ISSUE 65 SEPT 2018 To reach our Seafarers
In this issue Company News 2 Condition Monitoring of Marine Machinery (Part 2) 4 6 Harnessing Digital Technologies
Review of Health and Safety Campaign 7 Safety First 8 Message from the DPA 11 The Bering Sea 14 Historic Vessels 16
Editorial Dear seafarers, In this and recent issues of Wavelength, the notion of ‘change’ has been featured on a number of occasions. Take a look around, watch or listen to the news and observe what is happening in social media and you will be able to witness changes ranging from the personal to the global, from the abstract to the concrete. At times, these changes may appear to be occurring at random or on a hit and miss basis, which can cause problems or conflict. However, from a shipping perspective, there appears to be far more order and a more proactive approach. This advantageous stance has been highlighted by the IMO Secretary General, Kitack Lim, who has stressed the necessity to change expectations about safety, environmental protection and social responsibilities. Moreover, in this 70th year since the Convention establishing the IMO was adopted, Mr Lim has called for the encouragement of innovation and increased efficiency so that the changes made in shipping will impact positively on the world as a whole by creating greater sustainability. Last, but not least, the Secretary General has emphasized the need for all stakeholders to be firmly on board if a better world is to be realised. This message from the IMO, with over 170 member states, and other major players in the industry that share this vision is fortunately being mirrored in the actions of shipping companies. This is quite apparent in our Company, in which changes are being adopted across the board to create a better safety culture, to increase efficiency and to enhance leadership strategies. These changes are highlighted in this issue. The Marine Operations article describes how technologies are to be utilized in order to reduce fatigue, thereby assisting in the reduction of erroneous decisions. Similarly, the M&T contribution reveals how a previously avoided issue has been introduced through a campaign to heighten awareness and change both attitudes and behaviour. The Technical article pinpoints the importance of adopting monitoring techniques, recognizing warning signs and taking appropriate action so that efficiency is maintained and safety is not compromised. The message from the DPA illustrates the need for a dangerous mindset to be erased so that changes in approach to work assignments may be adopted to prevent incidents from occurring. The message also points to change in leadership in which commitment and a caring altitude are clearly visible and sustained. This is also borne out in the interactions described at the Officers' Forums in the Company News section in which felt leadership is tangible. Change is affecting all stakeholders from the ordinary yet extraordinary seamen to the leaders within the industry. Unlike previous change, everyone is taking on a proactive role and has the ability to step in whenever wrong practices are observed without fear of recrimination. This is a giant leap forwards, a leap that can and will firmly put shipping on a path to a brighter future. I sincerely hope you enjoy this issue of Wavelength. If you have any comments, suggestions or questions about the content, please do not hesitate to contact me at comment@wavelength.gr Best wishes, Nick Seaman
Company News Manila Officers’ Forum, April 2018 For the tenth year running the Officers’ Forum was held in Manila. This year, however, was a bit different. There was a new venue (the Conrad Hotel), it was held in a new season (first time in spring), and there was a different agenda. Another difference was that an Officers’ Forum would be held twice in the same year. The first day was filled with presentations by head office representatives and external speakers, while the second day was dedicated to interactive sessions, including Resilience and Reflective Learning. The awardees along with the speakers from head office
Disclaimer: The contents provided herewith are for general information purposes only and are not intended to replace or otherwise contradict the detailed instructions and procedures issued by the owners, managers, flag etc. The articles presented and the views expressed in the bulletin do not necessarily reflect those of the publishers. Editor: Nicholas Seaman Email: contact@wavelength.gr
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Happy engineers after completing a Reflective Learning session
Both teams enjoyed the match
The Forum was chaired by Nasos Skouras of the M&T dept., and head office was represented by Supt. Engineer Christos Chatzigiaksoglou, Deputy DPA Elli Moretti, Operator Margarita Tsaousi, Shipboard Training Officer Capt. Rommel Reyes, and the undersigned. At the end of the Forum, a gift of appreciation was presented to the following officers for their long and loyal
service: Capt. Erwin Gubaton, Capt. Willie Mendones, Ch/Eng Jose Mari Gutierrez, Ch/Off Clifford Jalagna and 2/Eng Roberto Dugan. In the evening basketball match the Deck team came out narrowly on top. However, they only won after an epic comeback by the Engine team during the second half that literally captivated the spectators. Anthony Lambros – DPA
Mumbai Officers’ Forum, May 2018 It was the first time an Officers’ Forum was held in Mumbai. The format followed was similar to that of the event in Manila a month before. There were presentations by head office representatives and external speakers on the first day, followed by Resilience and Reflective Learning sessions on the second. The atmosphere was what was required for a successful forum and it seemed that the Forum was much appreciated by the officers if participation was anything to go by. The M&T Director, Yannis Prokopiou, acted as Chairman, and the head office speakers were Supt. Engineer George Margioras, Deputy DPA Elli Moretti, Operator Andreas Chandris, and the undersigned. At the end of the Forum, a gift of appreciation was presented to the following officers for their long and loyal service: Capt Balwinder Singh, Capt Rajendrakumar Khare, Chief Engineer Satyendra Vyas and Second Engineer Suryesh Chandra. Overall, the event was a resounding success and is, therefore, likely to be repeated annually. Anthony Lambros – DPA
Anthony Lambros addressing the Forum during the first day
All the Forum delegates
Visit to CENMAR Mumbai While in Mumbai for the Officers’ Forum, head office representatives took the opportunity to visit the CENMAR Mumbai office and received a warm welcome by the office staff headed by Rajesh Nair. They had put in a great amount of effort to prepare an excellent event and we wish to offer our sincerest thanks to all of them for this, and for their outstanding work over the years. Visit to CENMAR Mumbai
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Technical Technical Condition Monitoring of Marine Machinery (Part 2) 6. Condition Monitoring of Main Engine Bearings The aim of monitoring engine bearings is to avoid extensive damage to the engine. Monitoring in a wider perspective, has numerous beneficial side-effects. One in particular is the decrease in the risk of possible contamination of internal engine components when they are exposed. The condition of the Main Engine bearings can be monitored through the application of various techniques while using the following systems: • The Bearing Wear Monitoring System • The Bearing Temperature Monitoring System • The Water in Oil Monitoring System • The Propeller Shaft Earthing Device a. The Bearing Wear Monitoring System (BWM) The aim of the “Bearing Wear Monitoring” (BWM) system is to detect any bearing damage before the lining (babbitt or tin-aluminium) is worn away by lining scuffing (tin-aluminium), wiping, abrasive wear, melting out or extensive fatigue of the lining (babbitt) and steel to steel contact occurs. A BWM system is based on measuring changes in the vertical position of the crosshead assembly relative to the engine frame and consists of three main parts: • Distance sensors fitted in the crankcase of the engine • The connection between the sensors and the software • A display unit which indicates bearing wear Appropriate signal processing allows the system to activate an alarm or slow down relay output when there is any abnormal wear in one or more bearings.
damage to the bearings, the oil should be monitored either manually or automatically by means of an oil condition monitoring system.
Figure 3. Vaisala “Water in Oil Monitoring” System
In all our fleet vessels powered by MAN Diesel Engines we have installed a “Water in Oil Monitoring” System which is approved by the Engine Maker. d. The Propeller Shaft Earthing Device The Propeller Shaft Earthing Device is a system designed to avoid spark erosion in the engine bearings and journals. The spark erosion phenomenon is a result of a difference in the electrical potential between metal parts. In general, the level of electrical potential lies between 200-600 mV in engines without protection from a Propeller Shaft Earthing Device. In some cases, this difference in electrical potential between the hull and the propeller shaft has caused spark erosion on the main bearings and journals of the engine. To avoid this, a continuous electrical earthing circuit between the propeller shaft and the ship’s structure must be established. This is achieved by installing an earthing device on the intermediate shaft. As a Condition Monitor, a voltmeter is installed to ensure a continuous display of the shaft/hull potential. The reading is not to exceed 50 mV.
Figure 4. Bearing shells and journal with signs of spark erosion
Figure 2. Display unit in ECR Figure 1. Sensors fitted in crankcase
Five vessels in the Company fleet are equipped with a “Bearing Wear Monitoring” system installed at the newbuilding stage.
Readings in excess of this value (alarm limit: 80mV) are indicative of worn bonding brushes or poorly maintained brush gear and/or slip rings.
b. The Bearing Temperature Monitoring System (BTM) The BTM system continuously monitors the temperature of the bearings. This is performed either by directly measuring the temperature on the rear side of the bearing shell or by monitoring the return oil from each bearing in the crankcase. There are two hightemperature alarm levels. The first alarm level is indicated on the alarm panel while the second level activates a Main Engine slow down command. c. The Water in Oil Monitoring System If the system oil in MAN Diesel Main Engines becomes contaminated with an amount of water exceeding the limit of 0.2%, acute corrosive wear of the crosshead bearing overlayer may occur. The higher the water content, the faster the rate of wear. A water content higher than 1% could lead to critical damage within a few days of operation. In order to prevent water from accumulating in the lube oil and causing
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Figure 5. Voltmeter
Figure 6. Slip Ring
It is, therefore, important to overhaul and replace worn parts in due time by: • replacing the slip ring before the silver layer is worn through. • replacing worn out brushes. • keeping the slip ring clean and dry.
7. Diesel Engine Monitoring Using Cylinder Drain Oil Analysis Cylinder drain oil analysis (sometimes known as scrape down analysis) is used to monitor aspects of combustion, lubrication and wear in two-stroke marine diesel engines. Drain oil samples taken in active ACC (Adaptable Cylinder oil Control) operation will show if the oil feed rate can be optimized while keeping the Base Number (BN) above 10-25 mg KOH/g and the iron (Fe) content below 200 mg/kg in the drain oil. Table 1. Drain oil values
Scavenge Drain Oil – Guiding Values BN
greater than 10-25 mg KOH/g
Iron (Fe)
less than 200 mg/kg
The iron (Fe) concentration will be the measurement of corrosion and wear. The BN in the drain oil is an evaluation of the performance of the oil and the need for neutralization in the engine. When the results are received, the suitable ACC factor / feed rate can be established for the particular engine, fuel, lube oil and operation pattern.
• Alkalinity (Base Number) • Additive metals analysis In addition, to check for the presence of likely contaminants, tests should be carried out for insolubles and water content. To gain an understanding of machinery condition, basic wear metal determination is carried out. Some evidence of metals associated with component metallurgy will have been revealed if the oil analysis provider has included them in the range of spectrographic tests. If there is clear evidence of a developing machinery problem, there are additional testing and analytical methods available. These include: -Ferrography: Ferrography is the microscopic analysis of the ferrous materials in a sample that determines the type and severity of captured ferrous debris. -Cleanliness or Particle Counting: This is routinely conducted to monitor the effectiveness of the filtration systems on “clean” oil systems such as those for hydraulic, turbine and steering gear applications. The cleanliness of the primary fluid is of particular importance in such systems as they feature components operating with small clearances and high pressures. -Condition Assessment Typical lubricating oil analytical tests, the conditions revealed by these tests, the causes of abnormal results and the required actions are shown in table 2 (page 10).
9. Infrared Thermography This non-contact technique uses infrared cameras to measure the temperature of heat-radiating surfaces within the line of sight of the camera. Infrared radiation is emitted from all objects above the temperature of absolute zero (-273°C). The camera measures temperature variations on the surface of the Figure 7. Drain oil BN vs iron (Fe) object being monitored. The temperature variation is indicated by different colors or different shades of grey. The image thus produced 8. Lubricating Oil Monitoring Lubricants are an integral component of the vast majority of is called a thermogram and is a very useful condition monitoring aid mechanical systems. Lubricating oils are intimately connected to all for both electrical and mechanical equipment when used to identify hot moving parts within a system. As they flow, they collect debris and spots (or cold spots in electric circuits). contaminants which are either extracted by filters or purifiers or held in suspension until the oil is determined to be unsuitable for further use. Dirty or degraded oil is the root cause of premature wear or failure. It is therefore useful to analyze oil on a regular basis, and to take any appropriate remedial action. Lubricating oil analysis has three primary objectives: - To determine that the oil remains in an acceptable operating condition Figure 8. High temperatures suggestive of poor cable connections - To monitor the rate of change of lubricant condition parameters - To detect the onset of machinery failure mechanisms Practical considerations - Sample integrity. The quality of the analysis depends on the quality of the sample. Care must be taken to ensure that the sample is completely representative of the lubricant that is in close contact with the machinery components. • Samples should be taken when the oil is at its normal service temperature and the system is in operation. • Before sampling, a sufficient draining is required to ensure representative oil samples. • The sample must always be drawn from the same position. • The bottle into which the sample is to be drawn must be sufficiently clean as to avoid the introduction of contaminants. - Sample frequency. There are no absolute guidelines for the frequency of oil sampling. The frequency of analysis will be governed by factors such as equipment criticality, usage, duty, required availability and accessibility. - Analysis The following tests are suggested, as a minimum: • Viscosity at 40°C
Figure 9. 24V earth fault detection
Identifying areas of equal temperatures (isotherms) in the baseline images and detecting variations by subsequent trending can provide very early warning signs of equipment failure. The main advantages of thermography include the following: • It is a non-contact measurement technique. • Measurement can be made with the equipment under operational load. FNT, the qualified engineering Company, has been carrying out periodic infrared thermography surveys on Company vessels since the beginning of 2017. ....CONTINUED ON PAGE 10
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Marine Operations Harnessing digital technologies to reduce paperwork and enhance safety The primary concerns of all stakeholders in the shipping industry ashore and on board are safety, security and the protection of the environment and the vessel. As such, the filling in or filing of papers due to the ever increasing paperwork should not be deemed a priority since increased paperwork is one of the contributory factors in the onset of crew fatigue onboard the ship. Therefore, the digitization of repetitive tasks using all available technologies is essential if the incidence of fatigue and fatigue related errors are to be reduced. In our continuous effort to reduce the administrative burden of the ship’s crew, we are proceeding with the integration of the passage plan and weather service into the existing electronic system used to update the electronic charts of ECDIS. The manually filled form “D-08, Passage Plan” will be substituted by NAVTOR’s Passage Planning module which is integrated into the NAVBOX. The use of digitally produced passage plans are advantageous as they allow for: • a reduction in administrative hours including tedious and repetitive work of copying all data and waypoints from the ECDIS to the paper based passage plan. • the production of an accurate passage plan without errors. • the automatic logging of Electronic Navigation Charts cells, Admiralty Electronic Nautical Publications, NavArea warnings etc. at each waypoint. • an automatic calculation of Under Keel Clearance at each waypoint. • the electronic copy of the passage plan to be shared easily with authorities such as harbour pilots for ensuring that the pilot and the ship’s bridge team share the same mental model of the planned passage.
In addition to the electronic passage plan, weather data and forecasts are automatically downloaded and presented as an additional overlay on the existing electronic navigation station. Reliable weather data is available to the ship’s navigators at a high resolution range of 400 nm and at a lower resolution range of 1,200 nm. Readily available weather data is of great assistance in the planning of an efficient voyage with increased safety levels and savings in fuel consumption. Taking advantage of available digital technologies to reduce paperwork and provide up to date information to the ship’s navigators is the way forward to enhance navigational safety. Wishing you calm seas and safe voyages! Weather overlay sample
Sample of Electronic Passage Plan /Squat & UKC calculations
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Manning and Training Review of Health & Safety Campaign A Health & Safety Campaign (01_2018) on Guidelines for the Prevention of Sexually Transmitted Infections (STIs), including HIV/AIDS, on board ships was launched in February 2018 and lasted till May 2018. The material for the campaign was drawn from www.seafarerswelfare.org . During this three-month period all our Seafarers were asked to review the contents of the campaign, which contained the following components: • Introduction • Risks for Seafarers • Symptoms of some STDs • Treatment of STIs • HIV/AIDS • STIs, HIV/AIDS and fitness to work on board
• STIs, HIV/AIDS on board • Tips for successful implantation of a STI HVI prevention campaign • Where to find advice
“It is a good thing to be brought up and have this kind of meeting as this matter is very alarming nowadays, especially for seafarers who don't know about this kinds of diseases. HIV/AIDS is one of the most dangerous diseases and one of the reasons of the death for many young people. With this kind of information people who have HIV and AIDS will no longer be afraid to ask for help as they will not be discriminated by others and they know who and where to go to.” - M/V Polymnia “Prevention of Sexually Transmitted Infections (STIs), including HIV/AIDS campaign was met by all crew friendly. During this Campaign participants were familiarized with the Prevention of Sexually Transmitted Infections (STIs), including HIV / AIDS onboard and standard practices of this campaign will be followed by crew all the time.” - M/T Panagia Armata “Generally the crew expressed their high appreciation to the campaign which covers such a sensitive part of their personal life.” – M/T Mikela P. “All the officers and crew actively participated in the campaign and any comments or suggestions were encouraged. The campaign has created more awareness in the crew members as such topics are not openly discussed and it was found that some of the crew members had not much information on such topics(STI's, HIV/ AIDS)prior starting of this campaign . All the doubts were cleared during the meetings. The crew members were encouraged to use protections while having sex, avoid multiple sex partners, maintain self hygiene onboard as well as on shore and have proper medical check-ups at regular intervals. The crew were aware of the action to be taken in case of accidental contact of the blood or contact of broken skin with blood or other body fluids. The campaign was very helpful for the seafarers in order to bring behavioural changes and
Sexually transmitted infections are a major cause of acute illness, infertility, long-term disability and death, carrying with them severe medical and psychological consequences for millions of men, women and children. Apart from being serious diseases in their own right, sexually transmitted infections increase the risk of HIV infection. The presence of an untreated disease (ulcerative or non-ulcerative) can cause a tenfold increase in the risk of becoming infected with HIV and transmitting the infection to others. On the other hand, early diagnosis and improved management of other sexually transmitted infections can reduce the incidence of HIV infection by up to 40%. Reduction and treatment of all sexually transmitted infections are, therefore, vitally important in reducing the risk of HIV infection. The comments received from the seafarers on board the Company vessels have made it clear that this specific campaign has raised awareness on a topic that is all too often avoided due to shyness or embarrassment. The following points were made during the review of the campaign: to change the aspect of looking towards and thinking of having a safe sex and avoid having sex with multiple partners. The vessel has made the protection available and easily accessible for having safe sex. The crew members actively participated in the campaign.” - M/T Namrata “Officers and crew reacted positively since it made them more aware that the campaign was not only for their own protection but for their family as well. Crews nowadays have changed a lot. Seldom would they go out for pleasure and if they did, they will always use protection as the most important thing. They are happy to know that the company is very much concerned about their crews’ wellbeing.” - M/V Apageon “We are very heartily thankful for these guidelines that you share with us, and get more ideas on how to keep our life health with a meaning. In general, these useful guidelines lead us to more advantageous as our nature of job is prone or vulnerable for the above illness (STI, HIV’s) since we are encountering different people, places and environment.“ - M/V Coral Island “Awaiting for further interesting, helpful Health & Safety Campaigns for developing our knowledge, mental outlook and open new range of interests.” - M/V Nilos “All are covered in the campaign, but we are signifying to make copies of these guidelines then post inside of each cabin for the purpose of new joiners or incoming crew in the future to be able to read it and to become aware too.” – M/T Pserimos “Wrong beliefs about the disease were corrected.” - M/T Kapsali “The topic “where to find advice” was very informative as it can help someone to have information they want to know.” - M/T Dynasty
On the whole, this specific Campaign was regarded by our Seafarers as providing a motive to learn more about the topic and answering any queries they may have had. As such, the campaign was considered to have been a success.
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SAFETY FIRST! MAINTENANCE BLINDNESS
Safety Bulletin 18-03
Source: MAIB SAFETY DIGEST
Three crew members on board a 190m-long bulk carrier were injured during berthing operations in a UK port when the accommodation ladder they were rigging collapsed. Once the bulk carrier was moored alongside, the three crewmen were sent to rig its starboard accommodation ladder. The accommodation ladder was in its stowed position and needed to be un-stowed, lowered to the quayside and rigged ready for use. The top of the accommodation ladder was hinged onto a turntable, which in turn was mounted on a platform attached to the ship’s deck (Fig. 1). The access platform at the bottom of the ladder was fitted with a set of collapsible handrails on either side. The crew initially released the ladder’s stowage securing arrangements and lowered it from its vertical stowage position to a horizontal position outboard and parallel to the hull of the ship, over the quayside. The bottom platform of the ladder was then lowered to a position just above the quayside. With the free end of the ladder still suspended from its winch wires, the three crew members started to descend the ladder in order to rig the handrails. As they did so, the turntable at the top of the ladder fell away from the ship and onto the quayside below. All three crew members fell off the ladder and were injured when they landed on the quayside. They were all taken to hospital for treatment and made full recoveries from their injuries. The turntable at the top of the accommodation ladder was secured to the platform with a bolted central pivot pin, and was supported by two sets of roller bearings. Upon investigation it was found that the failure of the accommodation ladder was due to the corrosion of the central pivot pin, which had caused the turntable to detach from its support platform (see Figures 2 and 3). In addition, the turntable’s roller bearings were completely rusted and had seized solid. The surrounding metal structure of the platform was also wasted due to corrosion. According to the ship’s maintenance management system, the ladder, turntable and support platform should have been inspected and greased on a monthly basis. It was evident from the post-accident inspection that the greasing point in the centre of the turntable had not been used for some time. It was also evident that the roller bearings could not be inspected or greased without unbolting the turntable from the platform, and dismantling it. There was no record of this task ever having been done.
1: Similar arrangement of accommodation ladder
2: Port turntable (upside down) with pin in place
3: Starboard turntable (upside down) with pin sheared off
The lessons 1. Accommodation ladders and their supporting platforms are often located in areas exposed to the weather. They are particularly vulnerable to salt water spray, which can accelerate metal corrosion if not adequately protected. 2. The importance of routine preventative maintenance is clearly demonstrated in this incident where three crew members were badly injured. It is very easy to miss out that one inspection or maintenance routine, particularly if at first glance the equipment appears to be in good condition, and proper inspection or maintenance would be difficult and time consuming. However, as in this case, appearances can be deceiving, and the more accessible, well painted topsides of the turntable masked the poor condition of the structure beneath.
TRUST Ten Really Useful Safety Tips CORROSION OF ACCOMMODATION LADDERS AND GANGWAYS (From the Code of Safe Working Practices)
1. Aluminium alloys are highly susceptible to galvanic corrosion in a marine atmosphere if they are used in association with dissimilar metals. 2. Great care should be exercised when connecting mild steel fittings, whether or not they are galvanised, to accommodation ladders and gangways constructed of aluminium. 3. Plugs and joints of neoprene, or other suitable material, should be used between mild steel fittings, washers etc. and aluminium. The plugs or joints should be significantly larger than the fittings or washers. 4. Repairs using mild steel doublers or bolts made of mild steel or brass or other unsuitable material should be considered temporary. 5. Permanent repairs, or the replacement of the means of access, should be undertaken at the earliest opportunity.
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6. The manufacturer’s instructions should give guidance on examination and testing of the equipment. 7. Close examination of certain parts of accommodation ladders and gangways is difficult due to their fittings and attachments. It is essential, therefore, that the fittings should be removed periodically for a thorough examination of the parts most likely to be affected by corrosion. 8. Accommodation ladders and gangways should be turned over to allow for a thorough examination of the underside. 9. Particular attention should be paid to the immediate perimeter of the fittings; this area should be tested for corrosion with a wire probe or scribe. 10. Where the corrosion appears to have reduced the thickness of the parent metal to 3 mm, back plates should be fitted inside the stringers of the accommodation ladder or gangways.
ENSURE READINESS FOR SAFE TRANSFER OPERATIONS
Source: SHELL Partners in Safety (Learning from Incidents)
What happened? An oil spill to water occurred from a vessel during bunkering fuel oil from a barge. How and why it happened: The vessel was carrying out bunkering in an anchorage. The vessel was loading one bunker tank at a time. About halfway through the bunkering operation, a changeover of tanks on the vessel was taking place. However, the valve of the actively loading tank could not be closed and at the same time the valve of the changeover tank could not be opened up. In trying to resolve the valve malfunction, the transfer continued and the fuel oil overflowed from the tank vent and collected on the starboard side of the vessel. The spill eventually overflowed above the fishplate (approx. 12 cm (5”) height above the deck) of the vessel. The hulls of the vessel and barge were oiled and created an oil sheen on the water. Due to the strong wind blowing at the time, other vessels in the anchorage also reported oil on their hulls. About 5m3 (30 US bbls) overflowed from the tank. Findings: • Maintenance: The bunker tank valves failed on both tanks. Regular maintenance of the bunker transfer equipment must be included in the ship’s Planned Maintenance System and executed accordingly. • Readiness/Pre checks: It must be confirmed that the vessel is ready for a transfer operation by ensuring that equipment is tested prior to a transfer. Equipment to be checked as a minimum must include valves, tank vents, flame screens, gauges and emergency stops. • Supervision: The deck crew on the barge were not in the vicinity of the operation which contributed to the delay in stopping the operation. • Communication: A lack of communication resulted in a delay to stopping the bunker transfer. Communication must be maintained between the transfer operators (PICs), especially during critical stages such as changeover of tanks. Reflection: Questions for discussion: • How do you ensure your vessel is ready for a bunker transfer operation? • What can you do to ensure transfer equipment works when it is needed? • How do you make sure communications are maintained with transfer operators at all times, especially during critical stages? • How do you know that the emergency stop procedure will work effectively? Faulty bunker tank valve
Oil spill on vessel
Oil overflowing from fishplate
Barriers prevent the Hazard from becoming an Incident
ARE YOUR BARRIERS STRONG? What are the barriers that prevent a routine oil transfer 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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...CONTINUED FROM PAGE 5
Table 2. Typical lubricating oil analytical tests, the conditions revealed by these tests, the causes of abnormal results and the required actions Analysis test
Condition
Cause
Action
Viscosity
Increase
• Oil oxidation • Contamination by residual fuel • Contamination with heavier grade oil • Contamination with emulsified water
• Check for blow-by, fuel injectors, hot spots • Check oil storage for contaminants • Check cooling system for leaks
Viscosity
Decrease
• Contamination with distillate fuel • Contamination with a lighter grade of oil
• Check fuel injectors • Check oil storage for contaminants
Flash point
Decrease
• Possible contamination with distillate fuel
• Check fuel injectors
Water
Fresh
• Coolant ingress • Purifier faulty • Rain/wash water ingress • Condensation (Often in standby systems that are not fully utilized)
• Check for coolant additives and seal efficiency • Check purifier temperatures, flow-rate and efficiency • Check tank tops and guttering • Fit guards • Check grade of lubricant vs. application • Drain and refill small systems, purify others
Water
Salt
• Salt water coolant ingress • Deck machinery guards ineffective
• Check coolant system for leaks • Replace/repair or install shields to prevent water ingress
Decrease
• Poor combustion, cold running, exhaust valve failure, high water contamination, increase in fuel sulphur level, low oil consumption.
• Check and obtain correct combustion • Increase lube oil temperature by reducing cooling • Check exhaust valves • Remove water • Check fuel for sulphur content • Consider higher Base Number lubricant
Increase
• Contamination with higher Base Number product. (Most common in cross-head engines where make-up includes cylinder oil drains).
• Monitor Base Number and resist using high BN drains as make-up
Strong acid (SAN)
Any
• Present if all alkalinity exhausted. Rarely present in nonengine oils
• Change oil • Select higher Base Number oil • Check oil tank for contamination
Acidity (TAN)
Increase
• The built up of weak acids in a lubricating oil can be indicative of oxidation caused by high operating temperature, hot spots, low oil level, contamination, etc.
• Check temperature of bulk fluid and also local component temperature. Differentials of more than 10°C could indicate component problems. • Check oil level. • Change oil to more thermally stable grade.
Insolubles
Increase
• Dirt, blow by products, wear debris, dirty fuel, lubricant degradation, poor oil/air filtration, worn seals
• Check for blow-by • Check wear debris • Check filters • Check seals
Metal elements
Increase
• Metallic elements can be found in additives or from wear debris /contaminants. By comparing known metallurgy with elemental analyses certain component wear signatures may become apparent.
• Check filters • Review historical data trend • Consider microscopic evaluation, Ferrography, etc. • In extreme cases open out for inspection • Check for rust
Microbial analysis (Water or Oil)
104 or higher
• Modern lubricants utilize environmentally friendly additive systems that are not as tolerant to infestation by micro-organisms. These can degrade the lubricant, block filters, and increase corrosive intent of the lubricant and lead to system malfunctions.
• Submit sample to microbiologist • Check for water/oil contamination • Treat with biocides as instructed by qualified microbiologist • Consider preventative actions to minimize future infestations.
Particle count
Increase
• Typically carried out on clean systems such as hydraulic, turbine or steering gear. Increases in this are directly associated with filtration inefficiencies.
• Check filter by-pass system • Check filter ratings • Check dirt holding capacity of filter • Check for sources of contamination
Alkalinity (Base Number)Engine oils only
10. Electrical Insulation Testing The resistive functions of cabling, electrical devices and rotating electrical machines are critical to the operation of machinery. These types of components are often the cause of single point failures (failure of a single item which leads to break down). Regular insulation resistance testing, using devices such as megohmmeters, provides an understanding of the condition of insulation and can also be used to monitor the rate of any deterioration. One of the key benefits of insulation resistance testing is that insulation properties can be assessed when machinery is not operating. This is especially important in order to effectively protect machinery which is often on standby or only operated occasionally. High resistance values are measured using low-value current measurement techniques. A constant voltage source (DC Voltage) is applied to the points between which resistance is to be measured and the resulting current is read by the megohmmeter’s highly sensitive ammeter circuit which displays the resistance value. 11. Motor Current Analysis Motor current analysis is a technique which examines the electrical health of a motor by measuring multiple electrical properties of
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the windings based on the engineering principles of motor and transformer design. Using low-voltage test technologies, this technique allows incipient defects in the electric motor circuit to be detected. Areas of the circuit which can be assessed include: cable insulation, coils, transformers, connections, motor and rotor windings, armatures, air gap issues and squirrel cage rotor defects. This technique covers over 50% of all potential motor system faults (electrical and mechanical), of any size or voltage.
Figure 10. Electric motor current analysis
Message from the DPA Dear seafarers, This month I want to touch on two phrases that are, in my view, the cause of a great number of risks and incidents: “It will never happen to me” and “We’ve always done it this way”. Even though these beliefs may not be often spoken, they can be rooted deep inside an individual and as a result, they can form a corresponding mindset that shapes behaviour. As we know, behaviour impacts directly on our actions, so the behaviour that arises when an individual subscribes to these phrases can lead to disasters. Therefore, I have to stress that: YES, it can happen to you, just as it can happen to anyone, and NO, we do not want this to happen! YES, we will change it if it is wrong, and NO, it doesn’t matter how long we’ve been doing it this way! The two phrases above are called Risk Normalization and Collective Normalization. These may appear to be fancy terms but they reflect a root cause of dangerous practices as tolerating even small defects or risks can lead to major incidents. What we have been doing over the past months through Resilience and Reflective
Learning aims to change our behaviour towards achieving our goal of zero incidents. This change in behaviour should not be viewed as an event, but instead an ongoing process that demands time and continuous effort since changes In behaviour can be difficult to achieve. It also requires the correct environment and the right team to guide and support you. However, as an individual you can also do a lot. You can start by eradicating the thought process derived from the phrases above, and you can influence your fellow seafarers to do the same and move in a positive direction, thereby creating an improved safety culture. Working individually and as a team we can change the way we think, the way we behave, and eventually the way we operate. It is up to all of us to create the environment so that we can all come back home safely! 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
Health Care Protecting Your Eyes from Dazzle As in the vast majority of professions, sight is the primary sense used to work efficiently and effectively by seafarers. As such, it makes perfect sense for the seafaring community to be fully aware of each and every potential threat to their eyesight so that they can take the necessary precautions. One such threat is that of dazzle, which can cause damage when bright light is reflected off a calm sea, an ice cap or even certain equipment on board the vessel if the appropriate eyewear is not utilized. While dazzle or glare does not appear much of a threat when compared to exposure to direct sunlight, it is far from a trivial concern. Thus, the issue of ‘dazzle danger’ has been tackled through the introduction of recent amendments to the UK Code of Safe Working Practices for Merchant Seafarers (COSWP). In the Code, guidance is provided for the purchase and use of sunglasses for seafarers under certain conditions. Since it is known that not all sunglasses offer the right kind of protection, the Code identifies the types of sunglasses that best eliminate the threats posed by dazzle and those that may inhibit efficiency. The following guidance has been added to COSWP: • Wear only sunglasses that have a neutral lens tint. Brown or grey are the best choices since they cause the least colour distortion. Absorption should be no greater than 80%. • Wear graduated tints if they are preferable. These can prove particularly useful when they are darkest at the top and lightest and the bottom.
• Select frames that both fit well and are big enough to afford adequate protection from reflected sunlight. • Do not wear sunglasses on top of prescription glasses as this is not permitted. Obtain prescription sunglasses instead. • Select sunglasses that meet the standard specified in COSWP as they are guaranteed to offer an adequate level of protection from ultraviolet radiation. • Do not use sunglasses that have polarised lenses as they act as filters which can inhibit visibility, especially when viewing instrument panels. It is worth noting, however, that such sunglasses may be useful while navigating shallow waters as they are effective at reducing glare from the surface of the sea. • Do not wear sunglasses with photochrome lenses that darken on exposure to UV light during darker periods as they can seriously impair vision. No sunglasses should be worn during navigational watches after light has faded. • Apart from wearing sunglasses, those working on the bridge can obtain further protection by installing screens on the wheelhouse window. Affording the correct protection for the eyes from reflected sunlight should always be a top priority. Hence, the guidance offered by COSWP is crucial to each and every seafarer not only because it enhances safety on board but because it also safeguards seafarers from permanent damage that can reduce the quality of time spent with loved ones. Sources: www.maritimecyprus.files.wordpress.com
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Culture Corner Dolphins
Animals have always played a significant role in the lives of humans and have, therefore, entered into the cultures of numerous societies. The science that studies the cultural role of animals is called ethnozoology and one creature whose significance has withstood the test of time is the dolphin. This marine mammal succeeded in permeating the cultures of several primitive societies and its presence in the cultures of contemporary societies is well documented. Indeed, in many cases, the reasons why we have forged a relationship with cetaceans has changed little despite all the knowledge we have gained since ancient times. The strongest links we have with dolphins have always existed in the cultures of seafaring societies. One characteristic of the dolphin that has been a recurring theme in the stories and poetry from such societies is its benevolence. One early story that depicts this characteristic was told by the Greek author, Athenaeus (170-223). The story describes how Coiranus the Milesian paid fishermen for their catch, which included a dolphin. Coiranus released the dolphin unharmed and it swam off. Some time later, Coiranus was on a vessel that sank and he was the only one to survive thanks to the intervention of a dolphin. What is more, when Coiranus died an old man, it was reported that several dolphins were sighted in the sea close to where the funeral took place. This sighting was interpreted as the dolphins paying their respects. A much more recent story adds a far less endearing characteristic to the dolphin’s ‘personality’. This one hails from Australia from the late 19th century and concerns a dolphin named Pelorus Jack. This particular dolphin was known as a guide for ships transiting the straits off the Tasmanian coast. On one occasion, a passenger on one ship wounded Pelorus Jack. The dolphin was not seen for some time. On his return, he continued to assist ships during this hazardous passage, but he refused to guide the ship that carried the passenger who had shot him through the straits. It was a fateful decision as that particular vessel eventually grounded on rocks in the straits. This vindictive trait has been witnessed elsewhere, but for some observers, it was justified. In Ancient Greece, dolphins were considered to be a sign of good things to come and their presence alongside ships would guarantee safe harbour. They were regarded as being receptive of human company, especially that of children. Indeed, coins were struck with an image of a child riding a dolphin’s back to mark this relationship. Another dimension to the dolphin’s abilities related to its capacity to heal. This is in line with current thinking that promotes dolphin-assisted therapy as being a viable alternative therapy for patients with a need to improve their social, emotional or cognitive functioning. The bond between dolphins and humans was also recorded by Aelian, a second-century Roman author. In his work “On the Nature of Animals”, he tells stories of people befriending dolphins and receiving their assistance. In one story, he describes how a young, tame dolphin was fed by an elderly couple in Poroselene harbour and how it repaid them by bringing them fish when it got older. In another, he identified a working relationship between humans and cetaceans in which fishermen from Euboea had fires burning on their boats on calm nights. The light dazzled the fish and attracted dolphins that drove the fish into the nets. As a reward,
Modern art with dolphins: Ann Croon’s digital art Source: www.pixels.com
Dolphin frieze, Palace of Knossos
Source: www.teara.govt.nz
the mammals were given some of the catch. The story might appear to be an exaggeration, but in Laguna, Brazil wild dolphins are known the herd fish for fishermen while they wade into the water. The first-century writer, Pliny the Elder, was another who recognised the human-dolphin bond and related several such stories to his readers. It was as if they put the marine mammal on a par with humans. Indeed, one poet, Oppian, admired dolphins so much that he went so far as to elevate their morality above that of people. The second-century Greek poet illustrated this with his words “Diviner than a dolphin is nothing yet created”. As for modern poetry, the dolphin’s presence is far from prevalent. One notable exception, however, is Robert Lowell’s ‘The Dolphin’. In this award winning poem he likens his wife Caroline to a dolphin since she was his saviour. Modern music has also paid tribute to dolphins in ‘The Promise’ aka ‘The Dolphin Song’, in which Olivia Newton John uses the lyric “They deserve to be treasured”. There can be little doubt that the dolphin held a special place in the lives on the Ancient Greeks and Romans, but they were not alone. The Minoans held them in high regard as exemplified by the frescos at the Palace of Knossos. They have been revered in India, too. More specifically, the Ganges river dolphin has the highest respect due to its connection with a deity. This somewhat mirrors the association of dolphins with Poseidon in Greek mythology. The link with deities caused people in ancient times to believe that there was something uncanny about dolphins. It was thought that they knew things that were beyond our understanding. This belief endures until today as these marine mammals have been linked with metaphysical abilities. Another aspect of our relationship with dolphins that is still prominent is their appearance in art. They are widely featured in Aboriginal art and in the digital art of Swedish artist Ann Croon. Furthermore, they have been the subject of graffiti art and that of paintings by rising American artist Wayne Cantrell amongst others. Our respect for dolphins has derived from the positive traits identified by our ancestors and what has been revealed by scientific studies. Such studies have found them to be as intelligent as the great apes, to have the ability to learn language and to have a genetic make-up remarkably similar to that of human beings. All these factors have been crucial to the enduring relationship we have had with cetaceans and will ensure that they continue to have a prominent position in many cultures across the globe. Sources: www.folklorethursday.com, www.sciencedirect.com, www.dolphinworld.com, www.abc.net.au, www.pbs.org, www.poemhunter.com, www.crystallinks.com, www.youtube.com, www.fineartamerica.com, www.tobwabba.com.au
Dolphins and fishermen work together in Laguna, Brazil, to catch groups of mullet Credit: Fabio Daura-Jorge
Dolphin assisted therapy illustrating the bond between dolphins and children Source: www.muziejus.lt
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Marine Drones The word ‘drone’ almost inevitable conjures up an image of a remote-controlled flying object capable of impressive aerobatic manoeuvres. Now, however, another generation of drones is beginning to make just as spectacular impression as their aerial counterparts. According to reports, these will fall into two categories: drones that will be able to fly and operate in an aquatic environment and those that will be confined to surface and underwater activities. Perhaps the most impressive drone in the first category is one being developed by the US Navy. This one can be launched from an aircraft, fly to the target area, enter the water like a pelican and then convert into a submarine by sections of its body and wings filling with water. It will be able to reach depths of up to 200m, and on completion of its mission, it will be recovered by boat. Potential missions range from locating a crashed aircraft of surveying underwater objects to monitoring an oil spill. Two other aerial/aquatic drones under development are the Naviator being built by researchers and students from Rutgers University and the Loon Copter, which has been constructed at Oakland University. The former could be used to inspect bridge foundations, participate in search and rescue missions and map underwater mines while the latter is primarily suitable for security tasks. As regards drones confined to aquatic environments, they are able to carry out a variety of tasks. For instance, a Rotterdambased company called Aquatic Drones is in the process of developing a fleet of data-relaying autonomous boats. Currently, there is such interest in unmanned surface vehicles (USVs) that this sector of the market is likely to double over the next five years. One anticipated growth area involves harbour and other marine facility inspections since the use of USBs will drastically reduce the high costs of operating vessels and dispatching divers to do the same work. Some examples of the specific tasks they will be deployed for are inspecting inland waterways to monitor their bathymetry, water quality and quay status.
Aquatic Drones USV
Source: www. roboticsbusinessreview.com
In addition to monitoring these parameters, marine drones are recognised as having great potential for fishing, archaeology, underwater photography and marine biology applications. Drones addressing the needs in these areas have come on in leaps and bounds recently. One Australian start-up, Aquabotix, typifies the rapid progress witnessed in marine drone development. This company has launched a new feature that allows a networked underwater camera system to be operated remotely using any web browser-equipped device. One example of an application is an operator at head office controlling the company’s Endura ROB, Hybrid AB/ ROB and Aqua Lens Connect network system while it collects data at an aquaculture farm thousands of miles away. Such a system would be highly advantageous as it would reduce the frequency of more expensive on-site visits and enhance safety. Festo’s AquaJelly 2.0 Source: www.festo.com The marine drone sector is rapidly expanding in many directions, including the use of biomimicry where drones in the shape of manta rays (US Navy and Evologics) and jellyfish (Festo) have been introduced into the marine environment to increase efficiency. Marine drones are still in their relative infancy, but there are clear signs that they will take on pivotal roles in shipping, aquaculture, mining, research as well as rescue missions and multi-domain operations. A bright future for the marine drone sector can also be predicted from the adoption of aerial drones to assist in DNV GL class surveys.These drones have high definition cameras that allow highly trained surveyors to capture images of such good quality that an assessment of the condition of areas of limited access can be made. The use of drones in areas like ballast tanks and cargo holds has several advantages.Among them are making the survey safer, reducing survey time, cutting costs and facilitating preparation for surveys. This incorporation of drones into surveys clearly indicates that it is only a matter of time before marine drones play their part in enhancing safety and efficiency in the shipping industry. Source: www.livescience.com, www.futurism.com, www.fp-7icarus.eu www.newscientist.com, www.cimsec.org, www.digitaltrends.com, www,dnvgl.com
Posidonia 2018 On this, my second visit to the Posidonia exhibition, I detected a discernible difference between the vibe in 2018 and the one in 2016. At first, I put it down to the fact that I had been somewhat overwhelmed on the first occasion. However, on further reflection, I questioned my initial assertion in light of the positive attitudes displayed by the record-breaking numbers of exhibitors and visitors alike. Fortunately, Posidonia News, which I found most enlightening, provided me with the information I needed to reach a firm conclusion. The quotes from knowledgeable individuals in shipping confirmed my assessment that there had indeed been changes and that these changes pointed to a healthier, brighter future for the industry. There was a similar story with the sporting events, which also broke participant records. The friendly yet serious competition in the football tournament, the golf competition, the Posidonia Cup sailing race and the 5km run together with the presentation ceremonies and social gatherings provided the perfect settings for culturing professional (and personal) relationships. It is quite apparent that Posidonia was an unparalleled success. Thus, since the event is widely regarded as a barometer in the industry, there is a clear indication that a resurgence in shipping based on innovation, connectivity and new approaches is imminent.
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Bodies of Water The Bering Sea is located at the northernmost part of the Pacific Ocean and via the Bering Strait affords access to the Arctic Ocean. Within its 890,000-square-mile expanse is the US-Russian boundary. This body of water can be roughly divided into two sections: the relatively shallow shelf areas, where depths are below 500ft (150m) and the area in the south-west that can be 12-13,000 feet (3650-3960m) in depth. Almost all of the water in the Bering Sea originates in the Pacific with the salinity being on the low side at 31-33 parts per thousand. Some of the Bering Sea water reaches the Arctic Ocean, but the vast majority returns to the Pacific, making the Bering Sea an integral part of the circulation of northern Pacific Ocean water. Within this circulation, oceanic waters rich in nutrients rise to the surface and provide the conditions for high biological productivity. With regard to plant life, diversity is phenomenal with around 200 species of algae alone, some of which reach almost 300 feet (90 metres) in length, living to the south. Marine creatures are also abundant. Over 300 species of fish inhabit the Bering Sea. Of these, 25 are commercially caught, including salmon, herring, cod, flounder and halibut. King crab, opilio and tanner crabs also provide revenue for local fisherman whose industry is worth $1bn in the US and $600m to the Russians. Other wildlife that frequents the area range from seabirds such as puffins and albatross through seals and sea lions to leviathans in the form of grey whales. Specific to the shelf areas live molluscs, starfish, sponges and marine worms as well as crustaceans. All these species create a highly complex food web that is little understood yet produces a healthy ecosystem. As far as other resources are concerned, little exploration has been conducted. There is some evidence that oil and gas deposits are to be found under the Bering Shelf and the Kamchatka Penninsula, but the extent of these reserves is unknown. As featured in Discovery Channel’s Bering Sea Gold, gold nuggets can be retrieved off the beaches in Nome. Operations, though, are relatively small scale and those with gold fever include recreational prospectors. Although the Bering Sea is at approximately the same latitude as the UK, the climate is considerably harsher. In the northern and eastern parts winters are characterized by high winds and temperatures that can plummet to -45oC. Storms are frequent and it is far from unusual for the superstructures of ships to be coated with ice. Waves can reach heights of more than 40 feet. There are also powerful tidal currents accompanied by thick fog. Such conditions can make the Bering Sea one of the most difficult bodies of water to navigate, especially during the winter months. The severity of winters in the northern part of the Bering Sea
Alaska Marine Highway Ferry Source: www.carus.com
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The Bering Sea
seems to be a constant, but elsewhere there have been changes due to sea ice disappearing earlier in the year. According to the International Research Centre at the University of Alaska Fairbanks, the lower levels of sea ice are now impacting the lives and livelihoods of people in Western Alaska’s coastal settlements by reducing hunting and fishing, which are the mainstays of these communities. Furthermore, less ice means less protection from storm surf, which can cause substantial damage to the infrastructures in coastal areas. Shipping in the Bering Sea is dominated by traffic moving through the Aleutian Islands between North America and East Asia. This volume of transit traffic is set to increase in the future, but longterm planning is well under way to mitigate risk associated with heavier traffic. As for fishing, commercial vessels operate year round in the southern Bering Sea, where they deliver their catches to local processing plants. Containerships and refrigerated cargo vessels then transport the seafood to global markets. The eastern section is frequented by tankers, cargo ships and barges that serve coastal and inland communities. There is also an important ferry service, the Alaska Marine Highway, which connects the Aleutian Islands and the Alaskan Peninsula. Other traffic includes the odd cruise ship, research vessels, US Coast Guard vessels and pleasure craft. For Russia, the Bering Sea is on important shipping routes such as that from the eastern terminus at Provideniya on the Chukchai Peninsula to Arkhangelsk in the west. Sources: www.britannica.com, www.goldrushnuggets.com, www.insideclimatenews.org, www.oceanconservancy.org, www.independent.co.uk
Intrepid fishermen braving harsh Bering Sea conditions Source: www.cnn.com
1. Make the names of two countries using all the letters in the following sentence: LEA IS IN A PUNT. 2. Maria has a basket full of apples. She gives one third of them to Joe and half that number to Mick. Amy receives three fewer than Joe and Margaret gets five fewer than Amy. If Maria has four apples left, how many did she have to begin with? 3. What is the difference in degrees between the smaller angles formed by clock hands when it is two o’clock and when it is half past nine? 4. If BOLIVIA-SPAIN is GREEN and BELGIUM-SPAIN is BLACK, what is COLOMBIA-SPAIN?
5. The letters in the chemical symbols for arsenic, calcium, iodine, nitrogen and phosphorus can be used to spell the name of a sea. What is the name of the sea? your 6. Which three-letter word can be used to complete the following words: DE_ _ _E, CON_ _ _ED and RE_ _ _ERY? 7. Which European country’s name contains the same number of letters as those in its capital and its largest port when written in English? 8. Which SI base unit symbol is the same as the internet domain code of an African country? (HINT: Thinking intensely will illuminate the answer.)
Test Brain
Answers at the foot of the page
Quiz
1. What was the name of the vessel commanded by Lieutenant Robert Fitzroy that became associated with an evolutionary theory? A. HMS Endeavour B. HMS Victory C. HMS Surprise D. HMS Beagle
6. Which of the following European countries has the shortest coastline? A. Bosnia & Herzegovina B. Lithuania C. Belgium D. Slovenia 7. When the Rainbow Warrior was sunk on 10th July 1985, the incident gained global attention. To what organisation did the ship belong? A. Neptune’s Navy B. Greenpeace C. NATO D. Australian Coast Guard
2. What species of seabird has been used by fishermen in Japan and China for over 1000 years to catch fish? A. albatross B. cormorant C. fish eagle D . guillemot 3. Which of the following countries has a port on the Black Sea? A. Moldova B. Armenia C. Georgia D. Azerbaijan
8. Which of the following cargoes is classed as a ferrous ore? A. malachite B. cassiterite C. bauxite D. haematite
4. What is the aproximate distance in nautical leagues from the port of Piraeus, Greece to the port of Busan in South Korea? A. 9500 B. 4700 C. 3200 D. 1600
9. The largest bulk carrier is a very large ore carrier called MS Ore Brasil. What is the length of this vessel? A. 295m B. 316m C. 335m D. 362m
5. With the possible exception of that of a rating, how long is a seafarer’s medical certificate valid for? A. 12 months B. 18 months C. 24 months D . 27 months
10. Which of the following metals is used in the construction of a propeller made from a nickalium alloy? A. manganese B. magnesium C. molybdenum D. cobalt Answers at the foot of the page
Find a keyword associated with at least one article in this issue by solving the clues and rearranging the letters in the boxes with black borders. 1. Baring Sea fish species (7)
L
2. Copying nature (10)
B
O
M
3. Danger to eyes (6)
R O
N
O
A L
M
8. Reduces incidence of HIV (5,9)
L
9. Analysis of iron particles (11)
R
Hint: Raising it educates
N
Y
E I
G N P
H
Answers QUIZ Answers: 1.D, 2.B, 3.C, 4.C, 5.C, 6.A, 7.B, 8.D, 9.D, 10.A TEST YOUR BRAIN answers: 1 Nepal / Tunisia, 2 42, 3 45o, 4 Blue, 5 Caspian, 6 FIN, 7 Poland (Warsaw, Gdansk), 8 cd (candela also code of Democratic Republic of the Congo) KEYWORD SOLUTIONS: 1. Halibut 2. Biomimicry 3. Dazzle 4. Northwind 5. Knossos 6. Unmanned 7. Roald Amundsen 8. Earlydiagnosis 9. Ferrography Keyword: AWARENESS
5. Palace with dolphin frescos (7)
7. Gjoa owner (5,8)
Y
L
4. Icebreaker that accompanied Manhattan (9)
6. The ‘U’ in ‘USV’ (8)
Keyword
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B
Historic Vessels
uilt in Knut Johannesson Skaala’s shipyard in Rosendal, Norway in 1872, the Gjøa was a vessel known as a square-sterned sloop. The timber for her hull was felled in the forests of Olue and made up the vast majority of the material used to construct her. At 70ft x 20ft (21m x 6m), she was by no means outstanding and she served as a herring fishing boat for about 28 years mainly in the northern Norwegian provinces of Nordland and Finmark. However, there was a sign that she was well above average as she broke the sloop record from Bergen to Stamsund by completing the voyage in 67 hours. In March 1901 Roald Amundsen signed a contract to buy the Gjøa for his proposed expedition to the Arctic Ocean. Before embarking on this expedition, he spent five months getting used to Arctic conditions in the Barents Sea. After this ‘acclimatisation’, he sailed to the Tromso Skipsvert shipyard, where alterations to the Gjøa were made based on his experiences in the Barents Sea. These included strengthening the hull, lengthening the ice sheathing down to the keel, improving interior fittings and installing a 13HP Dan hot-bulb motor. The refit was completed in Trondheim, where she was further strengthened with iron. Due to the Gjøa being comparatively small, Roald Amundsen had to limit his crew to six: First Officer, Godfred Hansen (Danish Navy), Second Officer, Helmut Hanssen (experienced ice pilot), Anton Lund (experienced sealing captain, First Engineer, Peder Ristvedt, Second Engineer, Gustav Juel Wiik (Royal Norwegian Navy) and the cook, Adolf Henrik Lindstrom. Execution of the plan to traverse the Northwest Passage began on 16th June 1903, when the Gjøa left the Oslofjord for the Labrador Sea. Following a successful crossing of Baffin Bay and a trouble-free navigation of the narrow icy straits of the Arctic Archipelago, the Gjøa encountered bad weather and heavy sea ice. Amundsen was forced to seek shelter on the south shore of King William Island. On 3rd October, she was iced in and remained in the natural harbour (now called Gjøa Haven for nearly two years. While there, the crew’s survival was at least partially due to local Inuit knowledge. On 13th August 1905, the Gjøa set sail for the Beaufort Sea, but
C
onstruction of the tanker, Manhattan, took place at the Fore River Shipyard in Quincy, Massachusetts. With a tonnage of 105,000 tons and a beam of 132ft (40m), she was launched in 1962 and for the first six years of service, she frequented established tanker trade routes. In 1968, the discovery of significant reservoirs of crude oil under Alaska’s North Slope led to a new venture for the Manhattan. She was selected as the vessel that would test whether it was feasible for the extracted crude oil to be transported by sea or whether it would be first necessary to build a pipeline to Valdez prior to shipment. The Manhattan was chartered and had to undergo major modifications. Sheathing was added wherever she was vulnerable and she was fitted with an icebreaker bow. Work was completed during the summer of 1969. Shortly afterwards, the Manhattan embarked on her historic voyage. Accompanied by the Canadian icebreaker, Northwind, she transited the Northwest Passage from the Atlantic to Prudhoe Bay. After loading oil, she returned escorted by the Canadian icebreakers, John A. Macdonald and Louis S. St-Laurent together with the American icebreaker, Staten Island. The first voyage through the Northwest Passage by a tanker was hailed as a resounding success, but a second voyage during the adverse conditions of winter clearly indicated that year-round voyages were not feasible. As a result, the Manhattan returned to much more normal operations, and the Trans-Alaska Pipeline was built. The Manhattan had her sheathing removed, and she engaged in various types of service, including the hauling of grain. In October 1980, a typhoon caused her to become grounded off Yosu, South Korea. She was scrapped in China later that year.
Gjøa
Gjøa arrives in Nome, August 1906
By Frank H. Nowell Photograph Collection, 1901-1908. ASL-PCA-48 - Alaska Digital Archives, Public Domain, https://commons.wikimedia.org/w/index.php?curid=16007095
by October, she had again became iced in close to Herschel Island in the Yukon. Amundsen and five his crew (Gustav Wiik had succumbed to illness) left on 11th July 1906 and reached Nome at the end of August. Her final destination was San Francisco, where she was purchased by the Norwegian American community and donated to the city. She was displayed in Golden Gate Park. Unfortunately, the elements took their toll on the Gjøa. She was refurbished in 1949, but her condition deteriorated again. So, in 1972, she returned to Norway primarily thanks to the actions of Erik Kroy, a Danish American shipping company owner. On arrival, she was first displayed in the Norwegian Maritime Museum in Oslo. The historic vessel stayed there until 2009, when she moved to the Fram Museum. Today, she stands as a reminder of the skill and resilience of the seafaring pioneers who with the assistance of shipyard personnel and the Inuits made the first successful crossing of the Northwest Passage. Sources: www.frammuseum.no, www.wikiwand.com
Manhattan
"Manhattan" during the Polar voyage Photo collection: Jan Goedhart Source:
http://www.aukevisser.nl
Although the Manhattan is no longer around, her legacy lives on. She facilitated the collection of masses of data on ice and how ships behaved in its presence. This has contributed to the knowledge utilized by vessels such as the MV Nordic Orion using the Northwest Passage as a trade route from Vancouver to Finland, a voyage resulting in significant reductions in fuel costs and carbon dioxide emissions. Indeed, such is the promise of using this trade route, it has been estimated that shipping via the Arctic could account for around a quarter of the traffic between Europe and Asia by 2030. Sources: www.gi.alaska.edu, www.maritimeprofessional.com, www.steelmuseum.org, www.cbc.ca, www.nationalpost.com