness of all Fleet vessels and crew deployed. Such cases must be thoroughly analysed by the Master and crew and when possible relevant Corrective Actions will be taken into consideration in improving our Safety Management System, by initiating Additional Training Sessions, Incident Circulations, Best Practices, Health & Safety Campaigns, revisions of controlled documents or changes in PMS etc.

All crew members are encouraged to report meaningful near miss cases occurring during their day to day work. Many such incidents are observed by the Master, the Officer on Watch, the Safety Officer etc. during work or routine inspection rounds etc., but it is also the duty of ALL seafarers to be alert in recognizing & reporting Near Misses.

For the year 2014, the best case reported from a Fleet Vessel has been selected and the crew serving onboard at the time is commended by the Head Office for their effort.

We would like to thank below Master and their CREW for reporting the best Near Miss of 2014 MASTER REYES ROMMEL and his CREW for reporting UDE dd 24/05/14 (Leni P.) MAYBE YOU AND YOUR CREW WILL BE NEXT This case was selected for the following reasons: - Original thinking in its identification - Adequate investigation and analysis - Correct findings and suggestions - Meaningful lesson learned - Resulted in a revision of the SMS

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The chosen case has been evaluated among a number of other near misses with original concept reported from various vessels, but this case satisfied the above criteria most thoroughly.

Case Details: While the vessel was at sea, en route to Freeport, an alarm suddenly appeared on the Bridge M/E control panel indicating a slow down request while the Main engine RPM suddenly dropped from 70 to 35 RPM. The Master, who was on the bridge, immediately informed ECR and asked why the M/E RPM had dropped to 35. The 2/E advised to stop the M/E and shift the control to the ECR until further investigation. As the vessel was navigating in coastal waters with rough weather conditions, The Master followed up the investigation with ECR. After a few minutes, the problem was rectified and the M/E was restored to the normal operating mode and control was again shifted to the Bridge. The Chief Engineer’s investigation showed that during the change over of pump service from lube oil pump no.1 to lube oil pump no.2, the required pump pressure could not be maintained, causing a low pressure lube oil supply to the main engine.

Corrective/Preventive Action: - The C/E advised all engine officers to follow the proper procedures during the change over of lube oil pump. He discussed in detail the correct process of such changeover while the vessel is sailing, i.e. Officers in charge should, in the below sequence: - first start one stand-by generator to have an additional electrical load - inform the bridge - start the lube oil pump - reset the alarm on the control panel and check all the alarms are acknowledged /accepted - ensure all parameters achieve satisfactory results Lesson Learned: Unless absolutely necessary, shifting of the lube oil pump should be carried out when the vessel is at anchor and not underway so that a possible hazardous occurrence may be avoided.

Technical Dept. reviewed the details of the case and advised that relevant instructions are not included in Company's Management System. Relevant instructions were sent onboard all Fleet Vessels and will be included in next revision of FIM Chapter F, Section 2, paragraph 2.4.15.

Introducing the concept of TAKE-5 and LMRA during Tool Box Talks Source: Head Office preparation of the next Health and Safety Campaign

Whenever people encounter hazards, injury or even death can result. Identifying and controlling exposure to hazards will help prevent YOU and your SHIPMATES suffering injury or worse.

Communication is an effective way to achieve this. A Tool box talk is the best risk tool for communicating the safety aspects of a job. It is a group discussion amongst the people about to be involved in a job.

Work Planning Meetings and Tool box talks are to be conducted daily in the presence of the Master, the Chief Engineer, Chief Officer & 2nd Engineer. ALL team members, relevant to a task,

Safety Bulletin 15-01

STOP TAKE 5

1. THINK through the task

should participate. These should be recorded in the Daily Work Planning Meeting Log, which all fleet vessels will soon receive, with relevant guidance.

However, the Tool box talk does NOT end with the completion of the Daily Work Planning Meeting Log. It should be verbally continued at the site of the job between the people to be involved in the task. At the same time, all team members must use their LMRA cards.

On site Last Minute Risk Assessment must become your personal tool to avoid hazards. Always Take-5 immediately prior to starting 4. MAKE 3. ASSESS a task and do a last-minute risk assessment in your MIND. The the changes the risk LMRA/Take-5 personal cards, which will soon be distributed to all fleet vessels, have been created to remind you to: “USE YOUR MIND BEFORE YOUR HANDS”.

Benefits of Tool Box Talks and Take5 / LMRA: Tool box talks and Take-5 / LMRA are your last chance at the job site, to ensure you do ✓ Highlights the procedures and not become a target for a hazard that could cause injury or death. work plans to be followed. ✓ Identifies different or changing conditions that require a job to be done in a different way than normal. ✓ Encourages the team to STOP and review any necessary changes to their work when a change occurs, so that the risks can be assessed and reduced. ✓ Assists each team member to understand individual responsibilities during the job. ✓ Provides clear expectations from the supervisor on how the job is to be carried out. ✓ Helps counter attention failure, memory failure and error of judgement that cause human error and subsequent injury or worse.

5. DO the task safely

2. SPOT the hazard

FOR EVERY JOB USE YOUR LMRA CARD

TRUST Ten Really Useful Safety Tips BENEFITS OF TOOL BOX TALKS Preparation tips • Each job step should be made clear to all participants • Highlight the risks associated with each step of the task • Team members should make suggestions for improvement • Permits and safety requirements must be communicated to all team members • Mention any previous accident or near miss related to the specific task and identify things that could go wrong • All team members should be actively involved in this talk

Tips At job site • Take 5, i.e. stop before proceeding with the task, consider how to do the job safely • Observe and identify hazards in the work area • Implement control measures agreed at the preparation stage, e.g. proper PPE, correct tools etc.

• Identify things that could go wrong and PROCEED only when satisfied all points have been covered

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Leadership PART 2

The previous issue included the first sections of leadership principles as laid down by Captain Pelly. In this issue the principles of loyalty, smartness, word of command, knowledge, encouragement and forethought are addressed. All the principles can be integrated into daily life at sea so that confidence in and respect for those who have leadership status is maintained at the highest possible levels.

As in the previous issue, the most important points are highlighted in bold font.

LOYALTY Loyalty can start only from the top and grow downwards. It can be checked, or even destroyed, by lack of strength in the link just above.

Loyalty can flourish only when it acts both ways, i.e., be loyal to your inferiors as well as to your superiors. The former is often forgotten.

Do not risk giving the appearance of washing your hands of responsibility, or of giving a hint of criticism of high authority.

The “Popularity Jack” is soon discovered by the sailor and immediately loses grip.

Do not discuss the failures of your young Petty Officers and men in the hearing of Wardroom Attendants or others of the Lower Deck.

That is just as bad as admonishing a higher rating in front of his juniors.

At Defaulters do not lose an opportunity to speak in favour of a good man or a man’s good qualities. This is not only in justice to the man; it is of importance to the Captain or Commander. On the other hand, do not whiten a sepulcher.

Difficulties sometimes arise in your endeavour to support your Petty Officers. Like others, they are liable to make mistakes, and may wrongly bring up a man of punishment. Even so, it is rarely desirable to indicate publicly your displeasure.

Never judge a man if you have lost your temper.

LOYALTY TO YOUR SHIP How well you did things in your last ship is of no consequence. You must avoid saying how you did things in your last ship.

The saying “Different ships; different long-splices,” means, amongst other things, that there is more than one way of making a good long-splice.

SMARTNESS A ship is either efficient, smart, clean and happy, or none of these things. They go hand in hand, or not at all.

It is no good an Officer putting the blame for inefficiency-which is very largely caused by unhappiness-on his ship’s company.

The whole tone and efficiency of a ship depends on the Officers. Most work and most activities can, and should, be performed in a business like manner. Slackness in falling-in, mustering or moving-off, quickly reacts on the whole spirit of the ship. Time is wasted; the hands are fallen-in earlier and the Defaulters List grows.

Of the two seamanlike terms “Roundly” and “Handsomely”, the latter should be used rarely, and not as a substitute for “Safety First”.

Do your best to keep such things as piping and the ringing of the ship’s bell up to standard, as little things like these help to spread pride of the ship.

When going rounds of inspection, bear in mind that old adage: “Look after the corners and the rest will look after itself.” The gun may be outwardly shining; just open the breach-you may find the Bluebell tin.

WORD OF COMMAND A great deal can be gained by making a determined effort to improve the tone and delivery of your orders. This applies equally to seamanship and to parade ground orders, although the best manner of giving each differs somewhat.

Whenever you hear a strikingly good order (some - a few - have a gift for it) study it and mimic it. Many Officers do not make themselves All photographs reproduced under license by www.mybrightonandhove.org.uk (as per Terms and Conditions stated therein), which is maintained by the My Brighton and Hove volunteer group. Copyright holders for each photograph are mentioned separately. Leadership text extracts from the “The Officer’s Aide Memoire” by Captain John Pelly, as reproduced in “The Royal Navy Officer’s Pocket-Book, 1944”, compiled and introduced by Brian Lavery, Conway Maritime Books, London, 2007.

King Alfred Training Camp - post war aerial view.

From the private collection of Tony Drury.

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Issue 51-March 2015

Officer Cadets at HMS King Alfred.

From the private collection of Stuart Crane.

(continued from W50)

heard - a bad fault.

The order ‘Hoist away’ can be given with every bit as much life and drive as can an order on the parade ground.

Fill up your chest before giving an order. Put enthusiasm into its tone. Give it as if you meant it.

The amount of grip which can be obtained by a good word of command is remarkable.

Men cannot work at the rush to poorly given orders. The amount of strength of body and enthusiasm exerted by your men is in proportion to the grip of the person in charge and his ability to enhearten them.

KNOWLEDGE IN SERVING YOUR MEN Learn their names. You must make a sustained effort in this direction should it lie within your powers.

There is nothing more irritating to a sailor than to be addressed as “You there” or something akin to that. He likes to know that he is known by name.

Know their pay, allowances, and opportunity for advancement. Learn their circumstances, qualities and ambitions, as unobtrusively as possible, gradually gain knowledge of their budgets and family situation, but beware of prying into a man’s family affairs in a manner which might strike him as being that of a busybody.

After all is said and done, an Officer’s bearing towards his men should be that of a friend, and, as a friend, a man should realize that if he is faced with professional or domestic problems that need advice, he can go to his Officers without fear to obtain it.

Learn what your men’s interests are outside the Service, and their topics of conversation and discussion.

Should a man come to you for advice, do not let the matter drop and be forgotten. It may well be that a subsequent enquiry as to how things are going on will sometimes bring to light that a man is still in need of further help but is averse to coming along a second time because he thinks he has already made enough fuss about it. In this connection, how many times is this heard at the Defaulter’s Table?

“I put in a request but heard no more about it.” This is just cause of complaint on the part of the rating.

Do not be discouraged because a man prefers to see a more Senior Officer about his affairs. A man will often open up to you later after he has unburdened himself to an older Officer.

Study the conditions in which your men live in their ship or station, details of the serving of their food, where they write their letters, the true extent of the facilities, or lack of them, for washing, shaving and keeping their kit tidy.

Discover their recreations. We all know the experts at games; but there are dozens of others who get as much enjoyment out of a game of football as does a member of the team.

Do not be afraid to accept an invitation to play games, however poor a performer you may be. You would not be asked to play because of your value as a player only.

Always avoid concentrating on the good hands at the expense of the poor fish. The poor fishes, especially the young ones, may turn into something better if you devote some of your time to them and learn their difficulties.

Never neglect opportunities for getting into touch with a bad hat. You may, in time, be able to influence him or find out how bad he really is. The latter may be useful information one day. Bad hats are a danger in a ship or establishment, and it is important therefore that information about bad characters should be as full as possible. In this respect, remember that bad hats in a ship usually form their own cliques, as they realize that their way of life is not appreciated by the remainder of the ship’s company. It should be easy to observe these cliques, and whether they are being a danger to youngsters, a situation with which you ought to be able to deal.

There is a quality called tact, a very misused word in many ways, without which no Officer can succeed.

Your endeavour should be to inspire in your men a feeling of respect for you and confidence in your sympathetic interest and understanding of their problems as well as in your professional ability. Do not forget that this is the basis of our treasured discipline in the Royal Navy, which can be summed up as the fruits of mutual confidence between the Officer and man.

Never turn down an application on compassionate grounds because you think it is impossible for the Captain to grant it. Through his greater experience the Captain is better able to judge and explain. Moreover, it is important that the men should realize the availability of their Captain.

It is within the competence of any Officer to show consideration to his men. Uncertainty as to whether they will be required during working hours; a sudden alteration or curtailment of a meal hour, should be avoided if possible. If it is not, pass the word as long beforehand as you can, and, if possible, give the reason. Do not forget that a man will always work better if he knows what he is working for, and if it is a question of working at what might be described as an unusual time or for an unusual time, the reason should stated.

Never keep a boat waiting. This is as bad as keeping hands fallen-in waiting. An Officer’s job is to be first on the spot, and this applies in particular to junior Officers.

Always remember that if it is ever necessary to alter the routine time for a meal the galley should be warned in plenty of time.

The more you can interest your ship’s company in what is going on the better. Moreover, you will then short-circuit the disgruntled man who spreads the yarn that they are being bully-ragged and driven unnecessarily.

It is also your business to instruct and educate your men with a view to inducing ambition to better their positions in the Service, as distinct from their rate of pay.Many men are grateful for having their minds made up for them, and have a child-like faith in the advice of an officer they know and respect.

In the next issue, the final points made by Capt. Pelly will be published.

Issue 51-March 2015

11

Humankind’s Marvels & Nature’s Wonders

Lake Hillier

Source: http://www.worldfortravel.com/2013/04/06/ pink-lake-hillier-australia/

Shipwreck Reveals Mythical Navigational Tool of the Vikings While examining an ancient shipwreck, scientists are believed to have found a sunstone-like crystal. These mythical objects are thought to have aided Viking mariners with navigation. The clear crystal was theorized to be able to locate the Sun, regardless of clouds or other hindering weather conditions. Many attribute this tool to the Vikings’ ability to navigate across large stretches of sea before the invention of the magnetic compass. However, a number of academics treat the sunstone theory with skepticism, reports BBC News.

A scientific team from the France’s University of Rennes located the crystal while exploring the wreck of a British ship sunk off the island of Alderney - in the English Channel - in 1592. The oblong stone was next to a pair of dividers, suggesting its use as navigational equipment.

According to BBC News, the sunstone has now been proven to be of Iceland spar - a type of calcite known for its property of bending light into two separate rays. After testing, scientists proved that by rotation it was possible to find the point where the two beams meet - showing the direction of the Sun.

Discovered by the British explorer, Matthew Flinders, in 1802, the 600-metre long, 250-metre wide lake is surrounded by a rim of sand and a densely-wooded area of eucalyptus trees. Unlike the vast majority of lakes, the Hillier Lake becomes rose pink under certain conditions. When the salinity exceeds that of seawater, the temperature is high enough and the light adequate, the microalgae living in the lake accumulates a pigment called beta carotene. It is this chemical that gives the Hillier lake its bubble-gum colour.

Although this Australian lake is stunning, it is not unique because such lakes are found in Senegal, Canada, Spain and Azerbaijan.

Sources: www.australia.com/explore/states/wa/pinklake.aspx www.dailymail.co.uk/.../The-bizzare-pinklakes-world-look-like-milkish...

Photo: Iceland spar, possibly the Icelandic medieval sunstone used to locate the sun in the sky when obstructed from view.

Source: http://www.maritime-executive. com/article/Shipwreck-Reveals-Mythical-Navigational-Tool-of-theVikings-20130307

Port Gardens by the Bay Located beside Singapore’s Marina Reservoir, the Gardens extend over 101 hectares of reclaimed land divided into two areas: Bay South Garden and Bay East Garden. The awardwinning horticulture destination boasts over 500,000 plants, one of which, Singapore’s national flower, Vanda Miss Joaquim, was the inspiration for the design of Bay South Garden. In this area there are 16-storey tall tree-shaped vertical gardens.

Visitors can walk across suspended walkways between the supertrees so that they can get a bird’s-eye view of the Gardens.

Another incredible feature is the enclosed Cloud Forest. Inside there is a 35-metre tall mountain that is shrouded in mist and contains the world’s largest indoor waterfall. The lush vegetation is naturally found in tropical highlands up to 2000m above sea level and there are seven discovery zones for an interactive Source: http://www.yoursingapore.com/see-do-singapore/naturewildlife/parks-gardens/gardens-by-the-bay.html

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educational experience. As there is so much to take in at Port Gardens by the Bay, there are several restaurants and cafés where visitors can rest. And if a picnic sounds more attractive, there is an area in Bay East Garden among lush tropical palm trees set aside for picnickers.

Last but not least, there is a choreographed light show accompanied by music.

Source: http://materialicious.com/2012/06/gardens-by-the-bay-bygrant-associates.html

Special Vessel MPI Resolution –Selfelevating Support Unit Since the MPI Resolution was the first of its kind, a new classification had to be created for her. The vessel class assigned was IAI Self-elevating Support Unit CRANE EO DYPNOS-AUT, which accurately reflects the elevating capacity, the state-of-the-art positioning system and the two cranes MPI Resolution boasts. This purpose-built vessel has been specifically designed for the installation of offshore wind turbines, their foundations and transition pieces.

Through its unique design, this remarkable vessel is able to overcome previous challenges of turbine installation such as limited operational weather windows, low capacity and heavy dependence on multiple support vessels.

Power for the MPI Resolution is supplied by two pairs of Mitsubishi S16R-MPTK-2 main generators with a capacity of 1920kW at 1800 rpm and two Mitsubishi Source: http://losingit.me.uk/2013/04 S6B-MBTA harbor generators. There is also an emergency generator, a Mitsubishi 6D24TC with a capacity of 210kW at 1800 rpm. Power distribution occurs through two switchboard rooms and main power is 690V AC that is transformed to 440V AC and 220V AC for auxiliary machinery and small power consumers. As regards propulsion and steering, there are four azimuthising thrusters: US 205/3850 Azimuth thrusters with a capacity of 1500kW. Additionally, the MPI Resolution has three 700kW Kamewa TT1650CP bow thrusters based on ABB AMA400L6L motors.

As precise positioning for windturbine installation is essential the vessel’s navigation system is state-of-the-art Kongsberg Simrad SDP-11 unit using a Fanbeam laser. Her position is constantly monitored by two independent GPS systems. When the vessel has been manoeuvred into position, MPI Resolution can be jacked up clear of the water at a rate of 0.5m/min with 48 largesized hydraulic cylinders. Her operating limits are 35 metre-deep water, with a maximum wave height of 2.8m and a wind speed of 15.3m/s unjacked. When jacked using her six 71.8m legs maximum wave height reaches 10m.

The 130m long 38m broad vessel boasts two cranes: the main Huisman 600Mt Pedestal Mounted main crane and the auxiliary Kenz EHC 50/3500 OS crane, both of which can operate in wind speeds of up to 20m/s. She also sails with a crew of 34, which increases to between 60 and 70 when the hull is raised out of the water during turbine installations. Despite her unorthodox appearance, MPI Resolution is a special vessel. She is at the forefront of offshore windturbine installation and therefore making energy production more eco-friendly.

Sustainable Fisheries Partnership SFP is an organization that helps maintain sustainable fishing worldwide so that future generations will not be deprived of traditional ways of life and food. One of the organization’s success stories in the making is described below.

Sri Lanka Tuna:An Update from the Field It takes a lot of planning to get a Fishery Improvement Project (FIP) running well. Besides extensive organizing and meetings, FIP participants often put in a lot of personal, hands-on effort. The Sri Lanka Tuna FIP is a good example of this. We recently received an update about progress in the FIP from Peter Stagg, the Chairman and Founder of Le Lien, a UK-based seafood company that is one of the FIP’s participants. The project had three early goals: receiving national endorsement of the FIP from the fisheries ministry, developing logbook training, and starting an onboard observer program. The first two goals have already been met, and Peter just returned from meeting the observer at the landing site after his first deployment at sea for the FIP. Some 3,000 or so vessels are engaged in the Sri Lanka tuna fishery, which is an important supply of tuna to the UK and European markets. The fishery is small scale, comprising artisanal fishers who use traditional fishing methods, so developing a sustainable fishery here is critical to the Sri Lankans who depend on tuna for their livelihood.

The observer program offers a way to collect first-hand data in order to better understand the impacts of a fishery like Sri Lanka tuna. Many factors need to be considered during evaluation. The boats are small and numerous and they are spread across the length of the Sri Lankan coast, so it’s hard to keep track of the fishermen and their vessels. FIP organizers hope to better understand the size of fish the fishers regularly encounter, how far from the coast those fish can be found, and fishers’ interaction with and impact on marine life other than the target species.

But just getting observers on board was a challenging process requiring much preparation. The FIP organizers put together two training sessions and several workshops at the beginning of the year to ensure a skilled pool of capable observers and they helped them obtain insurance and life rafts (which are rarely available on board). Representatives from Sainsbury’s and Le Lien made site visits in advance to support these initiatives. Peter reports that the observer program has already increased FIP participants’ confidence about how responsible fishers are on the water. All of the hard work has begun to pay off.

Source: http://businessguide.offshorewind.biz/profiles/view/mpi_ offshore Sources: www.ship-technology.com/projects/mayflower/ www.vroon.nl/Files/VesselParticulars/ MPI%2RESOLUTION20130507100532.pdf

Traditional Sri Lankan fishing boat

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Cities and Ports - Odessa The City Odessa is believed to be located on the site of ancient Greek colony called Odessos. The colony was

abandoned at some time during third and fourth centuries, so the city’s history effectively began in the 14th century with the establishment of the Tartar fortress of Khadzhibey. The fortress was built on the Black Sea coast approximately 450km south of Kiev and 30km north of the Dniester River.

In 1480, Turkey gained control of the fortress, which was attacked and overrun by the Russians just over 300 years later in 1789. Once it was ceded to Russia, building began on a new fortress, which was completed in 1793. A year later a naval base and a commercial quay were established. In 1795 the new port was given the name Odessa after the original ancient Greek colony.

In the following century, Odessa grew rapidly, especially after the construction of the railway in 1866. There was also a new outport built at Ilyiehevsk, which lies 20km to the south. In the 1800s, Odessa established itself as Russia’s third city and the country’s second port behind St. Petersburg. As the population grew, Odessa’s cultural and educational reputation became more widespread. Several museums, a number of theatres, an opera house and a ballet theatre all contributed to the city’s cultural enhancement. As regards education, the University was established in 1865 and numerous other higher education institutions were built. There were also research facilities developed in Odessa, the most renowned of which is the Filatov Institute of Eye Diseases.

In the early 20th century, Odessa played a major role in the Russian Revolution. In 1905, the Port on the Black Sea was the stage for the mutiny on the warship Potemkin. Odessa also suffered greatly during World War II, when extensive damage was inflicted by the Germans and Romanians. Despite this setback, Odessa continues to be resilient.

Today, Odessa’s population is just over one million served by an excellent railway network that links the city to the rest of the Ukraine, Moldova and Romania. Odessa’s industrial growth has Odessa Opera House Source: http://dickschmitt.com/travels/black-sea/ overview/odessa.html

Sources: www.britannica.com/EBchecked/topic/425106/Odessa www.infoplease.com/encyclopedia/world/odessa-city-ukraine-history.html www.missiontoseafarers.org/ports/odessa/our-port

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also been significant with most factories situated to the north of the Port of Odessa and newer ones on the western outskirts of the Black Sea Port. There is a wide range of industrial activity thriving in the city. The engineering industry produces goods such as cranes and ploughs which products form the chemical industry include fertilizers, paints, and dyes. Odessa is also a fishing fleet base.

The Port

As one of the biggest ports in the Black Sea-Azov range, Odessa has numerous facilities to cater for visiting vessels along 7.5km of quay with 46 protected berths.

The technical facilities allow for the processing of 14 million tons of dry cargoes and 24 million tons of oil products every year. Once processed, goods can be delivered using a developed infrastructure of road, rail, river and marine networks.

The Port of Odessa boasts a number of specialized terminals at which a variety of handling equipment and hauling devices can deal with a number of different cargoes. As such, cargoes from ferrous and non-ferrous metals to perishable goods in containers and from vegetable oil to condensed gas can be handled effectively. The modern container terminal has an annual capacity of 300,000 TeU, while vegetable oil processing is carried out on 109 hectares of land belonging to the port. As regards to the oil and gas terminal, it is the largest in Ukraine.

The six berths have a total storage capacity of about 670,000m3 and they accommodate tankers with capacities of up to 100,000 tons. Fuel products are delivered into reservoirs through pipelines and there are two specialized berths for natural gas.

The Port of Odessa also has a modern passenger terminal that can cater for cruise ships of up to 272m in length. Other facilities include a floating repair station, forwarding and custom brokers, a transit-freight (logistic) terminal with a storage area of 51,500m2 and two warehouses operating round the clock. All these features make Odessa a key port in the region.

Food for Thought

Humour !?

A leader is one who knows the way, goes the way, and shows the way. John C. Maxwell

A man flying in a hot air balloon discovers that he is lost. So, he reduces his height and sees a man below. As he approaches the man, he shouts, “Excuse me, but I’m lost. Can you tell me where I am?”

The man on the ground says, “Yes, you’re in a hot air balloon about 10 metres above this field.”

“You must work in Information Technology,” says the man in the balloon.

“I do, but how did you know?” replies the man below.

“Well,” says the balloonist,” everything you’ve said is technically correct, but it’s of no use to anyone.”

The man below thinks for a second and says “You must work in management.”

“I do,” says the startled balloonist. “But how did you know?”

“Well, replies the man below,” you don’t know where you are or where you’re going, but you expect me to be able you help you out. You’re in the same position you were before we met, but now it’s my fault!”

I can’t change the direction of the wind, but I can adjust my sails to reach my destination. Jimmy Dean Correction does much, but encouragement does more. Johann

Wolfgang von Goethe

Success is a lousy teacher. It seduces smart people into thinking they can’t lose. Bill Gates Much unhappiness has come into the world because of bewilderment and things left unsaid. Fyodor Dostoevsky Making a personal decision based on not wanting to disappoint others can lead to bitterness and resentment. Thought from the editor

I am lost ...

Humour !?

A man went to visit a friend. When he went into his house, he was astonished to see him playing chess with his dog. After he’d been watching them for a while he said, “I can’t believe it! You must have the smartest dog in the world.”

“Not really,” replied the friend, “I’ve beaten him three games out of five.”

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1. Colour of the Hillier Lake under certain conditions (4) 4. Look in this direction before something goes wrong (5) 7. MPI RESOLUTION installs these (4,8) 8. No officer can succeed without this quality (4) 10. Odessa's institute of eye diseases (7) 12. Type of shower recommended before bedtime (4) 16. Kind of support evidence used in CAP surveys (12) 17. Type of fishing promoted by SFP (11) 18. Preventing fatigue reduces this (5,5) 19. Nationality of ancient colony where Odessa now stands (5) 21. High levels of sulphur and oxygen cause iron to become this (7) 24. Location of Bay South Garden (9) 25. This is a lousy teacher (7)

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1. Used to deliver fuel products into reservoirs (9) 2. Don't rely on boosts from this sweet substance (5) 3. -21, the certification awarded to MT DYNASTY (8) 5. Capital of Eire (6) 6. These does more than correction (13) 9. Products of Odessa's engineering industry (6) 11. These mariners may have used a crystal to navigate (7) 13. Excessive moisture in bauxite could cause this (12) 14. Number of countries represented at 1913 SOLAS (8) 15. Kind of inspection used in CAP surveys (8) 20. Pump used only if engine room floods(5) 22. 1983 SOLAS made provision for these in lifeboats (7) 23. Rotation-based work assignments can prevent this (7)

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Success DOWN: 1. Pipelines 2. Sugar 3. Qualship 5. Dublin 6. Encouragement 9. Cranes 11. Vikings 13. Liquefaction 14. Thirteen 15. Rigorous 20. Bilge 22. Engines 23. Boredom

SOLUTIONS ACROSS: 1. Pink 4. Ahead 7. Windturbines 8. Tract 10. Filatov 12. Warm 16. Photographic 17. Sustainable 18. Humanerror 19. Greek 21. Brittle 24. Singapore 25.

From Incidents to Regulations Incident: Sinking of RMS Titanic Regulations: Safety measures on passenger ships The 1914 SOLAS Convention resulted in amendments to safety issues concerning lifeboats and other equipment. Further amendments have since come into force following the 1929, 1948, and 1983 Conventions, which were broadened to include design and evacuation into lifeboats.

Historical Background On April 14, 1912, the RMS Titanic collided with a huge iceberg. Of the 2200 passengers and crew on board at the time, just 705 survived. The Titanic sank in under three hours, which was contradictory to the builders’ claims that the vessel would remain afloat for at least two days even in a worst accident scenario. This tragic loss of life led to several changes in design as well as amended safety regulations.

At the time of construction, the RMS Titanic was the largest ship ever built. At almost 900ft in length and weighing 46,000 tons, the vessel was thought to be unsinkable due to her 16 major watertight compartments that could be isolated in the event of a punctured hull. Although this claim seemed logical at the time, analysis has revealed that it was deeply flawed for several reasons. Firstly, the iron used in construction contained high levels for sulphur and oxygen, making it relatively brittle. Secondly, the water temperature was below 0C, which exacerbated the brittle nature of the iron. Thirdly, the rivets holding the steel plated were also brittle and therefore broke easily when subjected to the forces created by the flooding that occurred after the collision. Fourthly, the separate compartments were not fully watertight as they were only horizontally watertight.

In addition to the technical aspects related to the disaster, there was also the question of the lifeboats that needed to be reviewed. At the time of the sinking, the RMS Titanic was in compliance with the regulations laid down by the British Board of Trade. Indeed, there were 10% more than required on board, but they were sufficient for just over half the passengers. There could have been twice as many lifeboats but not one row had been removed to make the deck more attractive for the passengers. Despite this revelation, it cannot be claimed that many more lives would have been saved as the vessel sank so quickly. However, it was deemed necessary that changes should be introduced.

As a consequence of the loss of the Titanic, the first international conference on safety of life at sea (SOLAS) was held in January 1914.

There were representatives from 13 countries in attendance, but the Convention was never formally ratified as war broke out before July 1915, when it was due to come into force. Nevertheless, some nations adopted various provisions included in the Convention concerning safety of navigation, construction, radiotelegraphy, life-saving appliances and fire protection.

In 1929, representatives from 18 countries attended the second SOLAS convention, which primarily dealt with the prevention of collisions at sea. This Convention was similar to the first, but there were several new regulations, all of which came into force in 1933. The following Convention on Safety of Life at Sea was held in 1948, when the specifications for the orientation, length and number of watertight compartments in passenger ships were determined. These were to be orientated across the width of the ship, while their length and number were dependent on the length of the vessel with the criterion that the ship must remain afloat with two compartments flooded. There were also provisions for the mandatory use of wireless, increased lifeboat capacity and the implementation of ice patrol.

SOLAS has been subsequently revised on a number of occasions and is now under the auspices of the International Marine Organisation (IMO). In 1983, for example, there was an amendment that all lifeboats on passenger ships should be at least partially enclosed and equipped with an engine instead of oars. With passenger vessels increasing in size, the IMO is tracking the situation and has implemented extensive rules about life-saving equipment, including the number, size and location of lifeboats to be carried as well as the speed with which passengers may feasibly be expected to board lifeboats. Finally, there are now minimum limits of how long the passenger ship should remain safe to evacuate, a factor that was critical in the sinking of the Titanic and the corresponding loss of passengers at sea.

Sources: www.writing.engr.psu.edu/ver/bassett.html www.mss-int.com/solas.html www.rina.org.uk/lifeboats.html

trials (2 April 1912) iaRMS Titanic embarking on sea /forum/historia/279221-histor Source: http://www.nocturnar.com l .htm del-titanic-fotos-de-epoca

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