W
Volume 1 Issue 1 October 2001
avelength centrofin@centrofin.gr
New Buildings
At this issue pg2
Centrofin is happy to include in her fleet the newly delivered
Oily Water Separator
M/T "GEORGIOS S"
Stowaways!! August 2001 ended with the eyes of the world focused on the 438 refugees, onboard a small Indonesian ferry believed to be sinking, who were rescued by the Norwegian Ro/Ro M/V "TAMPA". Captain Arne Rinnan prudently followed the stipulations of both the SOLAS and UN Law of the Sea conventions to the letter, in heroically rescuing these people in distress, though the international community found it far more difficult to adhere to the stipulations of the UN Refugee convention. The Master having exercised the best practice as a seaman faced later tremendous pressure
awaiting for governments and aid agencies to undertake their own obligations and assist him in placing these survivors safely on land. Matters onboard went rapidly from bad to worse. The refugees and asylum seekers hugely outnumbered his small crew and it was made clear that if he did not take them to Christmas Island violence either to his crew or to themselves was threatened. Having answered a distress call, the Master then found himself having to send one himself. ...continued to pg 8
letter from the editor It gives me great pleasure to introduce the First edition of the Centrofin "Wavelength" bulletin; a quarterly eight page magazine of various fundamental topics and news. It is addressed to You, our seafarers. Centrofin headquarters located at Glyfada Athens
CENTRO-NEWS
with the following particulars: Built in Daewoo shipyard in S. Korea, of 159,981 tons dwt, length 274m, propelled by a HSD MANB&W 20,630 bhp main engine and three YANMAR 950 kw generators. Two more sister ships will be delivered by Daewoo to Centrofin during the year 2002, plus one more Aframax of 115,000 dwt. "Wavelength" welcoming the new additions to the fleet wishes them and their officers and crew 'best of luck' and 'smooth seas'.
The articles will include matters related to P&I, Safety, Regulations, Lessons learned from Incidents, Family News, Contests, Your Letters and various other. We shall be delighted to share
TO THE MASTER: Please circulate this Bulletin to the CREW.
pg3
Fires Love Open Doors! pg4
A Pause for Thought pg6
Restricted Visibility pg8
Stoways!!
your views and very keen to listen to your suggestions and whether there are any features you would like to see added next time. We must use our collective efforts to secure an adequate supply of well trained officers and ratings to man our ships to attain the safest and most environmentally responsible shipping. I am sure you will find the articles on these issues interesting and thought provoking. I hope you will enjoy reading "Wavelength". Safe seas.
Engine Room Fires Fires are often caused by small details going wrong. Oil leakage hitting hot spots on engines is the most common cause of E.Rm fires. More than 60% of all engine room fires have been initiated by a hot spot and are in general more serious than fires caused by other factors. Most lubrication, hydraulic and fuel oils have an auto-ignition point above 250C. If a liquid hits a surface hotter than its auto-ignition temperature the liquid may ignite spontaneously.Any such hot spot represents an immediate hazard. All surfaces above 220C are to be insulated. Hot Surfaces A full review of diesel engines should include the items listed below - common trouble areas are marked with (!): -engine "body" -indicator valves (!) -cylinder heads -exhaust pipe from each cylinder (!) -tie in to exhaust manifold -exhaust manifold, particularly overlaps between steel sheets & laggins (!) -foundation and lifting lugs on exhaust ducts -turbochargers, particularly flanges to such (!) -cut outs for pressure / temperature sensors etc (!) -surfaces of floodlights
CAUSES OF FIRE
Oil systems within engine room should be inspected periodically by ship's personnel. Courtesy DNV
Oily Water Separator Dear Master & Chief Engineer,
What are they looking for is the following:
We wish to emphasise and ascertain that the Oily Water Separator (OWS) in your engine room is properly used.
1.- Discrepancies between DL and the ORB. 2.- Discrepancies between the amount of water pumped overboard after going through the OWS and the amount that the pumps could physically pump overboard during the same time. i.e. whether the amount shown in the ORB is greater than the pump capacity.
In a recent incident the U.S.C.G. officers insisted that the pipeline leading from the OWS to the ship's side be removed for closer inspection. Requests have also been made to make the overboard sea valve available for examination. The argument that it is below the waterline is apparently not acceptable, owners being required to use divers to secure it so it can be removed.
3.- Whether discharges from sludge tanks to shoreside facilities or barges exceed the pumping capacity of the vessel during the period the sludge oil was being discharged.
Although this is the most serious case, the USCG are, as a matter of course, reviewing all Oil Record Books (ORB), Log Books (LB), and other ship's documents to establish whether proper documentation has been maintained and whether false entries are being made, especially in the ORB.
The USCG has already fined several shipping companies substantial amounts of money and indications are that frequent checks will continue. Please discuss the matter with your officers and ensure that the correct entries are being made.
- pg 2 -
Photograph Contest
Fires Love Open Doors! Ôhe Lessons When nobody is in the galley, ALWAYS close and KEEP CLOSED the galley door. If a fire breaks out, this not only contains the fire within a protected space, but it also gives the crew valuable time to organise what course of action should be taken. Never tie or secure a fire door in the permanently open position. By doing so, you encourage the fire to spread and then it can become too dangerous to risk closing the door. Always turn off all hotplate elements and cookers after use. Never leave them on in an unattended galley. Leaving them on may save a few minutes in getting
Guess the artist's name of this pretty painting and a pleasant surprise will be yours The Editor
up to working temperature, but it can also be the cause of fire, or a bad burn as a result of a moment's inattention by a fellow crewmember. Never leave drying clothes or clothes over, or close to, hotplate elements, which are switched on. In all cases of fire, close all sources of ventilation to slow its progress SHUT all doors and windows to the space. Once a fire such as this is found, the vessel should be manĂŻeuvered immediately in order to reduce the wind effect. The installation of a smoke or heat detector, in the galley area would detect fire before it becomes well established, and allow it to be tackled using the vessel's fire extinguishers. In lieu of such detectors a patrol system should be used.
:)
Someone went into a second-hand store to buy one for his watch
Try to make something funny/interesting/exciting/in formative about life onboard or about leisure activities onboard or ashore, at a foreign country, and send us your photos. We welcome any number of entries from each participant. The deadline of entries is March 31, 2002. The prize: USD $200 for each photo published in this magazine.
CENTURY MARITIME AGENCY The Filipino seafarers are cared for, in Manila, by the CENTURY MARITIME AGENCY, established in July 1997, for the Principals of CENTROFIN's managed vessels.
Our Joke:
"We invite all our seafarers to a photo contest with motifs from shipboard life and ports.
CENMAR's attitude has been one of fairness, courtesy, justice, firmness and concern. The active 'Family corner' adds to caring of the seafarers and their families. One important annual event is CENMAR's Christmas party for its big family.
Cenmar Staff CENMAR's objective has been the selection, preparation and retention of competent and healthy seafarers, properly certified. As it's people that matter most, thus
- pg 3 -
SAFETY FIRST. Even the CENMAR staff carries out an office drill; "Earthquake Survival".
A Pause For Thoug Despite huge investment in making ships as safe as possible, there is always a risk that something might go tragically wrong. It could be a fire, a grounding, a collision, an explosion, a foundering, or some unforeseen event but, no matter what the initial cause, it can be several hours and sometimes days before the incident draws to a close. Throughout that time the crew will have many things to attend to. The successful outcome of an emergency at sea is dependent on four factors: the time available, the competence of the crew, the effectiveness of the search and rescue operation and, if all goes wrong, the survival factor. A fifth dimension can be added: the environment. A daylight accident in calm waters and in temperate climes is likely to have a very different outcome to one, which occurs on a bitterly cold night in bad weather. The time available is likely to be the big unknown. Herald of Free Enterprise capsized in seconds; Estonia in about 1 1/2 hours. Titanic took 2 hours and 40 minutes to sink and, more recently, the Greek ferry Express Samina went down in about 40 minutes. It took over 2 days of beating in heavy winds and high seas for the tanker ERIKA to sink. In several accidents where fire has broken out, the vessels involved have remained afloat but people have been injured or lost their lives, often because of smoke.
- pg 4 -
Apart from those extremely rare occasions when things happen so fast that any form of organised response is extremely difficult, the outcome of a disaster and the saving of life will be in the hands of the crew. It will be their knowledge, ingenuity and leadership, which will be tested, in potentially very trying circumstances. In compiling this article an assumption has been made that everyone on board will have received their form of basic training, and will be familiar with the general layout of the ship. It is unlikely, however, that many will have practical experience of a real emergency, or know what it is like to be in a ship that is sinking or full of smoke. The only certainty about an accident is that it happens without notice. Accidents seem to occur at the most inconvenient moments and in conditions very different to those experienced during safety drills. It could be on a wild windy night with a high sea running, or under a blazing tropical sun. Unless some thought has been given to the problems likely to be encountered, it is probable that individual crewmembers will be facing situations they had never envisaged. The sole aim of this piece is to provide food for thought and to encourage discussion about how best to handle a major incident.
ght
Training Take Training. How confident are people that they can find their way to a muster station in pitch darkness? Or how to run out of a fire hose without kinks in it, or maintain an aura of confidence and composure while trying to reassure a distressed passenger? The STCW Code lays down minimum requirements for the training of personnel but as scrutiny of past accidents reveals, the actual need is for something much more comprehensive. Effective training is the key to acquiring competence under pressure. Many will uphold that this is done routinely. The evidence suggests that in an emergency, training shortfalls are always exposed and that something always seems to go wrong with the best-laid plans. Training must not only prepare for the fundamentals but also how to handle the situation when the basic services, such as reliable communications, start to break down. It is surprising how often the public address system, or part of it, fails.
If a sloping deck is difficult to walk on, the list that is perceptibly increasing, is very, very frightening indeed and will focus the mind on the need to expedite the evacuation from an enclosed space. Smoke Smoke is one of the most difficult of all hazards encountered in the wake of an accident at sea. At best it obscures visibility, at worst it kills. It can cause great distress and can lead to rapid disorientation. Those trapped by smoke should remember that clear air can often be found at deck level. Lack of Lighting Lack of lighting can be very distressing. Although the emergency or low level lighting should provide sufficient illumination to locate escape routes, there have been a number of accidents where even this basic facility has failed. Readily available torches with fully charged batteries are extremely useful.
Summary
Keeping people informed In the immediate aftermath of an accident, it is unlikely that anyone will have a clear idea about what has happened or the extent of the damage. It will take even longer to determine the effect on normal services, but it must be assumed that some key ones will be lost somewhere. An analysis of a number of incidents shows that honesty and regular updates are by far the most effective means of keeping people informed. The aspect that takes many senior officers by surprise is how long the interval is between the actual event and the first broadcast. Most masters are convinced that the first information broadcast is usually made within two or three minutes of the accident. In practice the interval is often much longer. One of the first casualties in any emergency is an awareness of time.
The Hazards Angle of list Among the most frightening aspects of an accident at sea is when a deck begins to slope. Unlike the Titanic, which began to sink on an even keel after hitting an iceberg, most badly damaged ships start to list. People begin to notice the heel when it reaches about 2-3o and start to become alarmed by the time it becomes 5.o At 20o it will feel at least 40o and will be very difficult to negotiate. Doors become very difficult indeed to open; stairs and ladders are nightmares to negotiate and many people start to become disorientated. Loose gear starts to slide about, and a heavy motor advancing across the deck concentrates the mind and is not to be argued with. - pg 5 -
The chance of a major accident happening at sea is extremely remote. If it does then there is no reason why everyone shouldn't survive. With forethought and practice, casualties can be kept to a minimum. The successful outcome will be dependent on many factors, but the crew who can keep their heads and provide inspiring leadership in totally unfamiliar and extremely trying conditions, will do much to ensure it.
An Afterthought The aim of this article is to generate active discussion among seafarers. It does not pretend to provide all the answers, and there may be major differences of opinion about some of the views expressed. This doesn't matter. If it makes people more aware of what they have to do to prepare for the unthinkable, then it will have served its purpose. If you are sufficiently unlucky to ever be involved in real maritime disaster, it is vital that others learn from your experiences. The marine accident investigators will want to hear of your experiences so they can make appropriate recommendations to improve things, and ensure the lessons are passed on to others. Other lives may depend on what you are able to tell us. Courtesy MAIB/London
The Lessons Don't assume, ask
A key feature of navigating a vessel through a TSS is to anticipate two separate events: the likely consequence of one's own movements on other vessels after any planned course alteration, and to think through what the other vessel may do when it too reaches a probable wheel over position. The one thing to be avoided at all costs is to ignore the inevitability that things will change once you, or the other vessel, alters course. And pay particular attention to the vessel coming up astern. Human nature, and bitter experience, shows over and over again that OOWs often overlook what is happening behind them. A bump up the backside is unlikely to endear an OOW to either the master or his employer, no matter what the Rules might say.
Any OOW, who happens to be on watch when visibility reduces, has an awesome responsibility. The owners expect him to do the right thing, the master trusts him to comply with the regulations and his standing orders, and other vessels expect him to be keeping a proper lookout and taking whatever actions are necessary to comply with the COLREGs. The master's recurring nightmare is to be called too late when things begin to get out of hand. A responsible master will stress over and over again that he would rather be called unnecessarily if the OOW is in any doubt, than be called too late or not at all. Yet officers of the watch are seemingly reluctant to call the master on the assumption (often erroneous) that they think they can handle the situation themselves. By not informing the masters of the reduced visibility on this occasion, both OOWs denied themselves the benefit of added knowledge, watch-keeping experience, and judgement. The really good OOW is the one the master can rely on to call him.
Before altering course, an OOW must check that both the new course and the appropriate quarter are clear before putting the wheel over. The practice applies in good visibility as well as in poor. An alteration of course into the path of an overtaking vessel so close astern in poor visibility is a guaranteed recipe for cardiac arrest. In the interest of healthy seamen, don't do it. Tracks on a chart and planned passage speeds are not set in stone; ships may well have to deviate from them when the circumstances dictate. While a GPS waypoint alarm provides an invaluable reminder that a course alteration is due, the actual decision to do so depends on the OOW first checking it is safe. If there is something that prevents a safe alteration, such as an overtaking vessel close on the engaged quarter, a delay may be appropriate providing there is sufficient sea room. When checking to see the navigable water is available, OOWs should not rely exclusively on GPS and waypoint navigation. Those old friends the DR and EP, still gave a very good indication of where your vessel is likely to be in the minutes ahead.
Health Promotion On Board Ship. The current procedure of periodic medical examinations used to identify unfit seafarers, or those incurring possible health risks from working onboard ship does not address the basic fitness of the seafarer. The IMO has raised the issue of whether a seafarer
- pg 6 -
is physically able to perform the duties required of him. The items to be taken care of are: - Lack of movement (for some) - Diet
M
C.
Visibility
M AGE ENT I N AN
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NTROF
QUOTATIONS The bright idea favours the
To be an accurate aid to collision avoidance, radar must be closely monitored at all times on a range scale appropriate to the conditions and circumstances. Operators must also be aware of the capabilities and limitations of the radar in use. In a close quarters situation it is entirely appropriate to reduce the range scale of the radar in use. And the echo of a ship coming up astern may, for instance, lie within a blind arc created by a funnel. Or you are so focussed on looking at one echo that you ignore the new one that has just appeared at short range. In short, remember radar is a wonderful aid, but it doesn't produce all the answers especially at close range when you don't hold the other vessels visual. A second, or even a third pair of hands on the bridge to help out is often a very sensible, even essential, ingredient to safe navigation in such circumstances. Despite modern aids to prevent collision, the most common ingredient to accidents occurring in reduced visibility is excessive speed. It is so much better to slow down and be late, than to maintain full speed and perhaps arrive with a hole in the side; or even not to make it at all. Engineers will often remind their bridge watch-keeping colleagues about how difficult it is to slow down at short notice. But given plenty of warning, and an early decision to put the engines on stand by if poor visibility is forecast when approaching congested waters, even the most hard-bitten among them will agree with the decision.
Sound signals in restricted visibility are made for a single purpose; for others to hear them. Masters should take whatever steps are necessary to ensure they comply with the requirements to (a) make them and (b) hear them. It is very difficult to hear another sound signal from the comfort of a totally enclosed bridge. Very few vessels nowadays have helmsmen closed up on the helm. In reduced visibility when in congested waters, and assuming the engines are on stand by, and an extra officer is on the bridge, a course alteration may have to be implemented without delay. A ship in hand steering is far better placed to comply. A dedicated helmsman is strongly recommended. If you are ever involved in a collision, the only thing you must not do is to press on regardless. In very simple terms there are three actions you must take: check your own vessel is safe, ensure the other needs no immediate assistance from you, and alert the authorities. The order in which these actions are done will depend on the circumstances, but within a very few minutes, all three should be initiated. Failure to do so could lead to an already serious situation becoming even worse. There is one final lesson. For all mariners. If crossing a TSS in poor visibility, do be sensible. Don't try and nip in front of a fast moving contact on a steady bearing. Ever. Courtesy MAIB
Prepared mind
The most precious gift you can give someone else is a good Example
Anyone you want to keep in your life never take him /her for granted
Treat your friends like if one day they will be your enemies; and your enemies like if one day they will be your friends
To err is human; to admit is Divine
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You are invited to send in your quotation. Those published will receive a USD $ 50 prize.
- Weight control - Anti-smoking - Anti-drinking You might ask what is left to do. Ill health might be: elevated cholesterol values, elevated blood pressure, overweight, common muscular/skeleton problems related to pain in neck, shoulders and upper extremities. We should organise the physical recreation onboard and motivate crew to join in. A most frequent stated reason for not participating is tiredness and passivity. Messroom personnel should receive
professional training in preparing healthier food leading to lighter meals with lower fats and salt content and more vegetables. We should provide information on smoking and drinking effects, aiming to a reduction. Life at sea for the modern seafarer is very demanding.A fit seafarer is a safe seafarer.Human error is the most common cause of accidents at sea. The safety of the vessel depends on the skills, vigilance and physical / mental fitness of the seafarers. A health promotion project is on the way, starting by early January 2002. Please forward your comments to the Editor.
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Stowaways!! !
!
Introduction The safety of ships' crew can be compromised by stowaways ïn board, as the stowaways can become progressively agitated and violent if they are faced with long stays ïn board as a result of difficulties in repatriation or disembarkation. As the number of crew employed on board vessels decreases, it becomes more likely that the crew could fénd themselves outnumbered by persons stowing away. Preventive Measures
Precautions As is the case with the prevention of illicit drug smuggling, the risks of persons stowing away ïn board can be greatly reduced by restricting access to the vessel, allowing only authorised persons to board. Én this respect, the following measures are recommended: ! Accommodation doors should be locked or guarded while the vessel is in port ! Á crewmember should be ïn gangway duty, tallying all boarding and disembarkations ! Properly instructed watchmen should be vigilant for boarders, especially during the night ! The movements of stevedore gangs and shore labour ïn board should be
! !
Stowaways discovered on board Generally speaking, stowaways discovered prior to departure are easily disembarked. Problems become more complicated, however, as the distance from the boarding port increases. The first consideration õpïn the discovery of a stowaway should be whether it is possible to return to the port at which the individual came ïn board. Depending ïn the vessel's employment such a deviation may turn out to be less costly than the potential expenses of being faced with keeping the stowaway ïn board for an indefinite period of time, especially if the ship is not likely to trade to the boarding port in the immediate future. Consultations between Masters, owners and Ñ&É Clubs are therefore highly recommended. Other steps that should be taken include: . Notification that a stowaway has been discovered should be given to the owners, port of embarkation, next
"Wavelength" admiring Captain Rinnan's and his crew's seamanship, firmness and professionalism extends its congratulations for a job well done! The Honour of the Seafarer's profession was on the front line again.
Articles written in this bulletin do not necessarily reflect the views or policies of CENTROFIN. DISCLAIMER. The contents provided herewith are for general information purposes only; not intended to replace or otherwise contradict the detailed instructions issued by the owners, flag etc.
NTROF AGEMENT I N AN
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CENTRO-NEWS
Ôhe European Parliament passed a Resolution on September 6th.
IN
Wavelength
port of call, the vessel's flag state and the Ñ&I Club. Failure to inform the authorities at the next port of call can result in heavy fines being levied against the ship . Stowaways often try to hide identification papers. Therefore, a thorough search of the stowaway and the area in which the stowaway was found should be conducted. The Master should keep such identification papers in the ship's safe, as this will reduce the likelihood of the stowaway jumping ship prior to being put into the custody of immigration officials. Such incidents have been known to occur, causing lengthy delays and additional costs during subsequent investigations . The stowaway should be searched for concealed weapons, which if found should be confiscated . It is important to treat stowaways humanely, providing adequate food, washroom facilities and quarters. If possible, the stowaway should be confined to his quarters, as this will ensure his (and the crew's) safety until the time of disembarkation . The Master should take a statement from the stowaway covering all details of his citizenship and actions. The ÉÌÏ has approved a standard list of details for this purpose. Many Ñ&É Clubs have prepared questionnaires in several languages for stowaways to complete . Photographs of the stowaway should be taken and kept by the Master Stowaways should not be put to work while on board
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Imagine your vessel carrying 438 'passengers' in poor condition, and a threatening mood. The problems of stowaways and bogus crews is being faced on a smaller scale every day, as ships try to prevent being used as a conduit for illegal immigration by desperate people trying to escape. Below please read BIMCO's Advice on Stowaways.
monitored and restricted to the areas for which they are employed. When possible, access to the vessel should be restricted to the gangway only The vessel should be searched thoroughly before departure. During the search the integrity of locks ïn sea chests and storage lockers should be checked. Á search checklist should be used Storage lockers, machinery rooms, cargo areas, and any other areas which do not need to be open should be locked or sealed, providing that the securing of such areas does not interfere with the normal working of the ship or pose a possible safety hazard Random searches of the ship and immediate surroundings should be conducted During the night the vessel and immediate surroundings should be brightly illuminated
CE
...continued from pg1
Editor: Cmdr Nicholas A. Iliopoulos Staff Captain Manning & Training Tel: +30.0108983305 Fax: +30.0108983231 E-mail: nai@centrofin.gr Design-Production : Paradox Adv. +30.0106560832