ISSUE 68 JUNE 2019 To reach our Seafarers
In this issue Company News 3 Global Sulphur Cap 2020 (Part 1) 4 8 Safe Anchoring: Case Study Review of Health & Safety Campaign 10
Capesize Market 11 Safety First 12 Panagia Armata 14 The English Channel 18 Historic Vessels 20
Editorial Dear readers, News of the recent events in the vicinity of the Strait of Hormuz has resounded across the globe. It has provoked a range of reactions. Of these, there are perhaps two that stand out. The first is the relief that nobody on board suffered injury. The second is that awareness rather than fear has emerged as the predominant approach for those operating in the region. The importance of the crew’s well-being and the role of awareness have also come to the fore in the several articles in this issue. The recent health and safety campaign article submitted by Manning & Training indicates how the Company views seafarers’ well-being. It also shows the positive reaction from those on board whose response has been to request information that will increase their awareness of how they can better take care of themselves and, therefore, their families and colleagues. The DPA concurs on the subject of mental well-being. His message highlights how the awareness of help available to address psychological disorders and of changing attitudes towards them can dispel fears of stigmatization, or fears of helplessness due to a belief that the problem is permanent. The highly informative Technical contribution on issues pertaining to the 2020 sulphur cap regulations portrays the use of awareness in another context. It clearly demonstrates how a daunting challenge can be addressed by using invaluable knowledge to break down the task into manageable increments. While such approaches are indeed reassuring, there are always stark reminders of the insidious nature of complacency. One prime example of this is brought out in the Marine Operations article that uses a case study to point out how windlass operations can go wrong. Fortunately, there were no injuries, which is of the highest priority. Once again, we arrive at the conclusion that a state of awareness is of paramount importance for the safety of the crew, vessel and the environment. Conversely, we can deduce that fear and complacency can compromise the training, drills, regulations and knowledge by which the industry continues to function at the highest possible standards. I sincerely hope you enjoy this issue of Wavelength. If you have any comments, suggestions or questions regarding the content, please do not hesitate to contact me at comment@wavelength.gr. Best wishes, Nick Seaman
The naming ceremony of the Panagia Armata
Read more about the Company’s historic vessel on page 14
Disclaimer: The contents provided herewith are for general information purposes only and are not intended to replace or otherwise contradict the detailed instructions and procedures issued by the owners, managers, flag etc. The articles presented and the views expressed in the bulletin do not necessarily reflect those of the publishers. Editor: Nicholas Seaman • Email: contact@wavelength.gr
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Company News Promotions on board The first quarter of 2019 saw 34 officers and ratings gain a promotion. The list of seafarers given promotion along with their vessels is shown below in chronological/alphabetical order. Dates of Promotion
Name
Vessel
Promotion Details
01.01.19
BULAVIN Valentyn
CERIGO
3/E to 2/E
01.01.19
MABITAD Jhorel
LENI P.
WPR to ASE
01.01.19
SOBREVINAS Andres
PHILIPPOS A.
OS to ASD
01.01.19
TYUTYNIKOV Oleksandr
YANNIS P.
3/E to 2/E
14.01.19
SINGH Gunjan
SEMERU
TME to 4/E
15.01.19
ROSELO Marjune
NAMRATA
OS to ASD
15.01.19
STARTSEV Mykyta
LENI P.
AP/EL to ETR
17.01.19
ROSARIO John Paul
PSERIMOS
WPR to ASE
01.02.19
ADULA Cesario
PSERIMOS
ASD to 3/M
01.02.19
BONDAR Ivan
CE-HAMILTON
AP/EL to ETR
01.02.19
BUSHUYEV Oleksandr
MIKELA P.
3/M to 2/M
01.02.19
KRYVITSKYI Igor
KAPSALI
AP/EL to ELEC
01.02.19
OSABEL Argen
PANAGIA ARMATA
OS to ASD
01.02.19
STAKHOV Roman
KALYMNOS
3/M to 2/M
07.02.19
SILVA Stephen Bryan
KAPSALI
OS to ASD
12.02.19
FLORES Belly Joe
DYNASTY
CTR to OS
20.02.19
ALMOJALLAS Ruel
KALYMNOS
OS to ASD
20.02.19
RAMAN Md Mahbubur
APANEMO
2/E to C/E
22.02.19
SIMBULAN Nikko
GEORGE S.
OS to ASD
23.02.19
SUBEDI Alok
MERBABU
3/M to 2/M
23.02.19
PEREZ John Jefferson
LENI P.
OS to ASD
23.02.19
SUSTIGUER Zer-Emar
YANNIS P.
WPR to ASE
26.02.19
JOSEPH DERKI Sahaya
NAMRATA
3/E to 2/E
28.02.19
GUBATON Eric
PSERIMOS
AC to C/COOK
01.03.19
BASANT Abinash
NAMRATA
2/M to C/O
01.03.19
LOPEZ Norberto
PANAGIA ARMATA
WPR to ASE
01.03.19
MANUNCIA Jo Russel
CE-BERMUDA
OS to ASD
01.03.19
PADILLLA Marvin
CORAL ISLAND
OS to ASD
01.03.19
VENTILACION Brian
LENI P.
2/M to C/O
02.03.19
TOLEDO Henry
ALEXIA
OS to ASD
04.03.19
MENDOZA Arturo
CORAL ISLAND
C/O to CAPT
08.03.19
ITULID Jerry Conrad
DYNASTY
TME to 4/E
15.03.19
MOHAPATRA Aurobinda
DYNASTY
TME to 4/E
21.03.19
MACATANGAY Regan
CE-HAMILTON
AC to C/COOK
The Company would like to congratulate each and every one of the promotees on reaching a new level in their respective careers. The fact that the list encompasses the widest possible range of onboard promotions is a clear indicator that a concerted effort is being made across the board. This is imperative if the spirit of caring and looking out for each other is to be maintained and promoted. Therefore, all of you on the list should take pride in your accomplishments and see this promotion as a stepping stone to a brighter future for yourselves and the Company.
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Technical Global Sulphur Cap 2020 (Part 1) A. Introduction
B. Compliance Options
As agreed at the IMO’s Marine Environment Protection Committee (MEPC 70) meeting, held in October 2016, a 0.50 percent global sulphur cap on marine fuel oil will be implemented beginning January 2020. This will require all vessels operating outside Emission Control Areas (ECAs) to use fuel oil with a maximum sulphur content of 0.50%, while vessels operating within ECAs will be restricted to a maximum sulphur content of 0.10%.
There are following options to ensure compliance with Global Sulphur Cap: 1. Low sulphur distillate fuels 2. Low sulphur heavy fuel oil 3. HSFO with an SOx scrubber 4. LNG as fuel IACS United Interpretation UI SC 123 defines the "type of fuel" as the exact grade of fuel. The "grade" is grouped according to its sulphur content and viscosity as follows: - Residual Marine Fuel (RMF) refers to fuel oils with a sulphur content above 0.10%, but not exceeding 0.50%, which require some form of heating to achieve the required injection viscosity for combustion. - Distillate Marine Fuel (DMF) refers to fuel oils with a sulphur content above 0.10%, but not exceeding 0.50%, which do not require heating to achieve the injection viscosity. - Low Sulphur Residual Marine Fuel (LSRMF) refers to fuel oils with a sulphur content not exceeding 0.10% which require some form of heating to achieve the required injection viscosity for combustion. - Low Sulphur Distillate Marine Fuel (LSDMF) refers to fuel oils with a sulphur content not exceeding 0.10% and a minimum kinematic viscosity of 14 cSt at 40°C.
Figure 1: Sulphur content requirements
In addition to IMO requirements, there are regional and local requirements addressing fuel sulphur content: - European Union: The European Union Sulphur Directive stipulates a maximum of 0.10% sulphur content for ships in EU ports. - State of California: California’s Air Resources Board (ARB) enforces a 0.10% sulphur limit within 24 nautical miles of the Californian coast. The regulation does not allow for any compliance options other than low sulphur marine gas or diesel oil (DMA or DMB). - China: Ships are required to use fuel with a maximum: • 0.50% sulphur content while operating within ECAs defined by the Law beginning 01 January 2019. • 0.10% sulphur content while operating in the inland water emission control areas from 01 January 2020 and around the island of Hainan beginning 01 January 2022. Figure 2: IMO & Local Emission Control Areas
B.1. Low sulphur distillate fuels (DMF) Switching to low sulphur distillate fuels will result in a significant increase in fuel costs and may also require upgrading to a fuel treatment plant due to the significantly lower viscosity of the fuel. These types of fuels can lead to increased leak rates on fuel pumps. One particular concern is the reduction in the lubricity of the fuel which affects pumps and other components in the fuel system. HFO circulating and supply pumps may need to be replaced due to reduced fuel oil viscosity and lubricity. Additionally, a cooler or chiller should be installed in the fuel system to control temperature and maintain the viscosity of the fuel at the Engine inlet as per the Engine Maker’s recommendation. Figure 3: New M/E MGO Circulating pump
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- If mixing cannot be avoided: • Reduce the amount of fuel in the tank as much as possible before bunkering new fuel. • Bear in mind fuels with similar viscosity, density and pour point often show acceptable compatibility, as they are likely to be of a similar fuel type. - Check the compatibility of the fuel in the tank and the new fuel (on-board, laboratory).
Figure 4: MGO cooler
Figure 5: Compatibility Test
B.2. Low sulphur heavy fuel oil (RMF) Various marine fuel suppliers have developed low sulphur fuel oils which contain low sulphur, like MGO, but have a higher flash point and higher viscosity similar to HFO, and require preheating. These fuels are blended products that incorporate various heavy and light refinery product streams, including residual fuel oils and middle distillates. When compliant low sulphur heavy fuel oil is selected, the following items should be examined: - Fuel Quality - Fuel Oil Procurement - Vessel Design / Modification - Documentation and Reporting - Operational Considerations - Crew Training B.2.1 Fuel Quality The existing fuel standard, ISO 8217, does not cover all safety aspects related to the new fuel blends. The corresponding ISO Working Group is working on identifying methodologies for testing long-term stability and compatibility between different fuel batches. In response to the IMO request to provide consistency between the relevant ISO standards on marine fuels and the implementation of the 0.50% sulphur limit, the working group is planning to publish a Publicly Available Specification (PAS) in 2019. Key quality concerns associated with these fuels include: - Compatibility - Stability - Catalytic fines - Density
- Viscosity - Flash point - Ignition and combustion characteristics
- Pour point - Unusual components - Lubricant compatibility
• Stability The stability of a residual fuel is defined by its resistance to breaking down and precipitating asphaltenic sludge even if it is subjected to forces such as heating and a long storage time. It is, therefore, important to perform regular sampling when the fuels are being stored for an extended period of time. • Catalytic fines (Cat fines) Cat fines are small, very hard particles originating from the refining process. They mainly consist of aluminium (Al) and silicon (Si) oxides. In limited quantities they can cause gradual engine wear. If present in larger amounts, they can cause significant damage to engine components such as fuel pumps, fuel injection valves, cylinder liners and piston rings. They may get trapped between sliding surfaces such as the piston ring and cylinder liner or the piston ring and ring groove. The trapped particles either roll freely between the surfaces, or become partially embedded in one of the surfaces, see Fig.6. Trapped hard particles will wear the sliding surfaces in a wear process known as 3-body abrasion. The more and bigger the particles are, the greater the wear will be. An example of such particle trapping can be seen in Fig.7, where cat fines are embedded in the soft graphite lamellas in the cylinder liner surface. Figure 6: Wear in combustion chamber parts
Figure 7: Replica print showing cat fines (red arrows)
• Compatibility The consequences of mixing different blends of fuel are the formation of asphaltenes and heavy sludge in the fuel oil system, resulting in a potential blockage and loss of fuel supply to the engine. In order to address fuel incompatibility, the following measures should be taken: - Segregate fuel tanks and piping. - Avoid mixing different fuel batches. Empty tanks as much as possible before bunkering a new fuel batch. ....CONTINUED ON PAGE 11
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Technical The latest marine fuel standard specifies a maximum of up to 60 ppm Al+Si in the fuel (ISO 8217). A maximum level of 15 ppm at the engine inlet is acceptable for a short period of time, but the normal level must be kept lower. Figure 8: Recommended maximum content of cat fines in fuel entering the engine
In order to reduce the cat fines, the following measures should be taken: - Maintain the optimum operating condition of the purifiers and filters. - Install a fine filter of 10μm before the engine. - Clean/drain service and settling tanks on a regular basis. - Check the fuel regularly for cat fines content, use drain oil analysis and inspect the engine for wear on the piston rings, pistons and cylinder liners. • Density It is anticipated that the 0.50% sulphur limit compliant fuel will have broad ranging density characteristics due to different production processes. While density variation may not have an immediate safety impact on machinery, it could affect the operation of the purifier and the reading of the tank gauging system. It is, therefore, important to take following corrective measures: - Adjust the purifier setting for a different fuel density. - Calibrate the tank gauging system according to fuel density for accurate readings. • Viscosity It is anticipated that the 0.50% sulphur fuel will have broad ranging viscosity characteristics. It is, therefore, important to ensure the proper function of the automatic control system for viscosity and temperature. • Flash Point SOLAS Regulation II-1/4.2.1.1 requires that the flash point of any fuel oil used in machinery spaces must not be less than 60°C. The same is specified in ISO 8217. However, even if the fuels bunkered with flash points not less than the minimum required value are stored at a temperature below the determined flash point, flammable vapors may still develop in the tank headspace,
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especially if fuel heating is provided. It is, therefore, important to ensure the following: - The heater or heat tracing is to be bypassed if necessary. - Heating is to be automatically shut down upon detection of a higher temperature than the designated limited (typically 10°C below flash point). - No uncertified electrical equipment is to be positioned in the vicinity of the fuel tank vent outlet. • Ignition and Combustion Characteristics The Calculated Carbon Aromaticity Index (CCAI) of the sulphur limit compliant fuel should be verified in line with the ISO 8217 specification. The CCAI is the ignition characteristic of residual fuel. Several engine tests have revealed that these fuels ignite and burn as other fuels do. • Pour Point The pour point indicates the minimum temperature at which the fuel should be stored and pumped. The cloud point is the temperature at which a cloud of wax crystals first appears in the fuel. The temperature in the tanks and pipes should be higher than the pour point of the fuel. If the temperature falls below the cloud point, waxy precipitates might form which could block filters and other equipment. If the temperature falls below the pour point, then the fuel cannot flow. A severe case of waxy precipitates may be seen in the photo in Fig. 9. Figure 9: Waxy precipitates in a fuel sample
The following corrective measures should be taken: - Confirm that the cold flow characteristics are suitable for the ship’s design and intended voyage. - Provide heating arrangements for the fuel.
• Unusual Components Although the fuel may comply with ISO 8217, there may be components not specified in the standard that contaminate the fuel and cause various problems such as seizing and damage to fuel pumps, excessive sludging and filter blocking. Some of the unusual components identified include fatty acids (carboxylic acids), phenols and nitrogen containing compounds. In order to identify the unusual components, additional testing such as Gas Chromatography – Mass Spectrometry (GCMS) testing should be conducted. • Lubricant Compatibility When low sulphur fuel is used, a reduced amount of sulphuric acid forms in the combustion chamber, and fewer additives in the lubricant will be used. High-BN cylinder oils will lead to overadditivation in the process of controlling the corrosion and an increased build-up of piston crown deposits. This may disturb the lubricant film and could lead to micro-seizures on the piston rings and liner, thereby cause scuffing. Engine Makers recommend switching to low-BN cylinder oil when operating on low-sulphur fuel oil. Figure 10: Recommended BN levels for M/E cylinder oils
and normal operating load at sea of the generator plant”. B.2.3. Operational Considerations - Fuel System Cleaning To avoid compatibility and stability issues while switching from Heavy Fuel Oil (HFO) to 0.50% residual marine fuel (RMF), cleaning of the fuel system (tanks & piping) is required. The cleaning methods are as follows: - Manual tank cleaning - The use of MGO to dissolve and flush away the sludge in the HFO tank and fuel oil piping - Cleaning with chemical additives - Fuel Switching Fuel switching may involve changing over from one RMF to another for fuel segregation and switching between RMF and LSDMF or vice versa when a ship enters and leaves an ECA. A fuel switching procedure has to be ship-specific based on the tank and piping arrangements and the ships’ operation pattern should be prepared. B.2.4. Fuel Oil Procurement - A fuel purchasing procedure should be developed and an action plan prepared if the compliant fuel is not available. - The bunkered fuel should be in general compliance with ISO 8217. - The bunker fuel contract may include a clause for additional testing for the identification of unusual components. B.2.5. Documentation and Reporting
B.2.2. Fuel Oil Tank Design and Modification - Storage Tanks For vessels that use both RMF and LSDF, at least one storage tank is required for each type of fuel. In practical design, multiple storage tanks are typically provided. One of the measures for mitigating incompatibility hazards due to the use of different RMFs is to provide two (or two group) storage tanks for RMFs. - Settling Tanks The “two settling tank” concept is the most common arrangement. As an example, one settling tank is used for 0.10% maximum sulphur distillate fuel (LSDMF) and the other for 0.50% maximum sulphur fuel (RMF). - Service Tanks As per SOLAS Regulation II-I/26.11 “two fuel oil service tanks for each type of fuel used on board necessary for propulsion and vital systems shall be provided on each ship, with a capacity of at least 8 hours at maximum continuous rating of the propulsion plant
- Ship Implementation Plan (SIP) The Ship Implementation Plan will help to mitigate the risk associated with the transition from the current use of heavy fuel oil to 0.50% max sulphur fuel by addressing the following: - A risk assessment and mitigation plan - Fuel oil system modifications (if required) and tank cleaning - The fuel oil capacity and segregation capability - The procurement of compliant fuel - A fuel oil change-over procedure - Documentation and reporting - Fuel Oil Management Plan (FOMP) A ship-specific FOMP based on the fuel oil piping system, main and auxiliary engines and other related equipment should be prepared. - Fuel Oil Non-Availability Reporting (FONAR) The Master / Company should submit to the Port State Administration in the port of arrival and the Flag Administration the fuel oil non-availability report (FONAR) as soon as it is determined that compliant fuel oil cannot be procured and used. B.2.6. Crew Training Initial and periodic training will help the crew to increase awareness of the challenges associated with compliance with post-2020 operations using 0.50% maximum sulphur fuel and the respective mitigation measures.
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Marine Operations SAFE ANCHORING Case Study: Loss of anchor & anchor chain of a VLCC due to the improper securing of the chain lifter clutch engagement lever Description of the Incident: The ship was anchored in Khor Fakkan anchorage by ranging 12 shackles of the port side anchor chain in the water. The depth of the water was 95 metres. The vessel commenced heaving the anchor in good weather conditions. The ship was instructed to remain in the anchorage to complete formalities when 5 shackles had already been stowed in the chain locker. Heaving was stopped and ship commenced lowering the chain to attain the original range of 12 shackles. Soon after the chain lifter claw clutch was disengaged the chain lowered uncontrollably despite the crew’s efforts to apply the windlass brake. The Master immediately instructed the crew to stay away from the windlass area. There was no injury to any crew members. The chain lifter clutch was inspected and found to be in good condition with parallel engaging faces. The loss of the anchor chain was caused by the improper securing of the clutch engagement lever which, in turn, allowed the claw clutch to disengage.
Extent of Damage: The anchor and 14 shackles of the anchor chain, a total of 133 tons of steel were lost. The bitter end anchor chain securing pin sheared off. The windlass brake lining was wasted. A major mobilization of resources was required, including a diving boat equipped with submersible high definition sonar and an anchor handling vessel for locating and retrieving the anchor and anchor chain. The whole operation of searching for and retrieving the anchor chain and then reconnecting it to the ship’s windlass caused a considerable delay of 3 days. We would like to take this opportunity to reiterate the importance of operating windlasses and associated equipment according to the maker’s recommendations. It is of the utmost importance to prepare the windlass (greasing & brake adjustment) and hydraulic system (filter, cooler, hydraulic oil condition) in order to be able to heave/lower the anchor chain safely.
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Preventive Action 1. Check the engaging lever of the windlasses and winches to ensure that proper locking/securing can be made both for the engaged & disengaged clutch positions. 2. The anchoring team is to provide feedback to the Master for any deficiency observed during the operation of the windlass. 3. Deficiencies are to be modified promptly e.g. adjust brakes so that the arms and the brake do not touch, replace the brake lining, adjust the engaging lever for proper locking, etc. 4. The Master is to provide feedback to the office for all windlass & mooring winches deficiencies in order to advise all fleet vessels accordingly. 5. The Marine & Technical Superintendents are to observe the anchoring process both with regard to crew practices and the operation of the windlass during vessel visits, especially during sailing visits. 6. Train the crew for the safe operation of windlasses using the material available onboard the ship: • Safety Management System Manual • ANCHOR AWARENESS (video by DNVGL) • ANCHOR-LOSS (presentation by DNVGL) • Articles in Wavelength magazine (Issues 56, 59, 63)
Please ensure at all times that: 1. anchoring operations are carried out according to the Company’s SMS, Navigational Operational Manual, Section 3, ”Anchoring”. 2. the tension to the anchor chain is minimized by suitably maneuvering the vsl. 3. there is good communication between the anchoring team & the bridge team. 4. weather reports are monitored. Heave the anchor and leave the anchorage before the weather deteriorates. 5. the anchor is at permissible depths (windlasses are typically designed to lift a maximum weight of an anchor and 3 free hanging shackles of cable). 6. the windlass brake is correctly adjusted. The brake arms should not touch each other. 7. the windlass brake lining is of adequate thickness.
8. the greasing of all bearings & pins is carried out before every operation. 9. the hydraulic motors, valves & associated piping are tight and there are no oil leaks. 10. the hydraulic oil is in optimum condition. This is confirmed by using the hissing sound test for detecting water contamination, the inclined ruler test to check viscosity, and the laboratory analysis of samples as per PMS. 11. the hydraulic oil cooler & filter are clean so as to avoid a pressure or viscosity drop which can damage pumps & motors and render the windlass incapable of heaving the anchor chain.
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Manning and Training Review of Health and Safety Campaign The first health and safety campaign launched for 2019 was dedicated to Guidelines for Healthy Food on board Merchant Ships (Health & Safety Campaign 01_2019). Our Company’s dedication to a healthier life on board the vessels and our Seamen’s growing concern about well-being and interest in nutrition and physical health, as expressed during Officers’ Forums and comments received in head office, were the main reasons this safety campaign was compiled and launched. It started in January 2019 and was completed by the end of April 2019, when Seamen were requested to evaluate its contents and provide feedback. The campaign primarily included information on healthy food, and on eating habits that could be dropped in order to eat healthily. It also included food swaps, which are choices that can substitute for food with high fat or sugar content. The rest of the information in the campaign gave our Seamen the opportunity to learn about the calories in different types of food, how to estimate their BMI (Body Mass Index) and what the appropriate BMI is for each body type. Additionally, there was a specific section for cooks with tips on healthier ways of cooking and on the preservation of nutrients in fruit and vegetables during cooking. When the campaign was completed, our Seamen were requested to complete an assessment form, evaluating the campaign on a scale from 1 to 5, from least successful to most successful. They were also asked to provide feedback on the following points: - How the campaign helped them to improve their knowledge on the specific topic - What eating habits the campaign helped them to drop - What cooking habits the Chief Cook adopted after reading the contents of the campaign They were also asked to suggest any other subjects relating to the campaign that were not present in Health & Safety Campaign 01_2019 which might be included in a forthcoming health and safety campaign. The campaign was considered a success as it was rated with an average of 4 out of 5. The Seamen welcomed the campaign enthusiastically and provided invaluable feedback on its conclusion. Most of them agreed that the campaign improved their knowledge about what kind of food is worth eating and at what time of the day it is best eaten. They were reminded of the importance of a good, healthy breakfast and of the fact that eating late at night after watch must be avoided at all costs. Our Chief Cooks learned about different ways of healthy cooking such as broiling and steaming, how to avoid frying and overcooking and ways of cooking to make food both delicious and healthy. They also studied the benefits of using herbs and avoiding the use of salt and sugar. It was emphasized that sugar is hidden in many food items that should be consumed with care. Drinking soda or water with herbs and lemon is a very good and nutritious substitute for soft drinks, while the consumption of coffee must be kept to a minimum. The last part of the campaign, in which suggestions regarding
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the inclusion of items about healthy food and eating habits in the forthcoming health and safety campaigns were recorded, proved the most fruitful. The Seamen requested more information about the nutritional value in different food items and suggested that a series of different national food recipes should be forwarded to the vessels so that the Chief Cooks, can use it as a tool to achieve greater variety in their cooking. They also requested instructions on how to avoid becoming overweight and a series of exercises they can follow on board in combination with a balanced diet. Among the Seamen’s other requests was information on food types that increase strength and boost stamina. More specific information regarding diets that reduce the risk of contracting diabetes and the link between diet and physical activity was also requested. All the requests have been recorded and will be taken into consideration with regard to planning the next health and safety campaign. Our aim is to provide our Seamen with useful information and advice relating to their areas of concern. However, it is only possible to provide general information. More specialized advice on health issues like high blood pressure, diabetes and obesity should be sought personally by each Seaman through consultation with a physician if necessary. The Seamen’s comments included in this last part of the campaign showed their growing concern with health issues and their willingness to adopt a healthier lifestyle so that they can improve their physical health and mental well-being. We would like to thank all our Seamen for their participation in the Health & Safety Campaign on Healthy Food on board merchant ships. Their feedback was invaluable.
Chartering The Capsize Market
The “Roller Coaster” of Dry Bulk Chartering It’s no secret that the Capesize market has historically been the driving force behind the Dry Bulk trade. The dynamics of this segment have always been a firm indicator of where the whole dry cargo market is moving. Despite starting 2019 at relatively healthy levels, dry bulk spot rates fell throughout January due to inventory drawdowns and decreased fixture activity during the Chinese New Year. In addition, there was the tragic incident of the dam collapse at the Vale Iron ore mines in Brazil in late January that led to a significant number of fatalities. This disaster brought to the fore the issue of safety and caused major disruption in iron production at the mines. Indeed, it has been estimated that there will be a shortfall of between 50 and 75 million tons for the current year, a figure that has dealt a heavy blow to the Capesize market. Since the incident there have been conflicting announcements about the future of Vale mining operations which have introduced greater uncertainty into the market. Apart from the Vale incident, the iron ore trade has been hit by a major road closure in Brazil and cyclone Veronica in Australia. The upshot of all these events was a worrying decline in the spot rates of the Capesize trade, which plummeted to a multiyear low of <$4,000/day. The Capesize market was then given some respite with the news that the Vale Brucutu mine in Brazil was to reopen. This, together with the increase in production by Australian miners following Veronica, helped rates move
north. In the second half of April, spot rates spiked, reaching a peak of >$12,000/day before dropping back to lower levels. The “roller coaster” continued its ride when spot rates moved even higher, reaching a peak of >$15,000/day in early June. Last, but certainly not least, the trade war between the US and China is having a detrimental effect on shipping. More specifically, the US exports of soybeans, LNG and oil to China have suffered as has China’s demand for iron ore and coal due to the impact the trade war has had on the Chinese economy. Thus, resolving the problems that have arisen between the two trade giants is of prime importance to the Capesize market. Currently, several factors have been identified as having the potential to boost the market. These include: (i) an increase in the Indian import demand for coal (ii) a sustained demand by China for iron ore, coal and agricultural products (iii) good levels of global steel production (iv) a low orderbook (v) Capesize scrapping – 1.2MM dwt were scrapped in March, which was the highest monthly total since January 2017 (vi) the resumption of Vale operations that will lead to Brazilian iron ore exports picking up in 2H19, and (vii) the IMO 2020 regulations that will potentially result in further slow steaming. As the Capesize market is by nature volatile and unpredictable, it remains to be seen how things develop and what decisions need to be taken so that there will be an upturn in the market. Sources: Reports from Clarksons, Maersk, Allied and Intermodal
Aftermath of the Brumadinho dam collapse. Source: www.bbc.com
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SAFETY FIRST!
Safety Bulletin
Message from the DPA
Dear seafarers, In this issue, I wish to touch on a subject that has become increasingly important: MENTAL WELL-BEING. In all conferences and meetings we attend, we hear more and more about it. One could say it is becoming a trend, a “fancy new term”, but it is much more than that – it is part of your everyday life on board; and if you are not familiar with this term, you know these related terms very well: Depression, Stress, Anxiety, Sleep Deprivation, Suicidal Behaviour. These are the effects we want to avoid, and the target is a balanced Mental Well-being. We have recently started a campaign on this topic, and I want you all to embrace it. Most of all, I want you to understand that problems and hardships are part of our everyday life, so IT'S OK TO ADMIT YOU'RE NOT OK. To deal with a problem, we firstly need to recognize it. To deal with our mental well-being issues, we firstly need
to acknowledge them and to discuss them openly. By caring for each other, we will find ways to deal with all problems as long as we recognize them and discuss them. So, please help us lift the lid off the box with the mental well-being taboo. Discuss your issues openly with your colleagues, with your friends, your superiors, with the office. Use the helpline we have provided and share your concerns. I cannot stress this strongly enough: IT'S OK TO ADMIT YOU'RE NOT OK! We are all in this together, and together we will find solutions to our problems. Don’t wait for something to escalate! The earlier you discuss something, the easier it is to find a solution. After all, a problem aired is a problem shared – Be Aware, Take Care, Everytime, Everywhere. Wishing you safe seas. Anthony Lambros - Director & DPA
I welcome your comments, suggestions or feedback on the contents of this column (Safety First!) at q&s@centrofin.gr.
UNDERSTANDING FATIGUE:
Why we get tired and what we can do about it Fatigue is a hazard that affects safety, health and well-being. Long-term fatigue may result in both physical and mental disorders. Its onset can be insidious, and it can be the result of numerous factors. It becomes more pervasive over time, and it has a significant effect on behaviour and well-being. For the maritime industry, fatigue is considered a significant contributory factor in many incidents and one of the major concerns for a seafarer. A Fatigue Report based on a survey revealed that fatigue has implications on safety and can affect physical and mental health in the long term. Long tours of duty (over 6 months) may lead to increased sleepiness, a loss of sleep quality and a reduction in motivation, all of which could contribute to near-misses and accidents on board. Recently, the IMO revised its guidelines on fatigue to further address the issue and highlight the need to develop strategies to reduce the risk of fatigue and related incidents. The IMO notes that fatigue is a problem for all 24-hour-a-day transportation modes and industries, including the maritime industry. However, the operational
TRUST Ten Really Useful Safety Tips 1. Physical fatigue: This occurs when a person finds it physically hard to do the things they normally do or used to do. 2. Mental fatigue: This occurs when a person finds it harder to concentrate on things and stay on task. The person may feel sleepy, or have difficulty staying awake while working. 3. Sleep: In order to satisfy the needs of the human body, sleep must have quality, quantity and continuity to be most effective. 4. Body clock & the circadian rhythm: We are biologically programmed to be active during the day and to sleep at night. 5. Time awake: The longer an individual has been awake, the poorer their performance. Alertness and performance levels begin to decrease.
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HOW TO FIGHT FATIGUE
aspects associated with the maritime industry are more complex than those associated with other industries. For example, the variety of ship types, the patterns and lengths of a sea passage, the number of port visits and port rotations, and the length of time a ship remains in port all present unique combinations of potential causes of fatigue.
Key Aspects of Fatigue 6. Jet lag: The body clock will eventually adapt to a new time zone. However, the time required depends on the new schedule. 7. Workload: Fatigue resulting from workload becomes an increasing concern when combined with long periods of wakefulness and long duty hours. 8. Stress: This occurs when a person is confronted with a situation that poses a threat, and the individual becomes aware of their inability to cope. 9. Health: Healthy lifestyle choices such as good physical fitness and a healthy diet have been reported to reduce fatigue and improve alertness and performance. 10. Individual differences: People can be characterized as morning or evening types depending on the period of the day when they perform at their best.
Title: Seafarer Fatigue, The Importance of a Good Night’s Sleep Source: Marine Inside (skuld.com)
SEAFARER FATIGUE
3 incident cases relevant to fatigue
The importance ofvessela occurred goodin southern night’s The grounding of a cargo Greece sleep when the Master believed he was sufficiently well rested
Source: Inside (skuld.com) yet fell asleep in a chair next to the chart table in such a position that the Bosun could not see that he Marine was asleep. The vessel, on autopilot and with the deadman alarm turned off, subsequently grounded at speed causing severe damage.
3 incident cases relevant to fatigue
mean the same as “sleep”. Studies have shown that it is not rest repairs that the humangood body requires: the2 days, key is sleep. A Chief who had been working extensively main engine without rest for almost • The grounding of Engineer, a cargo vessel occurred in southern Greeceon merely And again, it is not just any form of sleep over a period began to undertake maintenance on the vessel’s thermal oil system. He hurried the dangerous task of cleaning outof time when the Master believed he was sufficiently well rested that counts. The seafarer, like everyone else, needs proper, the system of waste material, leading to a significant engine room fire which ultimately lead to his own death as well yet fell asleep in a chair next to the chart table in such a continuous and uninterrupted sleep for 7 to 8 hours in order as further casualties on board. position that the Bosun could not see that he was asleep. The vessel, on autopilot and with the deadman alarm turned off, to be properly rested. off work for 2 hours, but not and taking being given the A crewman on at board a ship passing the Iberian peninsulaBeing suffered a psychological breakdown hadora misadventure subsequently grounded speed causing severe damage. opportunity to enjoy a sound and uninterrupted of that led him to perish in the sea. Investigations revealed that the seafarer had served 7 months without a breakperiod on • A Chief Engineer, who had been working extensively on main will still see a build-up of fatigue over time, which can the ship, and had heralmost without2leave after his previous ship service ended. engine repairs without goodjoined rest for days,immediately began to sleep undertake maintenance on the vessel’s thermal oil system. ultimately lead to serious consequences. is really needed? task of cleaning out the system of From a more practical point of view, allowing a seafarer just HeWhat hurried the dangerous The MLC and STCW have theengine issue in terms hours of6work and resthours and have determined “rest” does not able to consecutive of rest preventsthat them from being waste material, leading to adiscussed significant room fireofwhich get rest the recommended to 8 hours of continuous sleep.And Indeed, mean thelead same Studies haveas shown that it is not merely that the human7body requires: the key is sleep. ultimately toas his“sleep”. own death as well further casualties when following the like traditional hours on/off watch routine, The seafarer, everyone4else, needs proper, onagain, board.it is not just any form of sleep over a period of time that counts. seafarers andboard uninterrupted sleep for 7 to 8 hours in order to be properlyshould rested.endeavour to get as much sleep as possible • A continuous crewman on a ship passing the Iberian peninsula during onetorest period, leaving a requirementperiod for a of short Being off work for 2 hours, but not taking orabeing given the opportunity enjoy a sound and uninterrupted sleepnap suffered a psychological breakdown and had misadventure during the other rather than splitting sleep evenly between willled stillhim seetoa perish build-up over time, which can ultimately lead to serious consequences. that in of thefatigue sea. Investigations revealed that the two. hours of rest prevents them from being able to get From a morehad practical of view,without allowingaabreak seafarer the seafarer servedpoint 7 months on just the6 consecutive It is, following therefore,theimportant ensureon/off that,watch duringroutine, training the and recommended 7 towithout 8 hoursleave of continuous sleep. Indeed, traditionalto4 hours ship, had joined her immediately after his when beforeone service, when inducted service and seafarers should endeavour rest period, leaving a into requirement for acontinuously short nap previous ship service ended. to get as much sleep as possible during thereafter, both officers and crew are well educated as to during the other rather than splitting sleep evenly between the two. how they should takeinducted care of themselves other. This It is, therefore, important to ensure that, during training before service, when into service and andeach continuously What is really needed? should donetake in conjunction with goodand shore-based thereafter, both officers and crew are well educated as to how they be should care of themselves each other.support This The should MLC and discussed with the issue terms of hours maintain the thenecessary necessarystandards standards beSTCW done have in conjunction goodin shore-based supportthat thatensures ensures vessels vessels maintain andand of work and rest and have determined that “rest” does not operate safely. operate safely. Barriers prevent the Hazard from becoming an Incident
When all your barriers don’t work properly at the same time...
ARE YOUR BARRIERS STRONG? What are the barriers that prevent bridge watch keeping turning into an incident?
the holes line up... then the hazard passes through and results in an incident!
• Both sleepiness and fatigue have safety and long-term physical and mental health implications. • Long tours of duty (over 6 months) may lead to increased sleepiness, loss of sleep quality, reduced motivation which could contribute to 'near-misses' and accidents on board. • Night watch keepers are at the greatest risk of falling asleep on duty. • Captains feel stressed and fatigued at the end of their tours of duty and need recovery time.
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Panagia Armata
Panagia Armata in November 2018
O
ne of the connotations of the word ‘historic’ is that of being the first. As such, the Panagia Armata is justifiably regarded as being historic from the Company’s perspective as she is the Company’s first newbuilding vessel operating in the current fleet.
Particulars/Specifications The M/T Panagia Armata was built at the Daewoo Shipbuilding & Marine Engineering Co. Ltd (DSME) in South Korea. She was launched in June 1998 and delivered three months later. Since then the Panagia Armata, with a length of 248m and weighing in at 98,774 DWT, has completed over two decades of impeccable service.
What’s in a Name? The answer to this question is quite simply Greek naval history. On 8th September 1822 the mighty Ottoman fleet was sighted from Spetses. The Turkish fleet aimed to break the siege of the castle at Nafplion after attacking the Greek ships at Spetses. The Greek ships were under the command of Admiral Andreas Miaoulis, who ordered the captains to lure the Turks into the
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Argolic Bay, where they would go on the offensive. Initially, this order was ignored by the captains T. Tsoupas, D. Lambrou and I. Koutsis from Spetses and the Hydra captain, A. Kreizi. They attacked the well-armed Turkish vessels off Spetses and were quickly joined by other Greek ships. Under heavy attack, the Turks were forced to retreat with their flagship having been set alight. This naval success led to the castle at Nafplio being taken back on 30th November 1822. Given the power of the Ottoman fleet and the manner in which the Greeks emerged victorious, the retrospective view of the battle gave rise to the conclusion that divine intervention and assistance had played a hand in the conflict. This prompted the local captain Ioannis Koutsis to build a church called Panagia Armata to commemorate and honour the defeat of the Ottoman fleet. This historic event is marked by an annual re-enactment of the Battle of Spetses.
Design Improvements, Technical Modifications / Changes The Panagia Armata had several design improvements made at the newbuilding stage. These included coating the ballast tanks,
Date
Technical Modification/ change
Reason for Modification/ change
Feb 2000
Installation of steam ejector in cascade tank
Design improvement
Mar 2005
Installation of VSS
ISPS requirement
Aug 2006
Installation of H2S and O2 sensors in pump room
Oil Majors requirement
Dec 2007
Radar to x-band JRCJMA Upgrade 99226XA
Sept 2008 Change of R-22 to R-417A refrigerant
Environmental regulations
Sept 2011 ULSO modification for aux. boilers and diesel generators
EU directions
Sept 2016 Modification regarding SOx emissions
Marpol Annex requirements
Sept 2016 Retrofit of lifeboat release and retrieval system
LSA Code section 4,4,7,6
Sept 2016 Installation of ECDIS units
SOLAS Ch. V regulation 19
Nov 2018
Pachi terminal requirement
Installation of additional drum on mooring winches MI & M4
Erection of aft part at Daewoo
fitting bulbous bar stiffeners in the ballast tanks, installing a vibration monitoring system of the cargo pumps and a hull stress monitoring system. A further design improvement, the installation of a marine growth prevention system in the engine room, was carried out in September 2003. Since delivery there have been over 30 modifications or changes made due to requirements, regulations and the need to implement an upgrade. The table above shows examples of the modifications or changes made and why the work was undertaken.
Voyages The Panagia Armata has made over 1000 port calls, covered a distance approaching one million miles (further than to the moon and back twice) and moved around 30 million tons of cargo. Apart from moving cargo in the southern United States and regions nearby in 2010 and 2011, the Panagia Armata has primarily plied her trade in the Mediterranean and the Black Sea. These facts and figures clearly show that for an Aframax tanker, her service has been exemplary. Sources: www.spetsesdirect.com, www.greeka.com, www.spetses.gr
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Culture Corner Buildings Inspired by Aquatic Environments Recognised as being one of the higher forms of cultural expression, architecture plays a significant role in conveying our perception of what is important and what is regarded as being aesthetically gratifying. As around 70% of our planet’s surface is covered by water, it comes as no surprise, therefore, that many buildings across the globe pay tribute to the features of life sustaining aquatic environments. Here are just a few examples of how such environments have become embedded in culture through their representation in architectural designs.
Sydney Opera House
The Wave
The building illuminated at night
The Wave in Vejle, Denmark by Henning Larsen Architects
Described by UNESCO as ‘a masterpiece of twentieth-century architecture’, the Sydney Opera House is one of the most instantly recognisable structures in the world. Its form was the brainchild of Jørn Utzon, who won a design competition in 1957. Two years later construction began on the building which was in part inspired by the natural forms of shells. Other links the iconic building has with the marine environment include its proximity to Sydney Harbour and the sustainability factor that was incorporated into Utzon’s design. Today, Sydney Opera House is home to Opera Australia, the Sydney Theatre Company and the Sydney Symphony Orchestra. Around 1500 performances are given every year in this multivenue structure and tours of the building attract hundreds of thousands of visitors annually.
The Wave was designed by Henning Larsen and is now a landmark in Vejle, Denmark. Inspired by the Sydney Opera House, the architect set about supervising the construction, which comprises 100 apartments under a roof that exemplifies the use of biometrics in architecture. The Wave has received several awards, including that of the Civic Trust.
By Diliff - Own work. Source: https://commons.wikimedia.org
Auditorio de Tenerife Built between 1997 and 2003, the Auditorio de Tenerife occupies a prime location on the waterfront at Los Llanos in Santa Cruz. The architect, Santiago Calatrava, designed the building in an expressionist style with waves as the primary inspiration. Like Sydney Opera House, this outstanding structure functions as an arts venue in which film, music ballet and opera can be enjoyed by both locals and visitors alike.
Auditorium of Tenerife, Santa Cruz de Tenerife, Spain by Diego Delso, Source: https://commons.wikimedia.org
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Source: https://www.propgoluxury.com
Mantes-la-Jolie Water Sports Centre With a roof shaped like undulating waves, the Mantes-la-Jolie Water Sports Centre is located next to the River Seine. The French architecture company, Agence Search, designed the Centre, which houses three swimming pools. It was completed in 2012.
Source: https://www.dezeen.com
Quadracci Pavillion, Milwaukee, Winconsin Overlooking Lake Michigan, this building is named after Betty and Henry Quadracci, whose generous funding made its construction possible. The Quadracci Pavillion was designed by Santiago Calatrava, who View of Milwaukee Museum revealed his inspiration from south-west approach for his brainchild by saying By Peter Sesar - Own work. Source: https:// that it “responds to the commons.wikimedia.org culture of the lake: the sailboats, the weather, the sense of motion and change”. Today, the waterfront building houses an extension of the Milwaukee Art Museum and an auditorium. Sources: www.sydneyoperahouse.com, www.auditoriodetenerife.com, www.archdaily.com, www.dezeen.com, www.mam.org
Microplastics in the Marine Environment When one mentions plastic pollution in the sea, attention is often drawn to the Great Pacific Garbage Patch. This is partly due to the revelation that it is much larger than originally thought at around 1.6 million square kilometres and more recently down to the fact that dealing with it is proving incredibly difficult. Although the problem of this massive amount of plastic needs to be urgently addressed, there is also another concern regarding a less visible threat – microplastics. Microplastics in the marine environment, which are by definition less than 5mm in size, have become a subject of research across the globe. Two recent studies conducted by the National University of Singapore and the University of Exeter and Plymouth Marine Laboratory (PML) have clearly shown that microplastics are having an impact on organisms that live in the sea. They also confirm that further research on the topic is a priority so that measures may be taken to prevent potential dangers from being realised. The Aim of the Singaporean study was to determine the extent to which bacteria colonised microplastic waste. In a field study that lasted four months, 275 pieces of microplastic were collected. On these pieces over 400 types of bacteria were identified. This indicated that microplastics offered marine biota a viable habitat for colonisation, which is probably due to the salt and lower ocean temperature reducing the rate of degradation in microplastics. Among the bacteria found, there were some that could be classified as aids to the removal of microplastics. These included species of Erythrobacter that are able to degrade plastic and a species called Pseydomonas veronii, which is useful in the cleaning up of oil spills. Conversely, some bacteria represented a clear danger. One of them, Photobacterium rosenbergii, is linked to coral bleaching and disease. Another was a species of Arcobacter, which can cause gastroenteritis and a third was a species of marine Vibrio, which causes would infections. In the British research, a thorough examination of the gut contents
Potential colonizers of microplastics
Erythrobacter: Plastic degrader Source: microbewiki. kenyon.edu
Vibrio vulnificus: Wound infector Source: en.wikipedia.org
of 50 animals representing 10 species of dolphins, seals and whales was performed. In each and every one of these marine creatures that had been washed up on Britain’s shores there were microplastics. Most of these were synthetic fibres and the remaining 16% were fragments from food packaging and plastic containers. These findings were proof that ingestion of microplastics moved up the food chain. Additionally, the research found that the animals which had died from infectious diseases had a slightly higher number of microplastics in their bodies than those which had died from injuries or other causes. While no firm conclusions can be drawn from the last finding, there is evidence that microplastics can be transferred up the food chain from zooplankton, through fish to dolphins and seals. This combined with the results of the Singapore University study points to how urgent it is to reduce the amount of plastic waste in the seas. If this is not accomplished there is a possibility that some of our food sources will be compromised. Therefore, the next step should be focused on determining the distribution of microplastics so that the potential threat may be managed on a global scale. Source: www.sciencedaily.com, www.pml.ac.uk
Lost off Antarctica The Navigational Officer reaches the bridge to relieve the previous watch with orders to steam east at 12 knots 2.0 miles off the Ross Ice Shelf. He believes it is to be a routine, an eventful watch, a logical conclusion given the circumstances. The orders are straightforward and the Ross Ice Shelf covers an area about the size of Spain bounded by a 200-foot vertical wall of ice. What is more, since leaving McMurdo station a few days earlier, the Coast Guard ice breaker has been steaming east along the edge of the large white natural landmark. On entering the bridge, the navigational officer is aware that something is terribly wrong. There is no Ross Ice Shelf in sight! He increases the radar range from 6 to 9 miles, but there is still no sign of the natural wonder. He knows that he has to establish the vessel’s position, but soon realizes that the ship’s navigation has been compromised. He relays a message to the Captain: “We are lost!” The Navigational Officer systematically sets about identifying the root of the problem. After checking the radar again, using the sun as a reference and comparing the readings of the gyro repeaters and the master gyro, he determines that there has been a gyro failure. They are giving conflicting readings. Knowing that magnetic compasses have difficulty orienting themselves in the region, leading to magnetic compass cards wondering, he turns to the alternative ways of finding the ship’s position. Ocean depths are too great for sounding and NAVSAT fixes can be captured only every few hours so these are of little help at this point. Using GPS is not
The Ross Ice Shelf edge. By Michael Van Woert
Source: https://commons.wikimedia.org/w/index.php?curid=43819
an option as this event takes place prior to its inception. The Navigational Officer, Bill Davis, then turns his attention to the onboard helicopter and instructs the pilot to power up the helicopter’s gyro. Once this has been done, the pilot relays the position to the bridge every 15 minutes. The next SATNAV pass is captured, the Ross Ice Shelf is sighted and the vessel is able to return to McMurdo station, where repairs are carried out. Credit has to be given to the Navigational Officer for his level-headedness and his ability to keep the ship safe. The story also indicates how important GPS is in an area where magnetic anomalies are bound. Indeed, work on mapping all such data anomalies conducted by scientists from 22 institutions across 11 countries is still in progress. Last but not least, the predicament faced aboard the USC GC Glacier highlights how difficult it must have been for pioneering sailors to find their way in the waters off the Antarctic. Sources: www.gcaptain.com, www.bas.ac.uk
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Bodies of Water
The English Channel
The English Channel, which is often referred to simply as The Channel, is the body of water that separates the south coast of England from the coasts of France, Holland and Belgium. As an arm off the Atlantic, it connects the ocean to the North Sea. At its entrance from the Atlantic, it is about 112 miles (180km) wide. This narrows to a minimum of about 21 miles (33km) at the Strait of Dover, the point at which land connecting England to continental Europe is believed to have submerged around 8000 years ago. The Channel occupies an area of approximately 29,000 square miles (75,000 square kilometres). Its depth ranges from 400ft (120m) to 150ft (45m), and the surface salinity is slightly lower than that in the Atlantic. As regards tides, these are strong, especially in the Strait of Dover. This is consistent with the overall flow of water from the Atlantic to the North Sea. Water surface temperatures vary from 7oC in February to 16oC in September, but the shallow coastal waters can be warmer in summer. Traditionally, fishing has always been of economic importance in the Channel. However, there has been a shift in methods that has resulted in a decline in the number of smaller vessels pursuing a catch. Deep sea fishing has had an effect on traditional methods as has diminishing fish stocks. In addition, such species as haddock, cod, herring, whiting, hake and pilchard have been affected by warming seas to varying degrees the result of one of the vessels not adhering to the and they have been joined by anchovy, sardines, stringent navigation rules. Today, the Strait of red mullet and sea bass. Dover is a mandatory reporting zone for vessels Apart from fishing vessels navigating the exceeding 300 tonnes either to the British Channel, there are around 400 vessels that Coast Guard at Dover or to the French coastal use this maritime route every day, making the authorities. As a consequences of the IMOâ&#x20AC;&#x2122;s Strait of Dover the busiest route in the world. actions, collisions have become relatively It has always been extremely busy, so the rare for the sheer volume of traffic in the narrowness of this section of the Channel and Channel. A less significant factor has been the to a lesser extent the notorious poor visibility at reduction in cross-Channel traffic due to the certain times of the year gave rise to numerous construction of the Channel Tunnel. One further accidents until the mid-1960s. Having had to point worth noting is that both Southampton and address the problem, the IMO introduced its first Le Havre have witnessed a decline in their TransTraffic Separation Scheme in 1967. Oceanic passenger vessel business, but have gained Since the introduction of the Scheme, several amendments have been made to reduce the possibility of Matthew Webb: the first person to swim the Channel Illustrated London News - Royal Museums Greenwich, CC BY-SA 3.0 a collision. Those accidents that have occurred have been By Source: commons.wikimedia.org
The Iconic White Cliffs of Dover By Immanuel Giel - Own work, CC BY-SA 3.0 Source: commons.wikimedia.org
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container ship and oil refining capacities. As well as being an arterial trade route for the shipping industry, the Channel has become a venue for distance swimming. The commonest swims are from either Dover to Wissant on the north coast of France or from Folkestone to the same destination. The distance is just over 21 miles and it was first swum by Matthew Webb in a time of just under 22 hours in 1875. Since then more than 1800 people have accomplished the feat, which costs a few thousand pounds for support craft and personnel, over 2300 times. The multiple-time record holder is Alison Streeter, who has done the swim over 40 times. More recently, lengthwise swims of the Channel from Landâ&#x20AC;&#x2122;s End, Cornwall, to Dover in Kent have become a greater challenge for intrepid swimmers. This 330-mile swim was completed by Lewis Pugh, whose aim was to raise money for an awareness campaign about the state of our oceans, in a record time of 49 days in 2018. Sources: www.britannica.com, www.reuters.com, www.telegraph.co.uk, www.marineinsight.com
1. Make the names of two countries using all the letters in the following sentence: AN CARES FOR ERIN LEE. 2. If ABB + BAA = CCC, and C+C+C = AB (a 2-digit number). What are the values of A, B and C given that A is less than B? 3. The letters in the chemical symbols for barium, iridium, nickel and oxygen can be used to spell the name of a capital city. Of which country is this city the capital? 4. In a family there are two parents and their children. There are two daughters, each of whom has two brothers. How many family members are there? 5. Which four-letter word can be used to complete the following words: AD _ _ _ _ , E _ _ _ _ FUL and IN _ _ _ _ ORY? 6. I can be heavy or I can be light. I can bring life or I can bring tears. A word that sounds like me can be held tight. And another can be measured in years. What am I?
7. A family who enjoy travelling are eating dinner. They talk about the countries they have visited and realize there are two countries in Europe none of them has visited. Coincidentally, these two countries are the only ones with a capital whose name has just a single vowel. Which two countries have they not your visited? 8. In the jungle with your guide you reach a fork in the path you are on. One path leads to a village of pathological liars who have cannibalistic tendencies. The other leads to a village of kind natives. At the beginning of each path there is a villager from each village. Each of these two villagers know about the other's traits. Your guide tells you that you can only ask either villager one question before you choose which path to follow. He will not accompany you any further. What question should you ask and what should you do so as to get home safely.
Test Brain
Answers at the foot of the page
Quiz
1. The first tanker to transit the Northwest Passage was the SS Manhattan in 1959. In which state was she built? A. New York B. Florida C. Massachusetts D. Virginia
6. When did the first attempt to build the Panama Canal begin? A. 1862 B. 1881 C. 1890 D. 1914 7. Which ship in Magellan’s fleet of five was the only one to complete a circumnavigation of the globe? A. Trinidad B. San Antonio C. Santiago D. Victoria
2. Which of the following is not a Black Sea port A. Novorossiysk B. Murmansk C. Constanta D. Odessa 3. The squat effect, which brings a ship closer to the seabed when moving through shallow waters, can have serious consequences. After which scientist is the principle that explains this effect named? A. Daniel Bernoulli B. Sir Isaac Newton C. Sir George Stokes D. Blaise Pascal 4. Which Indian port was described as “The Gateway to India” at the beginning of the nineteenth century? A. Koch B. Mumbai C. Mangalore D. Chennai 5. Greek fire was a very effective weapon used in naval warfare. In which century was its use first recorded? A. 7th B. 9th C. 10th D. 12th
8. Which of the following countries has the same number of ports as the combined total in Chile, Mexico and South Africa? A. Sweden B. Denmark C. Finland D. Germany 9. The most expensive ticket for passengers on the Titanic was for accommodation in one of the two first-class parlour suites. What is the modern equivalent of the price of one of these tickets? A. $17,000 B. $29,000 C. $57,000 D. $83,000 10. A properly calibrated meter in perfect working order gives an unexpected reading. What is this an example of? A. a barrier failure B. a weak signal C. a malfunction D. a mind trap Answers at the foot of the page
Keyword
Find a keyword associated with at least one article in this issue by solving the clues and rearranging the letters in the boxes with black borders.
C U
2. Where Discovery was constructed (6)
E
3. Home of the White Cliffs (5) 4. Australian cyclone affecting Capesize market (8)
V
S
6. Metal chain link (7)
8. Formed when different fuel blends are mixed (11)
D
R
Answers
C P
E
C L
7. Needed to adopt a healthy lifestyle (11)
Hint: Necessary for progress
A I
5. University conducting research into microplastics (9)
9. Greek ship commander in 1822 (7,8)
D
I P
H M
N
S
L
S O
Y
QUIZ answers: 1.C 2.B 3.A 4.B 5.A 6.B 7.D 8.D 9.D 10.B TEST YOUR BRAIN answers: 1. France, Sierra Leone 2. A=7, B=2, C=9 3. Kenya (Nairobi) 4. 6 (2 parents, 2 daughters, 2 sons) 5. Vent 6. Rain (rein, reign) 7. Belarus, Switzerland (Minsk, Bern) 8. What would the person from the other village say if I asked which path is the safe one to travel down? When you hear the answer, you choose the other path. KEYWORD SOLUTIONS 1. Glacier 2. Dundee 3. Dover 4. Veronica 5. Singapore 6. Shackle 7. Willingness 8. Asphaltenes 9. AndreasMiaoulis Keyword: KNOWLEDGE
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1. Vessel that got lost off Antarctica (7)
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T
Historic Vessels
he Royal Research Ship Discovery was specially constructed in Dundee to venture into the uncharted Antarctic wilderness in order to gain invaluable knowledge of the region. She was launched in March 1901 as a wooden barque of 172 feet (52m) in length. Propelled by a coal-fired steam engine and sails, she could attain a speed of 8 knots. As she had to carry extensive supplies, the boilers and engine were located towards the stern to provide more storage space. Additionally, in order to avoid compromising the magnetic survey, there was no iron within 30ft (9m) of the magnetic observatory. The epic voyage to Antarctica under Commander Robert Falcon Scott began on 6th August 1901. On board there were 48 crew, including Ernest Shackleton and Edward Wilson. Because of their isolated destination, supplies were vital. They included clothing, sledges, tools, explosives, lamps, books, candles, medicines and signal rockets. Donations from large companies were also forthcoming. Bird & Sons donated custard, Evans, Lasher and Webb provided line juice and Cadbury’s delivered two tons of cocoa powder. The Discovery also sailed with around 1000lb (450kg) of tobacco. More supplies in the form of 45 sheep, sacks of food, dogs and timber for huts were loaded in New Zealand. The Discovery reached her destination in January 1902. Despite the harsh conditions, over 500 new species of marine creatures were collected, coastlines, mountains and glaciers were mapped, magnetic measurements were taken, seismic activity was recorded and auroral observations were made. The expedition’s findings filled 10 sizeable volumes. After 10 months’ work, Scott, Wilson and Shackleton set out across the Great Ice Barrier with five sledges and ample supplies. They charted the area at latitude 80oS and continued, but on 30th December at latitude
L
aunched in December 1912, the Endurance (originally named Polaris) was a three-masted barquentine built in Sandjefjord, Norway. She weighed 348 tons and was 144ft (44m) long. Propelled by a coal-fired steam engine and sails, the Endurance was able to attain a speed of 10.2 knots. As she was designed for polar conditions, she was purchased by Ernest Shackleton for £11,500 and subsequently relocated to London. The Endurance departed Plymouth for Buenos Aires in August 1914 without Ernest Shackleton, who remained behind to engage in fundraising activities. He caught up with the Endurance in the Argentinian capital and at the end of October, the Endurance sailed to Grytviken, South Georgia. She departed for the Antarctic on 5th December and two days later, she encountered pack ice, which significantly slowed her progress. By 15th January, she was still around 200 miles from her destination of Vahsel Bay. At that point the weather had worsened, forcing Shackleton to order the vessel to seek shelter from gale force winds behind a grounded iceberg. After the wind had died down, the Endurance pushed on but soon got stuck in brash ice which was compressed by the wind which had picked up again. The ship remained icebound in the Weddell Sea for months as pressure on her hull increased. In November 1915, the superstructure began to give way, timbers started breaking and the order was given to abandon ship. Shortly afterwards, she sank bow first in 300m of water. The whole crew were unscathed. Of the 28 men, 22 had to wait behind as Shackleton and five others headed for South Georgia to request assistance in the largest of the lifeboats. In took three months for the rescue to be completed as there were no
RRS Discovery
Released from the Antarctic Ice. Source: www.rrsdiscovery.com
82017’, they were forced to turn back. They had been further south than anyone before, but the gruelling conditions had taken their toll. Shackleton had become incapacitated and the dogs had begun to succumb to the elements. Despite the setbacks, they managed to reach the Discovery in February 1903. In January 1904, two relief ships, the Morning and Terra Nova, arrived. However, the Discovery had miles of ice between her and open water, so controlled explosions were used to free her in February 1904. Just over seven months later, she reached Spithead to receive a hero’s welcome. She went on to serve the Hudson Bay Company, make three more research voyages to the Antarctic and function as a training vessel. In 1986, she returned to Dundee, where is now permanently berthed at Discovery Point. Sources: www.rrsdiscovery.com, www.en.wikipedia.org
Endurance
vessels equipped for voyages in ice laden waters at the island. Several missions have been undertaken to find the Endurance. The last of these began in February 2019, but this one also had to be abandoned after an underwater vessel became trapped under the ice. Although the stories of the RRS Discovery and the Endurance are very different, both vessels are historically significant. Indeed, final sinking November 1915 if auction prices for Endurance By Royal Geographic Society, Source: http://indigo.ie artefacts relating to their missions can be considered a yardstick for the importance of polar expeditions, they are of great significance. A chocolate bar taken by Scott, for instance, fetched around £500, while a photo carried by Ernest Shackleton of the Endurance before it sank was sold for over £15,000. More expensive items were a copy of Aurora Australis edited by Shackleton, which realised £35,250 and the diary of Alexander Macklin, assistant surgeon on the Endurance, which changed hands for a staggering £104,000. Sources: www.en.wikipedia.com, www.bbc.co.uk, www.express.com, edition.cnn.com, www.coolantarctica.com