W
Volume 1 Issue 5 October 2002
To r Sea each far ou er r s
avelength
Global Ballast Water Management Programme
CENTRO-NEWS
The paper below contains extracts from IMO circulars and its information is for your guidance ONLY. This matter is being handled by your Ïperator / Q&S Dept. Ed The introduction of invasive marine species into new environments by ships’ ballast water, attached to ships’ hulls and via other vectors has been identified as one of the four greatest threats to the world’s oceans. The other three are land-based sources of marine pollution, overexploitation of living marine resources and physical alteration/destruction of marine habitat. Shipping moves over 80% of the world’s commodities and transfers
approximately 3 to 5 billion tonnes of ballast water internationally each year. A similar volume may also be transferred domestically within countries and regions each year. Ballast water is absolutely essential to the safe and efficient operation of modern shipping, providing balance and stability to un-laden ships. However, it may also pose a serious ecological, economic and health threat. Ships have carried solid ballast, in the form of rocks, sand or metal, for thousands of years. In modern times, ships use water as ballast.
In this issue pg2
It is much easier to load on and off a ship, and is therefore more efficient and economical than solid ballast. When a ship is empty of cargo, it fills with ballast water. When it loads cargo, the ballast water is discharged. A potentially serious environmental problem arises when this ballast water contains marine life. There are thousands of marine species that may be carried in ships’ ballast water; basically anything that is small enough to pass through a ships’ ballast water intake ports and pumps. These include bacteria and other microbes, small invertebrates and the eggs, cysts and larvae of various species.
Global Ballast Water Management Programme pg4
Guidelines on Fatigue pg6
Review of Lifeboat and Launching Systems’ Accidents. pg7
The Tanker Man's Burden
...cont'd to pg 2
Malta's maritime history S
ituated in the middle of the Mediterranean, Malta has been influenced by the commercial, political and cultural life of the leading maritime nations, from the Phoenicians to the British. Her fine sheltered harbours are located along the trade routes between Gibraltar and Egypt. No wonder that the port of Valletta has always been considered as one of the important harbours of the Central Med.
The Phoenicians and later the Greeks had a great knowledge of the sea, winds and currents and it is probably to the former that we owe the "Lex Rhodia" - the basic principles of modern international law which governs the carriage of goods by sea. The Romans from around 218 BC occupied and commenced using Malta by their ships sailing from Rome to Alexandria and vice-versa. For them Mediterranean was "Mare Nostrum" - our sea. From the 5th century onwards the islands passed from the Byzantines to the Castilians until in 1530 they came under the rule of the Knights
TO THE MASTER: Please circulate this Bulletin to the CREW.
of the Order of St. John of Jerusalem for the next two and a half centuries. During the Knights' rule the Maltese Mariner improved his navigation and ship handling skills which thus strengthened Malta's maritime know-how and traditions. From around 1775 to 1964 Malta passed under the protection of Great Britain and its ties with the Royal Navy are obvious and preserved at the WICKMAN MARITIME COLLECTION, situated in the village of Xghajra (near Zabbar) and owned by Victor Wickman. A visit to this museum is a must, when next there. Ed.
Global Ballast Water Management Programme Prawn life cycle
The IMO Guidelines (extracts only) Resolution A.868(20) Adopted on 27 November 1997
5 Dissemination of information 5.4 Shipping organizations and ships' managers should be familiar with the requirements of port State authorities with respect to ballast water and sediment management and treatment procedures, including information that will be needed to obtain entry clearance. 6 Training and education 6.1 Training for ships' masters and crews as appropriate should include instructions on the application of ballast water and sediment management and treatment procedures, based upon the information contained in these Guidelines. Instructions should also be provided on the maintenance of appropriate records and logs. Governments should ensure that their marine training organizations include this in the contents of their syllabus 7 Procedures for ships 7.1 Procedures for ships 7.1.1 Every ship that carries ballast water should be provided with a ballast water management plan to assist in the minimization of transfer of harmful aquatic organisms and pathogens. The intent of the plan should be to provide safe and effective procedures for ballast water management. 7.1.2 The ballast water management plan should be specific to each ship. 7.1.3 The ballast water management plan should be included in the ship's operational documentation. Such a plan should address, inter alias: - relevant parts of these Guidelines; - approval documentation relevant to treatment equipment; - an indication of records required; and - the location of possible sampling points.
Appendix 2 GUIDANCE ON SAFETY ASPECTS OF BALLAST WATER EXCHANGE AT SEA 1 Introduction 1.1 This document is intended to provide guidance on the safety aspects of ballast water exchange at sea. The different types of ships which may be required to undertake ballast water exchange at sea make it presently impractical to provide specific guidelines for each ship
type. Shipowners are cautioned that they should consider the many variables that apply to their ships. Some of these variables include type and size of ship, ballast tank configurations and associated pumping systems, trading routes and associated weather conditions, port State requirements and manning. 1.2 Ballast water exchange at sea procedures contained in relevant management plans should be individually assessed for their effectiveness from the environmental protection point of view as well as from the point of view of their acceptability in terms of structural strength and stability. 1.3 In the absence of a more scientifically based means of control, exchange of ballast water in deep ocean areas or open seas currently offers a means of limiting the probability that fresh water or coastal aquatic species will be transferred in ballast water. Two methods of carrying out ballast water exchange at sea have been identified: .1 the sequential method, in which ballast tanks are pumped out and refilled with clean water; and/or .2 the flow-through method, in which ballast tanks are simultaneously filled and discharged by pumping in clean water. 2 Safety precautions 2.1 Ships engaged in ballast water exchange at sea should be provided with procedures which account for the following, as applicable: .1 avoidance of over and under-pressurization of ballast tanks; .2 free surface effects on stability and sloshing loads in tanks that may be slack at any one time; .3 admissible weather conditions; .4 weather routing in areas seasonably affected by cyclones, typhoons, hurricanes, or heavy icing conditions; .5 maintenance of adequate intact stability in accordance with an approved trim and stability booklet; .6 permissible seagoing strength limits of shear forces and bending moments in accordance with an approved loading manual; .7 torsional forces, where relevant; .8 minimum/maximum forward and aft draughts; .9 wave-induced hull vibration; 10 documented records of ballasting and/or de-ballasting;
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...cont'd from pg 1 The problem is compounded by the fact that virtually all marine species have life cycles that include a planktonic stage or stages. Even species in which the adults are unlikely to be taken on in ballast water, for example because they ...are too large or live attached to the seabed, may be transferred in ballast during their planktonic phase. Humans have of course aided this process for as long as they have sailed, mainly by dispersing marine species that have attached to the hulls of vessels. The commencement of the use water as ballast, and the development of larger, faster ships completing their voyages in ever shorter times, combined with rapidly increasing world trade, means that the natural barriers to the dispersal of species across the oceans are being reduced. In particular, ships provide a way for temperate marine species to pierce the tropical zones, and some of the most spectacular introductions have involved northern temperate species invading southern temperate waters, and vice versa. It is estimated that at least 7,000 different species are being carried in ships’ ballast tanks around the world. The vast majority of marine species carried in ballast water do
11 contingency procedures for situations which may affect the ballast water exchange at sea, including deteriorating weather conditions, pump failure, loss of power, etc.; .12 time to complete the ballast water exchange or an appropriate sequence thereof, taking into account that the ballast water may represent 50 % of the total cargo capacity for some ships; and .13 monitoring and controlling the amount of ballast water. 2.2 If the flow through method is used, caution should be exercised, since: .1 air pipes are not designed for continuous ballast water overflow; .2 current research indicates that pumping of at least three full volumes of the tank capacity could be needed to be effective when filling clean water from the bottom and overflowing from the top; and .3 certain watertight and weathertight closures (e.g. manholes) which may be opened during ballast exchange, should be re-secured.
HEALTH ADVISORY
INFLUENZA not survive the journey, as the ballasting and deballasting cycle and the environment inside ballast tanks can be quite hostile to organism survival. Even for those that do survive a voyage and are discharged, the chances of surviving in the new environmental conditions, including predation by and/or competition from native species, are further reduced. However, when all factors are favourable, an introduced species by survive to establish a reproductive population in the host environment, it may even become invasive, out-competing native species and multiplying into pest proportions.
oceans! Unlike other forms of marine pollution, such as oil spills, where ameliorative action can be taken and from which the environment will eventually recover, the impacts of invasive marine species are most often irreversible!
The International Response In response to the threats posed by invasive marine species, the United Nations Conference on Environment and Development (UNCED) held in Rio de Janeiro in 1992, in its Agenda 21 called on the International Maritime Organization (IMO) and other international bodies to take action to address the transfer of harmful organisms by ships.
Voluntary Guidelines
As a result, whole ecosystems are being changed. Invasive marine species are one of the four greatest threats to the world’s
2.3 Ballast water exchange at sea should be avoided in freezing weather conditions. However, when it is deemed absolutely necessary, particular attention should be paid to the hazards associated with the freezing of overboard discharge arrangements, air pipes, ballast system valves together with their means of control, and the accretion of ice on deck. 2.4 Some ships may need the fitting of a loading instrument to perform calculations of shear forces and bending moments induced by ballast water exchange at sea and to compare with the permissible strength limits. 2.5 An evaluation should be made of the safety margins for stability and strength contained in allowable seagoing conditions specified in the approved trim and stability booklet and the loading manual, relevant to individual types of ships and loading conditions. In this regard particular account should be taken of the following requirements: .1 stability to be maintained at all times to values not less than those recommended by the Organization (or required by the Administration); .2 longitudinal stress values not to exceed those permitted by the ship's classification society with regard to prevailing sea conditions; and .3 exchange of ballast in tanks or holds where
The member countries of IMO have developed voluntary guidelines for the control and management of ships’ ballast water, to minimize the transfer of harmful aquatic organisms and pathogens. These guidelines were adopted by the IMO Assembly in 1997, by resolution A.868(20). In recognition of the limitations of the current IMO voluntary guidelines, the current lack of a totally effective solution and the serious threats still posed by invasive marine species, IMO
significant structural loads may be generated by sloshing action in the partially filled tank or hold to be carried out in favourable sea and swell conditions so that the risk of structural damage is minimized. 2.6 The ballast water management plan should include a list of circumstances in which ballast water exchange should not be undertaken. These circumstances may result from critical situations of an exceptional nature, force majeure due to stress of weather, or any other circumstances in which human life or safety of the ship is threatened. 3 Crew training and familiarization 3.1 The ballast water management plan should include the nomination of key shipboard control personnel undertaking ballast water exchange at sea. 3.2 Ships' officers and ratings engaged in ballast water exchange at sea should be trained in and familiarized with the following: .1 the ship's pumping plan, which should show ballast pumping arrangements, with positions of associated air and sounding pipes, positions of all compartment and tank suctions and pipelines connecting them to ship's ballast pumps and, in the case of use of the flow
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Etiology: influenza virus (3 types a,b,c) Mode of Transmission • Airborne spread in crowded areas • Direct contact Signs and Symptoms • Fever • Headache • Muscle and joint pains • Sore throat • Cough Immediate Treatment • Adequate rest, and nutritious foods • Drink more water and juice • Medicines for fever and pain maybe used Prevention • Cover mouth and nose, when sneezing or coughing to avoid spread of virus • Avoid overcrowded areas • Avoid contact with patients when possible • Adequate rest and nutritious food
member countries have agreed to develop a mandatory international legal regime to regulate and control ballast water. The IMO’s MEPC and its Ballast Water Working Group, are well advanced with developing this regime and it is hoped that it will be agreed by member countries in 2003. It will take the form of a new international convention.
through method of ballast water exchange, the openings used for release of water from the top of the tank together with overboard discharge arrangements; .2 the method of ensuring that sounding pipes are clear, and that air pipes and their non-return devices are in good order; .3 the different times required to undertake the various ballast water exchange operations; .4 the methods in use for ballast water exchange at sea if applicable with particular reference to required safety precautions; and .5 the method of on-board ballast water record keeping, reporting and recording of routine soundings.
Guidelines on
! E U G I FAT For many years, fatigue was discounted as a potential cause of or contributor to human error. One reason for this misunderstanding was the old myth that fatigue could be prevented by various characteristics: personality, intelligence, education,
training,
skills,
compensation, motivation, physical size, strength,
attractiveness,
or
professionalism. However, recent accident data and research point to fatigue as a cause of and/or contributor to human error precisely because of its impact on performance. Human error resulting from fatigue is now widely perceived as the cause of numerous marine casualties, including one of the the worst maritime environmental disasters in the last century, the Exxon Valdez. The negative effects of fatigue present a disastrous risk to the safety of human life, damage to the environment, and property. Because shipping is a very technical and specialized industry, these negative effects are exponentially increased, thereby requiring seafarers’ constant alertness and intense concentration.
FATIGUE AND THE SHIP'S OFFICER/CAPTAIN HOW CAN YOU RECOGNIZE FATIGUE IN YOURSELF AND OTHERS (SIGNS/SYMPTOMS)? Fatigue can affect your mind, emotions and body (e.g. your capacity for tasks involving physical exertion and strength, as well as your ability to solve complex problems or make decisions, etc). Your level of alertness is dependent on fatigue, and therefore, human performance can be impaired. EFFECTS OF FATIGUE PERFORMANCE IMPAIRMENT SIGNS/SYMPTOMS 1. Inability to concentrate • Unable to organize a series of activities • Preoccupied with a single task • Focuses on a trivial problem, neglecting more important ones • Reverts to old but ineffective habits • Less vigilant than usual 2. Diminished decision-making ability • Misjudges distance, speed, time, etc. • Fails to appreciate the gravity of the situation • Overlooks items that should be included • Chooses risky options • Difficulty with simple arithmetic, geometry, etc. 3. Poor memory • Fails to remember the sequence of task or task elements • Difficulty remembering events or procedures • Forgets to complete a task or part of a task 4. Slow response • Responds slowly (if at all) to normal, abnormal or emergency situations 5. Loss of control of bodily movements • May appear to be drunk • Inability to stay awake • Affected speech e.g. it may be slurred, slowed or garbled • Feeling heaviness in the arms and legs • Decreased ability to exert force while lifting, pushing or pulling
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• Increased frequency of dropping objects like tools or parts 6. Mood change • Quieter, less talkative than usual • Unusually irritable • Increased intolerance and anti-social behavior • Depression 7. Attitude change • Fails to anticipate danger • Fails to observe and obey warning signs • Seems unaware of own poor performance • Too willing to take risks • Ignores normal checks and procedures • Displays a "don’t care" attitude • Weakness in drive or dislike for work In addition to the behavioral changes listed in the table (symptoms), there are also a number of other changes associated with fatigue that will manifest in physical discomfort, such as: • Headaches • Giddiness • Heart palpitations / irregular heart beats • Rapid breathing • Loss of appetite • Insomnia • Sudden sweating fits • Leg pains or cramps • Digestion problems WHAT CAN CAUSE FATIGUE? Fatigue may be caused and/or made worse by one or a combination of things: • Lack of sleep . Poor quality of sleep • Insufficient rest time between work periods • Poor quality of rest • Stress • Boring and repetitive work • Noise or vibration • Ship movement • Food (timing, frequency, content and quality) • Medical conditions and illnesses • Ingesting chemicals • Jet-lag • Excessive work load
WHAT CAN BE DONE TO REDUCE CREW FATIGUE ON BOARD SHIP?
HOW CAN PEOPLE PREVENT THE ONSET OF FATIGUE? Sleep Issues The most effective strategy to fight fatigue is to ensure that you get the very best quality and quantity of sleep. Sleep loss and sleepiness can degrade every aspect of human performance such as decision making, response time, judgement, hand-eye coordination, and countless other skills. In order to be effective in satisfying your body’s need, sleep must meet three criteria: Duration Everyone’s sleep needs are unique; however, it is generally recommended that a person obtains on average 7 to 8 hours of sleep per 24-hour day. A person needs the amount of sleep that produces the feeling of being refreshed and alert. Insufficient sleep over several consecutive days will impair alertness; only sleep can maintain or restore performance levels. Continuity Sleep should be uninterrupted. Six one-hour naps do not have the same benefit as one six hour period of sleep. Quality People need deep sleep. All sleep is not of the same quality and does not provide the same fully recuperative benefits. Here are some general guidelines on developing good sleep habits: • Develop and follow a pre-sleep routine to promote sleep at bedtime (e.g. a warm shower, reading calming material, or just making a ritual of pre-bed preparation can provide a good routine). • Make the sleep environment conducive to sleep (a dark, quiet and cool environment and a comfortable bed encourages sleep). • Ensure that you will have no interruptions during your extended period of sleep. • Satisfy any other physiological needs before trying to sleep (e.g. if hungry or thirsty before bed, eat or drink lightly to avoid being kept awake by digestive activity and always
visit the toilet before trying to sleep). • Avoid alcohol and caffeine prior to sleep (keep in mind that coffee, tea, colas, chocolate, and some medications, including cold remedies and aspirin contain alcohol and/or caffeine). Avoid caffeine at least six hours before bedtime. • Consider relaxation techniques such as meditation and yoga, which can also be of great help if learnt properly. Rest Issues Another important factor that can affect fatigue and recovery is rest. Rest, apart from sleep, can be provided in the form of breaks or changes in activities. Rest pauses or breaks are indispensable as a physical requirement if performance is to be maintained. Factors influencing the need for rest are the length and intensity of the activities prior to a break or a change in activity, the length of the break, or the nature or change of the new activity. Guidelines for maintaining performance Here are some general guidelines that can help you maintain performance: • Get sufficient sleep, especially before a period when you expect that time for adequate sleep will not be available. • Ensure continuous periods of sleep. • Take strategic naps (the most effective length of time for a nap is about 20 minutes). • Take breaks when scheduled breaks are assigned. • Develop and maintain good sleep habits, e.g. develop a pre-sleep routine. • Monitor and effectively manage hours of work and rest by maintaining individual records of hours rested or worked. • Maintain fitness for duty including medical fitness. • Eat regular, well-balanced meals. • Exercise regularly. Extracts from IMO/MSC/Circ 1014
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There are a number of steps that can be taken to prevent fatigue. Many of the measures that reduce fatigue are unfortunately beyond a single person’s ability to influence, such as voyage scheduling, ship design, and work scheduling. Steps such as the following are important in the prevention of fatigue on board ship, and are within the Ship Officer’s ability to influence and implement: 1. Ensuring compliance with maritime regulations (minimum hours of rest and/or maximum hours of work) 2. Using rested personnel to cover for those traveling long hours to join the ship and whom are expected to go on watch as soon as they arrive on board (i.e. allowing proper time to overcome fatigue and become familiarized with the ship) 3. Creating an open communication environment (e.g. by making it clear to the crew members that it is important to inform supervisors when fatigue is impairing their performance and that there will be no recriminations for such reports) Scheduling drills in a manner that minimizes the disturbance of rest/sleep periods 4. Assigning work by mixing up tasks to break up monotony and combining work that requires high physical or mental demand with low-demand tasks (job rotation 5. Establishing on-board management techniques when scheduling shipboard work and rest periods, and using watchkeeping practices and assignment of duties in a more efficient manner (using, where appropriate, IMO and ILO recommended formats – "Model format for table of shipboard working arrangements" and "Model format for records of hours of work or hours of rest of seafarers") 6. Scheduling potentially hazardous tasks for daytime hours 7. Emphasizing the relationship between work and rest periods to ensure that adequate rest is received; this can be accomplished by promoting individual record keeping of hours rested or worked. Using (where appropriate) IMO and ILO recommended formats in "IMO/ILO Guidelines for the Development of Tables of Seafarers’ Shipboard Working Arrangements and Formats of Records of Seafarers’ Hours of Work or Hours of Rest" 8. Re-appraising traditional work patterns and areas of responsibility on board to establish the most efficient utilization of resources (such as sharing the long cargo operations between all the deck officers instead of the traditional pattern and utilizing rested personnel to cover for those who have traveled long hours to join the ship and who may be expected to go on watch as soon as they arrive) 9. Ensuring that shipboard conditions, within the crew’s ability to influence, are maintained in a good state (e.g., maintaining the heating, ventilation and air-conditioning (HVAC) on schedule, replacing light bulbs, and contending with the sources of unusual noise at the first opportunity) 10.Establishing shipboard practices for dealing with fatigue incidents and learning from the past (as part of safety meetings) 11.Increasing awareness of the long-term health care of appropriate lifestyle behavior (e.g. exercise, relaxation, nutrition, smoking and alcohol consumption).
(Editor's Note: CENTROFIN's vessels are intentionally manned by 25-30% more crew above the Flag's Minimum Safe Manning requirements)
The Tanke
Review of Lifeboat and Launching Systems’ Accidents. It makes sober reading. A study was carried out following receipt of a number of reports revealing that people were being injured or killed while using lifeboats during training exercises or when testing them. This prompted the MAIB to carry out an in-depth analysis to identify the reasons why. A root cause in many of the accidents was an over complicated design of launch system and its component parts. It also found that personnel handling lifeboats faced many risks. The seafarer has no control over the design of the lifeboat launching system on board his ship, but he can reduce the risk of an accident by conscientious equipment maintenance, operation and training. The review identified that training, repair and maintenance procedures fell short of what was necessary. As a seafarer you have an interest in the lifeboats on board your own vessel. You may not necessarily be involved in their maintenance, but you could be involved in using one. How well prepared are you? Are you aware of any shortfall in your knowledge and if so, what do you intend doing about it? How familiar are you with your lifeboats and launch systems? Try a self test. Have you ever sat in a lifeboat while it was being lowered? And if so, did you know what to do with your hands? At face value these are two very simple questions. If the answer to the first question is “no”, and you don’t know the answer to the second, you may well be one of the many people at sea who could do with some refresher training. You might have been told what to do but, unless you have actually tried it yourself, the chances are that you will have forgotten some crucial feature of the drill or may be unfamiliar with the equipment fitted. Don’t be shy in admitting it. It is far better to find out now and do something about it, than be caught out when it really matters. Try a different approach. Do you have confidence in the lifeboat system in your ship? You may well have heard ominous reports about people being injured or even killed when using them, or you may have looked at your lifeboat and seen the bilge keel grab rails corroding away. You could, as a result, be mildly apprehensive about getting into one. It is however, essential, that you have that confidence which only comes with familiarity in how to use them correctly and the knowledge they are correctly maintained and looked after. If push comes to shove (metaphorically speaking of course) and you have to use the lifeboats, you will be banking on three things: it will function as designed, it won’t kill anyone in the process, and you won’t let anyone down by not knowing what to do. If the ship is sinking beneath you, or the heat from the fire is getting a trifle warm, it is probable you will be preoccupied with the problem of the moment. It is not the time to take a crash course in lifesaving equipment, to understand how to deploy it or how to use the lifeboats. If you have that uncomfortable feeling you need further training, do something about it. NOW!! Courtesy MAIB 2/2001 (Editor's Note: Read relevant article in WAVELENGTH- Issue 2)
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Our Joke: A nation is a group of people united by a mistaken view about the past and a hatred of their neighbours. Attributed to Ernest Renan (1823-1892)
Dear C/Cook and Galley company. Next to Fire avoidance, in your area, is Fly eradication. Ed.
Flyfactoids Everything Everyone (and particularly the catering department onboard) never wanted to know about flies.
• Flies are referenced in the Bible as one of the plagues brought upon Pharaoh and Egypt. • The sponge like mouthparts of the house fly, Musca Domestica, are specialized forms of the labium, or what in other insects is simply the lower lip. Absorbed liquid food flows up through the trunk like proboscis with the action of a pumping organ in the head. • Flies vomit (an enzyme called Volidrop along with a portion of their stomach contents) on their food before eating to “soften” it. The housefly regurgitates every time it comes to rest. • There are about 16,000 species of flies in North America alone. • The average life expectancy of a fly is eight days to two months. • Flies are the only flying insect with two wings. All others have four.
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ker Man's Burden
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scenario with which all tanker personnel are familiar: the tanker arrives in Rotterdam with a full cargo of crude, after 40 days at sea, and goes alongside the terminal. It must discharge within 36 hours, or be considered a “Poor Performance Vessel.” As soon as the gangway is secured, the following people start to board, usually within the first few hours, all demanding the attention of the master or chief engineer.
• Agents (owners and charterers)
• P&I club inspector
• Immigration
• Oil company ‘X’ vetting inspector
• Terminal safety inspector with check list
• Oil company ‘Y’ vetting inspector
• Cargo inspectors for ullage and handling
• Flag state inspector/harbor master
• Ship chandler with storage barge
• Medical team for drug test
• Bunkering barge master
• ISM inspections
• Lube oil supplier
• Anti-piracy teams
• Electronics/instrumentation/automation
• Add in a few more who, as we all know,
specialists for repairs
expect to be received on board on a
• Class surveyor
vessel’s arrival in port.
• Customs – usually with search party
QUOTATIONS A shady business never yields a sunny life. Money is not growing on trees. By BBC World-TV
The most advanced the most alone. The mission determines the coalition (Key phrase attributed to Donald Rumsfeld)
The human spirit is not measured buy its act, but by the size of its heart (Billboard/ Ground Zero, NYC on 09/11/2002)
• Office Superintendents (deck + engine) -
• Port authorities for inspections (IGS,
Two crew members have to visit the doctor
smoke emissions, etc.)
- Cash advance to Master - Crew change
• Port State Control inspector
(three sign-on, four sign-off)
The ship’s personnel are expected to cope with all these visitors while, at the same time, dealing with the operations of discharge, security and safety. We are omitting their shore leave. In what other industry would this state of affairs be tolerated, in the context of an operation of the magnitude and risk that attends the discharge of a crude oil tanker? Enough is surely enough. (Extracts - Courtesy TSAKOS Shipping & Trading / ABS Surveyor) • A Chinese entomologist estimates that flies carry no less than 1,941,000 bacteria on their bodies. Another source estimates that 33 million microorganisms may flourish in a single fly’s gut. • Flies play a role in food poisoning by transmitting bacteria to food. • A fly’s wings beat 200 times per second. • Flies have around 4,000 lenses in each eye. • Flies jump up and backwards when taking off. • Each adult female fly lays several hundred eggs. Six or more generations may hatch in a single summer producing a huge fly population. • One pair of flies can easily produce 1 million offspring in as little as 6-8 weeks. • Houseflies watch each other constantly and follow each other to food sources. That’s why there are always so many enjoying the same food. • Flies can live two to three days without food. • USDA sources reveal that flies contaminate or destroy 10 billion dollars of agricultural products each year. • For every fly you see there are 19 more hidden from your view (Ed. Kill).
To conceive the good, in fact, is not sufficient; it must be made to succeed among men. To accomplish this, less pure paths must be followed. Ernest RENAN.
The lighter side of marine incidents… The first mate was found to be drunk one day and that day it happened to be the captain’s turn to write in the ship’s log, so he wrote: “The first mate was drunk today.” He begged and pleaded to the captain to remove that entry but the captain argued that once an entry was made in the company’s log it couldn’t be deleted. The first mate decided to get even. The next time it was the first mate’s turn to write in the log, he wrote: “The captain was sober today.”
(WAVELENGTH illustrations, as above, have been provided by kind permission of publishers Witherby & Company Ltd from the most interesting publication "Training & Assessment On Board" - by L.A Holder of VIDEOTEL MARINE INTERNATIONAL. Editor).
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Courtesy NoE P&I Club
Biblical Translation
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CENTRO-NEWS
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.
IN
Wavelength
remained the only authorized Bible in English for Roman Catholics until the 20th century. The new learning in the 15th and 16th centuries revived the study of ancient Greek and led to new translations, among them an important one by the Dutch humanist Desiderius Erasmus, who in 1516 published an edition of the New Testament containing the Greek text and his own translation into Latin. Meanwhile, in Germany, Martin Luther produced the first complete translation from the original Greek and Hebrew into a modern European language. His German-language translation of the New Testament was published in 1522 and that of the complete Bible in 1534; this remained the official Bible for German Protestants and was the basis for Danish, Swedish, and other translations. The first complete English-language version of the Bible dates from 1382 and was credited to John Wycliffe and his followers. But it was the work of the scholar William Tyndale, who from 1525 to 1535 translated the New Testament and part of the Old Testament, that became the model for a series of subsequent English translations. All previous English translations culminated in the King James Version (1611; known in England as the Authorized Version), which was prepared by 54 scholars appointed by King James I. Avoiding strict literalism in favour of an extensive use of synonym, it was a masterpiece of Jacobean English and the principal Bible used by English-speaking Protestants for 270 years. About the time of the invention of printing in AD 1450, there were only 33 different translations of the Bible. By about 1800 the number had risen to 71; by the late 20th century the entire Bible had been translated into more than 250 languages, and portions of the Bible had been published in more than 1,300 of the world's languages. New translations of the Bible into English proliferated in the 20th century. Among the more recent Protestant Bibles are the Revised Version (188185), a revision of the King James Version; the Revised Standard Version (1946-52) and the New Revised Standard Version (1989), which are widely accepted by American Protestants; The New English Bible (1961-70) and The Revised English Bible (1989). Among the Roman Catholic Bibles are a translation by Ronald Knox (1945-49), The Jerusalem Bible (1966), The New Jerusalem Bible (1989), and The New American Bible (1970). Compliments Encyclopaedia Britannica Inc.
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oth the Old and New Testaments have a long history of translation. The Jewish Bible, the Old Testament, was originally written almost entirely in Hebrew, with a few short elements in Aramaic. When the Persian empire controlled the eastern Mediterranean basin, Aramaic became the lingua franca of the area, and for liturgical reasons it became necessary for the Jewish communities of the region to have the Torah, or Pentateuch (the first five books of the Bible), translated into the common language from traditional Hebrew. The resulting Targums (from Aramaic meturgeman, "translator") survived after original Hebrew scrolls had been lost. By the mid-3rd century BC Greek was the dominant lingua franca, and Jewish scholars began the task of translating the Hebrew canon into that language, an undertaking that was not completed for more than a century. Because tradition held that each of the 12 tribes of Israel contributed six scholars to the project, the Greek version of the Jewish Bible came to be known later (in Latin) as the Septuagint (septuaginta: "70"). The Hebrew Scriptures were the only Bible the early Christian church knew, and as the young religion spread out through the Greek-speaking world, Christians adopted the Septuagint. In the meantime, many of the books of the Christian Bible, the New Testament, were first written or recorded in Greek, and others in Aramaic. The spread of Christianity necessitated further translations of both the Old and New Testaments into Coptic, Ethiopian, Gothic, and, most important, Latin. In 405 St. Jerome finished translating a Latin version that was based in part on the Septuagint, and this version, the Vulgate, despite errors introduced by copyists, became the standard of Western Christianity for a thousand years or more. Hebrew scholars at Talmudic schools in Palestine and Babylonia about the 6th century AD began trying to retrieve and codify the Hebrew scriptures, restoring them authoritatively and in the Hebrew language. Over centuries they laboured to complete the traditional, or Masoretic, text, which since its completion in the 10th century has come to be universally accepted. The Masoretic version was transmitted by scribes with amazing fidelity down to the time of movable type in the 15th century. Jerome's Latin Vulgate served as the basis for translations of both the Old and New Testament into Syriac, Arabic, Spanish, and many other languages, including English. The Vulgate provided the basis for the DouaiReims Version (New Testament, 1582; Old Testament, 1609-10), which
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