In this issue
Wavelength
2.
Company News
6.
Safety First
9.
Bilge Water Separators & Oil content meters
10.
Changing course
11.
Comments on a recent incident
12.
Guidelines for fitness on board ships
14.
A Short History of the Port of Piraeus Part 1
The CENTROFIN Newsletter
Issue 46 - January 2012
>>Editorial
Dear seafarers This edition of Wavelength marks an important anniversary. Ten years have passed since this bulletin was first circulated to our seafarers and business associates, back in October2001. These years have seen great changes in our industry, in more ways than one. Just try for a moment to remember what shipping looked like ten years ago: -
single hull tankers were still plowing the oceans in great numbers,
-
for years bulk carriers were struggling to make ends meet in a difficult market,
-
acronyms such as TMSA, ISPS, MLC, SECA (and many more!) were not yet conceived, piracy was something that happened mostly in restricted SE Asian waters with the objective to steal cash and goods from seafarers; now it is a menace of the seas,
-
-
-
the largest container ship on order was of 8,800 TEU capacity (by Maersk); now it is 18,000 TEU (again by Maersk), seafarers were just starting to get familiar with words like risk assessment, continuous improvement and management of change; now these are part of their everyday practices.
Our company has also progressed over the years, becoming bigger and more modern. The average fleet age has come down to just over 6 years and the average vessel size has grown to over 135,000 MT.
Our seafarers are far more experienced, better trained and much more effective than ten years ago. We are proud that you have been serving repeatedly with us, and especially pleased to have still with us many officers who have risen through the ranks in our company over the years, such as Captains Rommel Reyes, Mohan Raikwar, Dmytro Perkhun, and Chief Engineers Rodolfo Pascua, Manoj Bhaumik, and Oleksandr Ivanov; to name just a few out of a solid, reliable and faithful pool of seafarers. The Wavelength has been steadily keeping you company over these years, however this will also be undergoing some changes from now onwards. After a very successful decade, Cmdr Nicholas A. Iliopoulos has surrendered control of the Wavelength to John R. Haygood. John has been with us for just over a year in the Marine Operations dept, and we expect that he will bring a fresh approach and enthusiasm to our bulletin (even though, admittedly, our previous editor was never lacking in the area of enthusiasm!). With this opportunity I would like to extend our thanks to the outgoing editor. Nicholas has served well our company for many years from a variety of posts, and has put his personal effort and emotion in the Wavelength. We wish him the best of luck in his future pursuits in the Far East or elsewhere. On behalf of the management, I would like to also extend our best wishes to John for success in this venture, and to request you all to embrace and support him in his new role as Editor. This bulletin helps provide information, news, training, humor, etc, but its primary aim is to bring us all closer together. We value your participation and feedback, so please be forthcoming in any way that you feel like. Wishing safe and smooth seas to all,
In 2001 we were taking delivery of the second newbuilding vessel, in 2011 we took delivery of the 24th one! More importantly, our seafarers have grown with us over these years. Our retention rate has risen from just above 65% in 2000, to 90% over the last few years.
Anthony Lambros Quality & Safety Manager / DPA
The articles presented and the views expressed in this bulletin do not necessarily reflect those of Centrofin and/or its members. DISCLAIMER: The contents provided herewith are for general information purposes only, and there is no intention to replace or contradict the detailed instructions/procedures issued by the Owners/Managers, Flag, etc. Editor: John R Haygood , Email: wavelength@centrofin.gr Readers are welcomed to send any comments, questions or suggestions for our review. Design-Production: www.paradox.com.gr / Tel: +30 210 6560 574
2
Wavelength - Issue 46 - January 2012
>>Company News
Photo taken during the naming ceremony of M/T PSERIMOS and M/T KAPSALI
November 2011, saw the delivery of the newbuilding Capesize Dry Bulk Carrier M/V PHILIPPOS A. to its owning company "Rooke International Ltd". M/V PHILIPPOS A. is 176k dwt bulk carrier designed with the modern IACS Common Structural Rules and built by New Times Shipyard in China under the supervision of a strong team of naval architects and marine engineers. She is classed with Bureau Veritas and was registered under the flag of Malta, just like her three sister vessels that were delivered earlier in the year: M/V PHILIPPOS A. marks the completion of a significant newbuilding schedule which in 2011 saw the introduction of five Capesize Dry Bulkers:
M/V PHILIPPOS A., 176k dwt, delivered to “Rooke International Ltd.”, on November 2011 and built at New Times Shipbuilding Co., Ltd – JingJiang, China
M/V CASTA DIVA, 178k dwt, delivered to “Searange Management Inc.”, on May 2011 and built at Shanghai JiangnanChangxing Shipbuilding Co., Ltd – Shanghai, China
And three Suezmax Crude Oil Tankers:
M/V POLYMNIA, 176k dwt, delivered to “Blackmore Incorporated”, on June 2011 and built at New Times Shipbuilding Co., Ltd – JingJiang, China M/V CALLIOPE P., 176k dwt, delivered to “Catalpa Incorporated”, on July 2011 and built at New Times Shipbuilding Co., Ltd – JingJiang, China M/V EVGENIA, 176k dwt, delivered to “Meyer Services Inc.”, on August 2011 and built at New Times Shipbuilding Co., Ltd – JingJiang, China
M/T PSERIMOS, 158k dwt, delivered to “Myra Investments Ltd.”, on April 2011, and built at Samsung Heavy Industries, Geoje, South Korea M/T KAPSALI, 158k dwt, delivered to “Adora Shipping and Trading Co.”, on June 2011, and built at Samsung Heavy Industries, Geoje, South Korea M/T LENI P., 158k dwt, delivered to “Summerton Investments Corporation”, on September 2011, and built at Samsung Heavy Industries, Geoje, South Korea
All vessels have come under the Technical management of Marine Turst Ltd. May we wish to all the vessels and their crews safe voyages, fair winds and following seas.
Wavelength - Issue 46 - January 2012
3
>>News Vast shark sanctuary created in Pacific 3 October 2011
By Richard Black The Marshall Islands government has created the world's largest shark sanctuary, covering nearly two million sq km (750,000 sq miles) of ocean. About a third of ocean-going sharks are on the internationally recognised Red List of Threatened Species. The Pacific republic will ban trade in shark products and commercial shark fishing throughout its waters. To put the sanctuary in context, it covers roughly the same area as Indonesia, Mexico or Saudi Arabia, and is about eight times bigger than the UK. The move will extend the area of ocean in which sharks are protected from about 2.7 million sq km to 4.6 million sq km (1.0 to 1.8 million sq miles).
200 Tons of Silver Found on WWII Ship by Rossella Lorenz It was a stormy Second World War night when, on February 17, 1941, three lifeboats abandoned the SS Gairsoppa, a 412 foot-long British cargo ship en route from India to Liverpool, England. In service of the Ministry of War Transport, the Gairsoppa was laden with tea, iron and tons of silver. Because of bad weather and insufficient coal, she was forced to break away from the military convoy off the coast of Ireland. As the captain re-routed in emergency for Galway, on the west coast of Ireland, the merchant steamship and its crew of 86 men were hit by a torpedo from a Nazi U-boat. She sank in icy seas within 20 minutes. Left at the mercy of the winds and waves, two lifeboats soon disappeared. A third boat managed to sail for 13 days, with only one person, second officer Richard Ayres, surviving the long journey to shore. Now, 70 years after the dramatic sinking, treasure hunters have announced the discovery of the Gairsoppa's intact wreck about 300
4
miles off the coast of Ireland, at a depth of nearly three miles. Laying deeper than the Titanic, the wreck is believed to hold the largest haul of precious metal lost at sea. According to U.S. underwater archaeology and salvage company Odyssey Marine Exploration Inc, up to 240 tons of silver, valued at more than $200 million, could be retrieved by next spring. The wreck was found with the help of an underwater robot which took three and a half hours to descend to the bottom of the Atlantic Ocean. "We were fortunate to find the shipwreck sitting upright, with the holds open and easily accessible. This should enable us to unload cargo through the hatches as would happen with a floating ship alongside a cargo terminal," Greg Stemm, Odyssey CEO, said. The company was awarded an exclusive salvage contract by the British government in 2010. Under the agreement, Odyssey will retain 80 percent of the silver's value. http://news.discovery.com/history/sil ver-haul-gairsoppa-110927.html
Wavelength - Issue 46 - January 2012
Under the bill, commercial shark fishing and any trade in shark products will be banned, and any of the fish accidentally caught must be released alive. Violators of all these measures face fines of up to ÂŁ200,000. The Marshall Islands follows the lead taken by Palau two years ago, whose sanctuary was then the world's biggest. Other nations including the Bahamas have since followed suit. Because they grow and reproduce relatively slowly, sharks are especially vulnerable to factors such as accidental or targeted fishing. Shark protection measures are also likely to help marine biodiversity overall, as they restrict the rights of fishing vessels and require greater scrutiny of landings. http://www.bbc.co.uk/news/science-environment15142472
>>News Recovered in pieces from the Adriatic sea in 1999, the ship was carrying a cargo of processed fish when it sank six miles off the coast of Grado in northeastern Italy. The small trade vessel, which was 55 feet long and 19 feet wide, was packed with some 600 vases called amphoras. They were filled with sardines, salted mackerel, and garum, a fish sauce much loved by the Romans.
Roman Ship Carried Live Fish Tank Remains of the second century ship show signs of an ancient pumping system designed to suck sea water into a tank. The ancient Romans might have traded live fish across the Mediterranean Sea by endowing their ships with an ingenious hydraulic system, a new investigation into a second century A.D. wreck suggests. Consisting of a pumping system designed to suck the sea water into a fish tank, the apparatus has been reconstructed by a team of Italian researchers who analyzed a unique feature of the wreck: a lead pipe inserted in the hull near the keel.
Now the archaeologists suspect that some 200 kilograms (440 pounds) of live fish, placed in a tank on the deck in the aft area, might have also been carried by the ship during its sailing life. "The apparatus shows how a simple small cargo vessel could have been turned into one able to carry live fish. This potentiality, if confirmed by future studies, shows that trading live fish was actually possible in the Roman world," Carlo Beltrame, a marine archaeologist at the Ca' Foscari University of Venice in Italy, told Discovery News. Indeed, a number of historical accounts have suggested that the Romans might have transported live fish by sea. Measuring 51 inches in length and
Alma telescope begins study of cosmic dawn 3 October 2011
By Pallab Ghosh
One of the 21st Century's grand scientific undertakings has begun its quest to view the "Cosmic Dawn". The “Atacama large milllimetre/submillimetre array” (Alma) in Chile is the largest, most complex telescope ever built. Alma's purpose is to study processes occurring a few hundred million years after the formation of the Universe when the first stars began to shine. Its work should help explain why the cosmos looks the way it does today. Alma consists of an array of linked giant antennas on top of the highest plateau in the Atacama desert, close to Chile's border with Bolivia. It has been under construction since 2003. So what do the researchers hope to discover? Alma observes light at millimetre and sub-millimetre wavelengths. It is at these wavelengths that astronomers can make out the swirling gas that came together in the very early Universe, more than 13 billion years ago, to form the very first stars to shine in the Universe.
featuring a diameter of at least 2.7 inches, the unique lead pipe was located in a sort of "small bilge-well" and would have been connected to a hand operated piston pump (which had not been found within the wreck). Ending with a hole right in the hull, the pipe intrigued the researchers. "No seaman would have drilled a hole in the keel, creating a potential way for water to enter the hull, unless there was a very powerful reason to do so," Beltrame and colleagues reported in the International Journal of Nautical Archaeology. According to the researchers, the reason wasn't the need for removing bilge water from the bottom of the boat through the pipe. "Given the ship's involvement in the fish trade, the most logical hypothesis is that the piston pump worked to supply a fish tank with oxygenated water," said Beltrame. Connected to the lead pipe, the hand operated piston pump would have easily allowed the necessary exchange of the water mass. http://news.discovery.com/history/rom an-shipwreck-fish-tank-110603.html
“ The sheer scale of the engineering project, its technical complexity and what this hardware will achieve is... a tribute to humanity
”
Pascal Martinez Alma
Cosmologists have their theories of what happened at this time. Now, astronomers will be able to literally see for themselves whether these theories are correct. Alma will also enable them to see the formation of planets around distant stars Another intriguing project is to study the supermassive black hole at the centre of our galaxy known as Sagittarius A. In addition, a Japanese team plans to use Alma to study another cosmic oddity: a dazzlingly bright galaxy called Himiko, creating the equivalent of 100 Suns each year, while around it little else is happening. But as well as being scientifically ambitious, the project is an incredible feat of engineering. The man leading the European Southern Observatory's efforts to construct the array, Pascal Martinez, described Alma as the "Pyramids of the 21st Century". http://www.bbc.co.uk/news/science-environment-15107254
Wavelength - Issue 46 - January 2012
5
>>safety first
Message from the DPA: Without realizing it, hazards can be formed even well before a job is commenced. Amongst the most serious mishaps that lead to accidents on board, are tasks being performed without proper authorization. It is of the utmost important that the chain of authority and responsibility is followed at all times, no matter how trivial or routine a job may seem. You should always follow the relevant procedures: - Sometimes a formal permit is required, e.g. hot work, enclosed space entry, cold work, working aloft, electrical works, etc. Never fail to go through the process! A permit is not just a document waiting to be filled – it is an additional safeguard to protect you! Making mistakes or omissions when using a permit is like planning for an accident. - Depending on the job, a risk assessment may be required to be conducted. Never fail to do so, to use your professional skill and experience and to minimize the potential risks and eliminate the hazards. - Always report to your superior officers about the tasks to be done. Information should also be freely shared among departments as some jobs may interfere with others. - Always ensure that supervision is in place and that the proper resources and tools are used. Modern seafarers are highly trained individuals and modern ships are well maintained and technologically advanced compared to their predecessors. It is unthinkable that in this environment people will insist on creating hazardous situations by ignoring prescribed procedures and authorization rules. Please do your part to ensure the chain of authorization is not broken! Wishing you safe seas. Anthony Lambros / Q&S Manager – DPA I welcome your comments, suggestions or feedback on the contents of this column (Safety First!) at q&s@centrofin.gr.
6
Title: Main Engine & Aux. Machinery Failures Source: IMT SAFETY ALERT BULLETIN: NUMBER: MS – 03/2010 Type of Incidents – (2008 to 2010) Cargo Pump failure 0 1 Heavy Weather Damage 0 0
3
Propeller Fouling/Damage 0 33 Fire 0 1 5 12 Mooring Failure 4 Anchor / Windlass Failure Misc. Machinery Failure Steering Failure 0 1 Main Engine Failure
7
9
5
1
IG / Boiler failure
7 8 8
3
14
5
0 33 0 1 2 Hull Structural Failure 2 3 3 Bottom touch 2 Allision with Berth / FSO / Beacons 3 Contact with Vessel
6 6 4
Deck spill
0
27
21
11 1
Pipe line Fracture Cargo to Ballast Structural failure Ballast Tank Structure Failure
5
7 1213
36
15
8 25 10
15
20
25
Number of Incidents
35 30
35
40
2008
In a number of cases it has been observed that the incidents led to vessels drifting relatively close to the coastline, or they had to be assisted to an emergency anchorage.
It is interesting to note that there is no particular identifiable trend. There is a wide range of the types of failures / breakdowns, even with industry wide increased maintenance intervals.
The purpose of this Safety Alert Bulletin is to highlight this increasing trend to the vessel operators and their crews in order to encourage an internal review of Main Engine and Aux. Machinery operations, inspections and maintenance procedures thereby minimizing such failures.
The following is an analysis of the Main Engine and Aux. Machinery related incidents: Control Air Pressure valve Failure Reversing Gear Failure Fuel Pump Failure Cylinder Liner and Piston Ring Failure Leak on Fuel Pipe M/E Turbocharger Failure Exhaust Valve Failure Lubricating Oil pressure Loss
Prudent passage planning includes assessing the potential for the loss of propulsion and identifies mitigating actions to reduce the associated risk.
TRUST (Ten Really Useful Safety Tips) ENTRY INTO ENCL l
l
Wavelength - Issue 46 - January 2012
The atmosphere of any enclosed or confined space is potentially dangerous. If an empty tank or other confined space has been closed for a time the oxygen content may have been reduced owing to a number of reasons Ensure that all unattended dangerous spaces are secured against entry, except when it is necessary to enter.
l
l
Entry into a dangerous space should be planned in advance and use the relevant 'permit-to-work' system. Daily work planning meetings is the best opportunity for planning as well as the necessary Risk Assessment to be carried out prior such task, in order to identify the potential hazards.
>>safety first Safety Bulletin 11-05 Title: Knowing an enclosed space when you see one Source: SIGNALS EXPERIENCES - NEPI (Case study applied to the Company's Management System – CMS) A bulk carrier loaded with a cargo of coal was lying at anchor waiting for a berth to discharge. Reports of a damaged access ladder in hold number three were being investigated by the bosun when he collapsed due to lack of oxygen, falling from the access ladder onto the ladder platform.
What happened? Following reports from the load port agent that stevedores had complained about the condition of the vessels hold access equipment, the ship's bosun had entered number three hold to examine the extent of damage in order that repairs could be scheduled at the discharge port. Although the condition of the access ladders had been discussed with the chief officer on the day prior to the accident, no formal decision had been taken concerning the timing or nature of the ladder inspection. Fortunately on this occasion the bosun had taken an experienced seaman with him who remained outside the access hatch and was able to raise the alarm quickly when the bosun collapsed. The injured bosun was recovered from the hold by a rescue party and evacuated to a local hospital where he was found to have sustained multiple fractures and head injuries.
What lessons can we learn?
This initial precautionary approach can contribute significantly to the reduction of accidents associated with enclosed space entry. Once identified as potentially dangerous, crew members should contact a competent person in order that a preliminary risk assessment can be carried out should entry be determined necessary. In this particular incident the bosun was not aware that the hold fulfilled all of the criteria identified above. The oxygen depleting properties of the coal had reduced the oxygen content of the hold to dangerous levels.
Work planning Although the chief officer had discussed the proposed repairs with the bosun, this had been carried out in an informal manner and as such did not address the potential hazards associated with the hold entry. In addition to providing a structured forum to discuss proposed maintenance, formal work planning involving key i n te r - d e p a r t m e n ta l p e rs o n n e l m a i n ta i n s c r i t i c a l communication links on board and ensures a fully informed discussion addresses all of the potential hazards associated with the planned work.
Defining a dangerous space
Crew awareness
Encouraging crew members to perform simple informal risk assessment by considering whether the space they are about to enter may have limited openings for entry and exit have unfavourable natural ventilation not be designed for continuous occupancy will help prevent them from entering an enclosed space that may be deficient in oxygen or contain either flammable or toxic vapours.
The prompt and considered response by the seaman at the entrance, and his decision not to enter the hold without appropriate breathing equipment removed the risk to his own life and ensured there were sufficient crew available to implement a quick recovery when support arrived. There is a very real danger of rushing in to assist an injured colleague when the circumstances of the accident are not fully understood by those observing. ..cont to pg 8
LOSED/DANGEROUS SPACES l
l
A competent person should make an assessment of the space and a responsible officer to take charge of the operation should be appointed. Testing of a space should be carried out only by persons trained in the use of the equipment. A steady reading of at least 21% oxygen by volume on an oxygen content meter should be obtained before entry is permitted.
l l
Compressed oxygen should not be used to ventilate any space. Any unexpected reduction in or loss of the means of ventilation of those spaces that are usually continuously or adequately ventilated then such spaces should also be dealt with as dangerous spaces.
l
l
At least one attendant should be detailed to remain at the entrance to the space whilst it is occupied. No one should enter any dangerous space to attempt a rescue without taking suitable precautions for his own safety since not doing so would put his own life at risk and almost certainly prevent the person he intended to rescue being brought out alive.
Wavelength - Issue 46 - January 2012
7
>>safety first
Title: Knowing an enclosed space when you see one Source: SIGNALS EXPERIENCES - NEPI (Case study applied to the Company's Management System – CMS)
Which regulations provide guidance? IMO Resolution A.864(20) - Recommendations for entering enclosed spaces aboard ships Identifying the characteristics of an enclosed space, these recommendations outline the procedures to adopt and precautions required to perform a preliminary assessment of risk, testing of the atmosphere and control measures required should entry be necessary. These recommendations are also contained in Appendix 7 of the Code of Safe Practice for Solid Bulk Cargoes (BC Code), with an example of an enclosed space entry permit and a copy of a crew awareness poster.
Code of Safe Working Practices for Merchant Seamen (COSWP) Many of the casualties associated with enclosed space accidents are the result of ill equipped crew members rushing in to assist injured colleagues. Enclosed space awareness training must highlight the importance of waiting for suitably equipped response teams before a recovery is made. Cargo awareness All crew members who may come into contact with cargo onboard should be made aware of its characteristics. The properties of coal cargoes can vary significantly depending on the manner in which the coal has been mined, stock piled and cared for. This particular cargo had significant oxygen depleting properties. Which CMS instructions are relevant? Within our own Company Management System there are many references relevant to this case: - DRY: FIM Ch B 1.1 General reference on asphyxiation hazardous cargoes and oxygen depletion. - TANKER & DRY: FIM Ch B 2.2 Entry into an enclosed space, relevant precautions, hazards, permit system, risk assessment and rescue. - TANKER & DRY: Form D/S-02(permit) - TANKER & DRY: FIM Ch A 1.8 Work planning meetings - TANKER & DRY: FIM App I 4.12 - DRY: P19 3.1.2 Table item 1 / Risk assessment instructions - TANKER: P22 3.1.2 Table item 2 / Risk assessment instructions
8
Wavelength - Issue 46 - January 2012
Chapter six defines an enclosed space as “any enclosed or confined space in which it is foreseeable that the atmosphere may at some stage contain toxic or flammable gases or vapours, or be deficient oxygen, to the extent that it may endanger the life or health of any person entering that space”. It further states that the master is required to ensure all unattended dangerous spaces are secured against entry except when it is necessary to enter, and that employers have procedures in place for entering and working in confined spaces. Chapter 17 highlights suggested control measures for entry into enclosed or confined spaces including atmospheric testing.
>Technical Bilge Water Separators & Oil content meters by Dimitris Sarantis In ships fitted with Oil Content Meters approved in accordance with IMO Resolution MEPC 107.(49), it is essential to retrieve, review and record data from 15ppm bilge alarms. Resolution MEPC.107 (49) paragraph 4.2.9 requires that the 15ppm alarm is capable of recording the date and time, and the operating status of the 15ppm bilge separator. The recording device should also store data for at least 18 months and should be able to display or print a record or official inspections as required. If the 15ppm bilge alarm is replaced, means should be provided to ensure the data recorded remains available on board for 18 months. Furthermore, Resolution MEPC.107 (49) requires that all routine and repair maintenance on the 15ppm bilge separator and alarm are recorded and that ship staff training should include familiarization with the operation and maintenance of the equipment. IMO Circular MEPC. 1/Circ 677 requires that all oily water separator (OWS) operations including diagnostics should be logged in the Oil Record Book (ORB). Owners and operators are urged to ensure that ship's engineering staff are familiar with the contents of MEPC. 1/Circ 677 and competent in the use of any OWS on board as required aware of the recording function provided on 15ppm bilge alarms approved in accordance with IMO Resolution MEPC.107 (49) and able to retrieve and review this data, and that the data is consistent with that recorded in the ORB. recording all routine and repair maintenance and OWS operations in the ORB.
The main sources of contamination in bilge The Oil Content Meter (OCM) controls water and bilge holding tanks are: the discharge of processed bilge water 1) Sludge from decanting/bottom draining from the OWS ensuring that the storage and sludge tanks. Lube oil and fuel discharge does not exceed 15ppm (parts oil purification (oily water). per million) of oil. However OCMs way 2) Fuel oil storage and settling tanks (oily also detect particles other than oil. water). Newer OCMs built according to 3) Lube oil and fuel oil filtration (oil). MEPC.107 (49), are better in detecting 4) Machinery leakages. oil emulsions than the older ones built 5) Condensate from air compressors and according to MEPC.60 (33) and the type compressed air systems. 6) Diesel engine piston stuffing box of the OCM fitted on the vessel can be leakages and piston underside blow-down seen in the IOPP Supplement, item 2.3.1 (slow-speed diesels only). & 2.3.3. 7) Boiler water/condensate drains (different than piston cooling water because When there is a heavy particulate load these include other types of chemicals (e.g., in the processed bilge water, OCMs can solvents), causing different concerns). often prevent the discharge of 8) Equipment and engine-room washing. processed bilge water. To this end, 9) Economizer water washing. determining what contaminants, 10) Seawater/freshwater cooling (a potentiparticulates and particulate and al source of biological contaminants). emulsion forming chemicals are present 11) Fire-fighting foam. 12) Water treatment chemicals. in the bilge is essential. 13) Engine coolant. 14) Grey water drains. Improper bilge water management 15) Sanitary system leaks and overflows; practices are a major factor in problems and which can lead to equipment failure. 16) Air conditioning and refrigeration The contaminants in Oily Bilge Water condensate. can be: waste oils, solvents, detergents, Contaminant minimization is directly iron oxide particles-rust, engine-room associated with practices related to soot and “biological” contaminants. maintenance, cleaning and operation of all Controlling these contaminants at the equipment and systems. source is the primary corrective action. References: a) Lloyd's Register Classification News No.25/2011: "Statutory alert: Heightened attention to 15ppm bilge equipment, familiarization, operation and records" b) IMO Circular MEPC.1/Circ.677
Wavelength - Issue 46 - January 2012
9
>Marine Operations
REFRESHING TIPS FOR THE OFFICERS ON WATCH AT BRIDGE
CHANGING COURSE By Cpt Yiannis Papageorgiou When you are altering your course, you can follow the below steps:
If you are going to make an alteration of course make sure it is an early and bold alteration, while you still have plenty sea room. Every alteration must be big enough so the other vessel can see it on its radar. A series of small alterations should be avoided. When making an alteration to the vessel's course, make sure you don't place your vessel into a close quarter situation/risk of collision with another vessel.
If you are ever in doubt, the best thing to do is stop your vessel until the risk of collision has passed. This will also give you more thinking time as to what you can do. After making an alteration of course, take more bearings to make sure the risk of collision/close quarter situation is past. If your vessel is on a collision course you may do the following:
To avoid any risk of collision you can do one of the following things:
10
Make an early and bold alteration of course Slow your vessel down Stop your vessel Come astern with your vessel
Wavelength - Issue 46 - January 2012
If you're the stand-on vessel you may alter course as long as you are not in a close quarters situation, but if in a close quarters situation you shall alter course. Never get into a close quarter situation if you can help it.
THE MASTERS ARE ENCOURAGED TO CONDUCT SAFETY MEETINGS, DISCUSSING THE ABOVEMENTIONED TOPICS.
>Marine Operations
Cpt Alexandros An. Stellatos A recent grounding incident has come to our attention about the container vessel M/V Cafer Dede (21,092 gt, built 2008) which has run aground off Syros Island in position Lat 37.38N, Long. 024.922 E on 8th November 2011
What Happened? A grounding usually has its origin in a chain of errors. Following an incident, the best way to prevent it from happening again is to tracing the chain of events back to its source(s). The above mentioned incident adds weight to the fact that the most important factor in accident prevention is the presence of a top down safety culture throughout the ship's crew. From the available pictures one can easily estimate the damage caused to the property and the potential damage to the environment.
Although details have not emerged yet, previous experience has shown that in all probability the causes behind the incident may have been any or all of the following: failure of Bridge teamwork, lack of navigation procedures, failure of emergency response planning. Weather has also played a significant role in past incident, but in this case, weather was slight to moderate. Therefore, we take this opportunity to stress the importance of Passage Planning (Appraisal, Planning, Execution & Monitoring) and Bridge Team work. The OOW must be alert during his watch and pay close attention to the existing circumstances, vessel's position relative to the planned course, off lying dangers, traffic in the area, visibility, prevailing weather, etc. He must navigate the vessel and plot positions using all available means to ensure the vessel is on the planned track. He must not hesitate to call the Master well in time if he is under any doubt, use the engines or take any action to ensure the safety of the vessel. The bridge team should be familiar with the contents of ICS Bridge Procedures guide, Bridge team Management and Company's Navigation Operation Manual which will enhance their knowledge to navigate safely.
Wavelength - Issue 46 - January 2012
11
>Manning, Health & Welfare
Guidelines for fitness on board ships INTRODUCTION The modern way of life is a sedentary one and opportunities for sport and fitness are limited. Even modern ships cannot always meet the needs of today's seafarers to do sport and fitness activities. Sports activities on ships have to take into account the general safety measures onboard. Ships do not always have sufficient or suitable accommodation or facilities for sport. Moreover, the strict organisation of work and tasks onboard does not leave a lot of time for physical activity. Individual seafarers are encouraged to take responsibility for their health within their living and working environment. Sport contributes to a general sense of physical, psychological and social well-being. Sport not only improves health but, through social interaction, it also encourages team-building. TIPS FOR SUCCESSFUL IMPLEMENTATION OF FITNESS ON BOARD The target group is relatively homogenous in terms of age, work, health and physical condition but attention should be paid to ensuring the participation of as many seafarers as possible. The health benefits, pleasure, social contact and looking better should be used as arguments to encourage participation.
Take a multi-route approach to informing and motivating the seafarers onboard. Offer a variety of activities. Provide incentives or prizes for participation that are appropriate to the activity. Use posters, leaflets, Fitness Packs and other means to promote the programme. The whole vessel must support the programme: captain and officers should show their commitment. Organise activities that can be carried out on several vessels, compare the results, report on them. Allow sufficient time to implement a fitness programme onboard. Behavioural changes take several months and benefits may take even longer to become measurable. Draw up a systematic plan of what you want to achieve in respect to fitness activities onboard and over what period of time. Link that to a company policy on health and sport. Activities should be planned and organised in a flexible way and must fit in with the work schedules onboard. Activities should not be very demanding to prepare and run.
Promoting fitness activities requires proper management. An easy and recognisable form of physical activity is better in order to avoid drop-outs and injuries. Activities should be organised and linked with leisure time, breaks and meals. To motivate seafarers to participate in fitness activities onboard and to encourage them to take more physical activity on a daily basis, keep 3 thinkings in your mind: “A fit seafarer = a safer ship”, “Healthy mind, healthy body” and “Your body, your capital. Keep it fit!” Promote them onboard in places where seafarers often pass or spend time together. In these guidelines, help is provided with assessing the fitness of seafarers by simple methods. Organise this type of assessment and discuss the results with the seafarers.
12
Wavelength - Issue 46 - January 2012
>Manning, Health & Welfare
BASICS OF FITNESS Fitness activities are intended to improve or maintain good physical condition. Fitness and health are closely related. Many elements are important to maintaining good health: healthy food, sufficient movement, adequate rest and avoiding stress. Keep the scores of every individual for discussion and comparison or even organise a competition: “Who walks most onboard, ”Does anybody onboard reach 10 000 steps a day, the recommended minimum for health benefits from walking?” Organise walks onboard after meals with a fixed route so that people can join in at any time. These walks should take 20 minutes at most and can also be used as meeting time. No special equipment is needed for the training suggested in these guidelines. This is to allow as many seafarers as possible to participate in the programme. Equipment for fitness onboard is welcome. A number of such items that may be interesting in order to facilitate fitness and sports activities onboard are:
Weight scale(s) (with body fat calculation?) Heart rate monitor(s) Music Measuring tape(s) Stopwatch(es) Bicycle(s) Ball(s) Tumbling mat(s) Weight bench(es)
Many seafarers will say that they are physically active the whole day, climbing stairs, lifting, pulling etc. The important thing is to exercise specific skills and maintain them at an appropriate level: stamina (aerobic endurance), strength and flexibility.
Fitness is not power training. Keeping fit gets our bodies in optimum condition. We move around more easily, recover faster and are less tired. During training, we force our bodies to perform at a high level. During the rest period that follows, the body will compensate for the effort made and become stronger for the next training session until a balance has been achieved between effort and compensation. The level of training must be sufficient to reach this “supercompensation”; overtraining can make us weaker. Fitness allows each individual to determine his own goals and decide on the number of training sessions per week, the weights he trains with, how long a training session takes, etc.
Draw up a schedule for who trains when and check that the participants are there at the right time. Give feedback on the number of hours trained and kilometres covered. Eventually this can be organised as a competition between departments onboard. The level of these activities allows everybody to participate; the aim is fun rather than competition.
Wavelength - Issue 46 - January 2012
13
A Short History of the Port of Piraeus
“
The Ancient Port of Piraeus
Part 1
From all the lands everything enters
“
by John R Haygood
For centuries Piraeus was one of the greatest ports of the Ancient World, only to be forgotten in the Middle Ages and then be revived again in the early 20th century. The strategic location of the port in the Eastern Mediterranean, combined with the seafaring tradition of Greece allowed the port to become the largest port of the ancient world and today one of the most important maritime centers worldwide. Archeological evidence has shown that the area of Piraeus has been inhabited since 2,600 BC. At that time Piraeus (more precisely modern day area of 'Kastella') was a rocky island that when the sea subsided, was connected to the mainland by a strip of land. Piraeus came into prominence in the 6th century BC, when the Athenians saw the advantages of its three natural, deep harbours of Cantharus, Zea and Munichia, over the older and much shallower harbour of Phaleron. In 511 BC, Hippias (tyrant of Athens) fortified the hill of Munichia, and in 507 Piraeus became a 'demos' (municipality) of Athens. In 493 BC, Themistocles was elected 'Eponymous Archon' (distinguished leader) of the Athenian government and one of his primary policies was to promote the development of the naval force of Athens. He understood that a strong navy was Athens's best chance to rise to power and prominence, and his vision was to define the future of Athens and of Greece as a whole. For the next decade, Themistocles, advocated the need for a strong Athenian navy, something in which he was strongly opposed by his great political rival, Aristides, who favored the more elitist 'zeugites' infantry. When in 483 BC a new significant deposit of silver was discovered in the Athenian mines of Laurium, Themistocles seized the opportunity to propose that the city of Athens uses this newfound wealth to build a new fleet of 200 triremes warships. For Themistocles, the true threat were the Persians, who at the time were preparing for a second invasion.
14
Wavelength - Issue 46 - January 2012
However, in order to convince the Athenians to build the fleet, he used as pretext the ongoing conflict with the island of Aegina and so his proposal was adopted. Initially it was agreed that 100 triremes would be built but as the Persian threat became clear, more than 200 warships were eventually constructed. In line with Themistocles' vision, Piraeus became the centre of the Athenian fleet and the construction of the new warships was carried out in the shipyards of Piraeus. The manning of the triremes, and especially the manning of the rows, was done by the poorer citizens of Athens, and the fleet was victorious against the Persian fleet in the battle of Salamis, in 480 BC. Following the battle of Salamis, Themistocles fortified extensively the three harbours of Piraeus and turned it into the naval base of the Athenian fleet. Under the guidance of Themistocles the Athenians built the neosoikoi (ship houses) in which they protected their fleet, they fully enclosed Piraeus city and ports with the Themostoclean Wall and connected Piraeus to Athens with the Long Wall. Moreover, the city of Piraeus was rebuilt according to the grid-plan of architect Hippodamus and the infrastructure of the port was greatly developed to facilitate the growing commercial needs. These great works created the necessary condition that allowed Piraeus to grow into a formidable trading port where, in the word of the historian Thucydides, “from all the lands, everything enters”. The fate of the city of Piraeus, followed that of Athens. It flourished during the Golden Age of Pericles, but suffered its first blow during the Peloponnesian War (431-404 BC). The city recovered, but never reached its past glory and remain in a state of slow disintegration until the Roman invasion of 85 BC, which dealt the final blow to the city.
>Fun Quotes Effective leadership is putting first things first. Effective management is to have the discipline, to carrying it out. Stephen Covey [Professor at the Jon M. Huntsman School of Business at Utah State University, and an author.] “Be a yardstick of quality. Some people aren't used to an environment where excellence is expected. “ Steve Jobs [(1955–2011) American businessman and inventor widely recognized as a charismatic pioneer of the personal computer revolution. He was co-founder, chairman, and chief executive officer of Apple Inc. and cofounder and previously served as chief executive of Pixar Animation Studios.]
"A successful man is one who can lay a firm foundation with the bricks others have thrown at him." David Brinkley [(July 10, 1920 – June 11, 2003) American newscaster for NBC and ABC in a career lasting from 1943 to 1997.] There are those who look at things the way they are, and ask why... I dream of things that never were, and ask why not? Robert Kennedy [(November 20, 1925 – June 6, 1968), Also referred to by his initials RFK, he was an American politician, a Democratic senator from New York, and a noted civil rights activist. He was a younger brother of President John F. Kennedy and acted as Attorney General, as well as one of his brother's advisors during his presidency.
Chinese Wisdom I hear and I forget. I see and I remember. I do and I understand.
2
Confucius
[Chinese Kong-Zi, literally "Master Kong", (traditionally 28 September 551 BC – 479 BC) was a Chinese thinker and social philosopher of the Spring and Autumn Period.]
Joke The trouble is that the guy who owns the parrot is a quiet, conservative type, and this bird's foul mouth is driving him crazy. One day, it gets to be too much, so the guy grabs the bird by the throat, shakes him really hard, and yells, "QUIT IT!" But this just makes the bird mad and he swears more than ever. Then the guy gets mad and says, "That's it. I'll get you." and locks the bird in a kitchen cabinet. This really aggravates the bird and he claws and scratches, and when the guy finally lets him out, the bird cuts loose with a stream of invective that would make a veteran sailor blush.
At that point, the guy is so mad that he throws the bird into the freezer. For the first few seconds, there is a terrible din. The bird kicks and claws and thrashes. Then it suddenly goes very quiet. At first the guy just waits, but then he starts to think that the bird may be hurt. After a couple of minutes of silence, he's so worried that he opens up the freezer door. The bird calmly climbs onto the man's outstretched arm and says, "Awfully sorry about the trouble I gave you. I'll do my best to improve my vocabulary from now on." The man is astounded. He can't understand the transformation that has come over the parrot. Then the parrot says, “By the way, what did the chicken do?"
2
So there's this man with a parrot. And his parrot swears like a sailor, I mean he's a pistol. He can swear for five minutes straight without repeating himself.
Wavelength - Issue 46 - January 2012
15
Bridge Navigational Watch Alarm System* What is BNWAS? The term BNWAS is an acronym for the term Bridge Navigational Watch Alarm System - a safety system made mandatory in amendments to SOLAS Chapter V Regulation 19 and adopted on 5th June 2009 by Resolution MSC.282(86). For cargo ships of 3,000 gross tonnage and upwards constructed before 1 July 2011, the regulation will have to be implimented not later than the first survey after 1 July 2012;
Why Do You Need a BNWAS? As outlined in the performance standards MSC.128(75): "The purpose of the bridge navigational watch alarm system (BNWAS) is to monitor bridge activity and detect operator disability which could lead to marine accidents. The system monitors the awareness of the Officer of the Watch (OOW) and automatically alerts the Master or another qualified OOW if for any reason the OOW becomes incapable of performing the OOW's duties. This purpose is achieved by a series of indications and alarms to alert first the OOW and, if he is not responding, then to alert the Master or another qualified OOW. Additionally, the BNWAS may provide the OOW with a means of calling for immediate assistance if required. The BNWAS should be operational whenever the ship's heading or track control system is engaged, unless inhibited by the Master.“ *All information obtained from http://bnwas.com/