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EIGHT BELLS DECEMBER 2014 SRI LANKA MASTER MARINERS QUARTERLY JOURNAL

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EIGHT BELLS

DECEMBER 2014

JOURNAL OF THE COMPANY OF MASTER MARINERS OF SRI LANKA

A New formula and a Practical Method to find the location of the pivot point (IN THE PROCESS OF ACHIEVING PATENT)

CMM CALENDER Maritime Seminar

Bi-monthly meeting with a technical Presentation *

Fellowship *

Motor Rally *

* Final confirmation and further details will be announced separately by the CMM Secretary.

In this issue People and Events

Joining the OPA

NI Corner

Joining CILT

Presidents Message

From the Editor

Secretaries Report

CMM activities

Guest Writer (Pivot Point)

How Important Is Your Mental Health

Anger and Seafarers

Sewol – An accident waiting to happen

Member Contributions

Safety matters – the sinking of the m.v. SEWOL

Member contributions - Missing flight MH370 and other

Port and Shipping News

A Boy goes out to Sea

Slow Steaming Benefits

A few for the road

For CMM parents and their kids

All Members are invited to encourage contributions from prospective “Guest” writers known to them, which contributions will be included, subject to value addition and availability of space in the journal.


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PEOPLE AND EVENTS We wish calm seas and safe voyages to the following members who signed on recently: Capt.’s Prasanna Fonseka, John Priyantha de Silva, Sujeewa Dassanayake, Nalaka Wijewardena, N.K.B. Samarasinghe, Dinuk Mendis, P.M.K.R. Navaratne, V. Kaneendran, Patrick Rodrigo, Sharon Galhena, Chandana Perera, Lakshman Dodantenne, Channa Abeytunge, Ajith D. Liyanage, Hiran Wijendra, Chinthaka Karawita, Vajira de Alwis, Sanjeewa Colonne, Manjula Dodantenne, Chaminda Rajapakse, N. Upul Biyanvilage, Kapila Jayasinghe, A.D.S.Fernando, S.A.C.K. Samarasinghe, Anura Wijesekara, Anil Mudalige, Jude Saparamadu, B.G.U.S. Somachandra, Ranjith Kumarasiri and Indika Sanjeewa Usgodarachchi. And a warm welcome back to the following who have returned from sea on vacation: Capt.’s Augustus Gordon, Prasanna Fonseka, Higgoda S. Ananda Pushpakumara,Indika Sanjeewa Usgodarachchi, Ajith Maldeniya, Shelton Sunny Wijesinghe, Pramal Fernando, H.M.K.K. Rajanayake, Mario de Silva, B.C. de Silva Sapukotana, Rohan Alwis, Rohan Karunaratne, Srikrishnan Kumareswaren, Capt. Edward Perera, Capt. Daminda Samaranayake, H.C. Navarathne, N.N.A. Jayakody, M. Mankaleswaren, M.C.N. Fernando, L.S. Lekamwasam, W.J.M. Ranamuni, N. Kalainesan, Mihira de Silva, M. G. D. N. Dassanayake, Balakumar Thangavelu, L.H.R. Fernando, H. A. H. K. Weerakkody, Palitha Vithane, Prawala Perera, Nishantha Hettiarachchi and Srinath Peiris. Overseas members who visited Sri Lanka recently Capt.’s G. Sanmugaratnam, Gehan Sirimanne and Capt. Asitha Wijesekera. We wish good luck to the following CMM members who have shifted their anchorages and taken up assignments ashore or shifted berth to other companies since the last issue. Capt. Suren Gurusinghe took up the position of Director / CEO of Fiji Maritime Academy, through CINEC Maritime Campus, from 01.09.2014. Capt. Ramesh Satgunanathan joined as Reef Pilot of the Torres Straits Pilots Pty Ltd, Australia from 29.09.2014, Capt. Sarath Fernando Consultant/Coordinator, Ocean University, Mattakkuliya from 10.09. 2014, Capt. I.H.S.S. Hemasinghe who was sailing as Master with PIL, joined as Assistant General Manager, Pacific Manning Agency Colombo (Pvt.) Ltd. from 11.10.2014 and Capt. C. P. Madegedara joined as Pilot of the Sri Lanka Ports Authority, Sri Lanka from 15.11.2014.

CMM wishes the above members success and progress in their new assignments. New members of CMM who joined since the AGM 2014 are Capt.’s Deepal Mendis, Prasad Alwis, Sumudu Chaminda Dodampalage, Kapila Jayasinghe, Dilum Perera and Gishantha Sampath Anthony. They will receive their life membership status in 2014. CMM’s total membership is currently 254 made up as follows: Life Members - 187, Members awaiting Life Membership - 50 and ordinary Members - 17.

Our condolences go out to the following members who lost their Mothers recently. Capt.’s Shantilal Jayamanne, Jude Saparamadu, Athula Hewavitharana and Ganendra Sanmugaratnam.

Joining the OPA. The CMM is a member of the OPA. CMM members who wish to join the OPA as an "OPA Centre Member" can apply for life membership to use the OPA facilities. An application has to be made to the OPA through the CMM. Kindly note the only educational and professional qualification which is required from CMM Members and which should be stated in the OPA application, is “Master Mariner”. Please contact CMM Secretary for further details.

Members may obtain an “OPA Membership Application

Form” from Capt. Rohith Fernando. As per the OPA

directory of life members 2014, CMM has only 33 names. Kindly forward your completed application form

attaching the required documents to the Secretary CMM

on email [email protected] with payment; or by

post to No. 14, Collingwood Place, Wellawatte, Colombo

06.

DO NOT FORWARD APPLICATIONS

DIRECTLY TO THE OPA.

Please note the following when filling up the

application form -

item No: 5 The Company of Master Mariners of Sri Lanka item No: 8 Academic Qualifications keep blank item No: 9 Professional Qualifications only write “Master Mariner Class I” item No: 11 will be filled by Secretary

mailto:[email protected]


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The following CMM Members are enrolled as life members of the OPA. Capt. Nihal Keppetipola, Sesha Athuraliya, Lalantha Senanayake, Sanath Munasinghe, Lalantha De Silva, Nalin Peiris, Sardha De Silva, H.G. Siriwardhana, Nirmal Silva, Channa Abeygunawardana, Rohan Kaluaratchie, Ranjith Weerasinghe, Palitha Vithana, N. Jeyasriskandarajah, Anil Mudalige, Patrick Rodrigo, Sharon Galhena Joseph Ranchigoda, MTR Buddhadasa, Daminda Samaranayake, Nalaka Jayakody, Taraka Tewatta, Rohith Fernando, Uditha Karunatileke, Chandana Perera, V. Karunaratne, SACK Samarasinghe, IHSS Hemasinghe, Amitha Abeyratne, Sopaka Karunasundera, WA Gunawardana, Kapila Perera and M. Yoganathan.

# Member Achievements - Members are

invited to bring to the notice of the Editor, any special achievements of our Members and their organizations to be included in the 8 Bells.

Courtesy Lloyd’s List Australia by Jim Wilson— last modified Dec 11, 2014 10:26 AM

Shipping Australia’s well known and well-regarded general manager Captain Kushlan “Kushy” Athureliya, announced his retirement at the peak body’s Christmas lunch.

While addressing the delegates to the lunch, held this year at Doltone House on Elizabeth Street in Sydney, Kushy told the industry that he was looking forward to retirement and said it was his “privilege and honour to work with you all for 20 years.” He added that he hoped that “nothing but opportunities would walk through your door.” Delegates to the lunch celebrated the speech with a standing ovation. Kushy’s career spanned more than 45

years. He was born in Kandy, Sri Lanka, as the eldest son of six children. At the age of 16 he was granted a scholarship to train on the Indian merchant training ship, TS Dufferin. He later graduated and joined Blue Funnel Line and sailed with that company from 1968 to 1980, although over time it underwent a series of mergers and takeovers and changed its name to Ocean Transport & Trading.

In 1981 Kushy became a harbour pilot at the port of Colombo, Sri Lanka and, in 1982, was seconded to the Ceylon Shipping Corporation as a ship planner. In 1985 he was transferred to London as the regional representative of the Ceylon Shipping Corporation for five years. In 1990 he returned to Colombo and set up the private company, Ceylon Shipping Agency. In 1992 he went on to head up Lanka Tankers before later settling in Australia.

Capt. Palitha de Lanerolle was honoured with an award by CASA (Ceylon Association of Ship Agents) at their AGM in August 2014, in recognition for his contribution to the CASA training courses in shipping as a lecturer. Member achievements are also posted on the CMM Website. The new CMM website is operational and steered by Capt.’s Joseph Ranchigoda and Ranjith Weerasinghe. Members are kindly requested to log on to www.cmmsrilanka.lk and send in their feedback on-line. Kindly email your suggestions for improvement, additions; send in photographs of past and present events and information updates as a matter of priority, direct to Capt. Ranjith. Please advise of any changes to your personal data. A new design CMM white linen shirt (gifted to members at the AGM), a tie, a lapel and an attractive new cap are the latest additions to CMM Member items, which are priced as follows: White Shirt Rs. 1200; Tee-shirts (L & XL) Rs. 750;

Tie Rs. 1000; Cap Rs. 250; Jacket Lapel Rs. 500. For purchases, please contact Secretary Capt. Rohith Fernando at No. 14, Collingwood Place, Wellawatte, Colombo 06. Phone - Residence 2588171 and Mobile 0777 543 444 email: [email protected] All members are encouraged to attend the bi-monthly meetings and meet CMM colleagues in fellowship. Announcements which are circulated by email to the general membership will also be posted on the CMM website.

In advancement of professionalism and keeping abreast with the technical and related aspects in the field of maritime transport, members are

http://www.lloydslistdcn.com.au/author/Jim%20Wilson

http://www.cmmsrilanka.lk/



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encouraged to join the Nautical Institute UK and the Chartered Institute of Logistics and Transport UK, which process is made quite easy through the Sri Lanka Branch offices.

The Book on CSC times Below is a copy of an email sent earlier by Capt. Rohith Fernando – Secretary CMM. Members are reminded of the importance of sending in material to make it a book with great value for all seafarers. Dear Members of CMM,

You have been previously informed of the proposed project in compiling a book on CSC taken up by a team consisting of Engr Mr. Rohan Wijeratna, Capt. Harindra Perera, Capt. Asitha Wijesekera and Mr. Keith Henricus.

This is a once in a life time production of stories, recollections, memories, historical photographs and adventures of those who sailed with the CSC. It is not an ordinary journal but a handsomely bound full color production encompassing an anthology, depicting the lives and actions of some of the colorful and unforgettable characters who sailed the high seas with the CSC. Needless to say it will most definitely catch the attention and appreciation of the reader in a manner that will leave a taste of admiration of those who sailed those pretty ships. It will not only be a tribute to the ones who trained, worked and protected the National Shipping Carrier, but also be a valuable collectible and a resource of reference for generations to come, particularly of those whose names appear in it. It will also be a historical account of what life at sea was, for the benefit of future seafarers. In a nutshell, it is a full and absorbing account of this remarkable organization which will never be what it was, no matter how well it may be shaped in the future. A letter of Invitation from the publisher is attached herewith. Masters who sailed with CSC are kindly requested to contribute to this Book by way of an article, preferably with photographs. They can come in any form, shape or size and will be edited and rewritten where necessary to ensure quality and stature of the publication by the Editor and published under the name of each contributor, with a short resume of the author of each article.

For reasons of confidentiality and to preserve its novelty and uniqueness, all articles must be directed to the Editor of this book at [email protected]. I trust all CSC Masters would take this opportunity to write and be a part of this publication which will no doubt soon become a “must” on all discerning bookshelves of particularly seafaring types.

Thank you

Rohith Fernando

NI Corner

The Nautical Institute Sri Lanka Branch held their annual Branch dinner at the Grand Monarch on Sunday 07

th

December 2014. The fellowship was well attended and it was good to see the numbers growing. Branch activities will start rolling from January 2015 and CMM will be kept informed.

Holders of Master Mariner Class 1 certificates can join in the category of Associate Fellow of the Nautical Institute (AFNI) U.K. You can get further details by logging on to the NI UK website or contact the Secretary Capt. Nish Wijayakulathilaka (contact details in the CMM Diary) or watch the following Utube clip to see the work NI is involved in.

http://www.youtube.com/user/TheNauticalInstitute

NI website is www.nautinst.org or

you can Login here direct for membership details : http://www.nautinst.org/en/membership/

The many benefits of Nautical Institute membership include : # worldwide professional recognition, including being able to display your Nautical Institute membership on your CV and business card # monthly copy of Seaways, keeping you abreast of key developments in the maritime industry (now also readable online) # 30% discount on all Nautical Institute specialist maritime books and practical guides # big discounts on attendance at many Institute and industry events together with the opportunity to network with colleagues, employers and customers # £100,000 worth of legal defence insurance cover, protecting you against criminalisation # support for your continuing professional development through our ‘CPD Online’ programme # online Jobs Board # a representative voice at IMO, IALA and other industry bodies on key policy issues # personal copies of our human element Alert! Bulletin and The Navigator # online knowledge resources and a monthly e-newsletter

CMM Members can also directly join the Chartered Institute of Logistics and Transport (CILT) UK, through the Sri Lanka Branch.


http://www.nautinst.org/

http://www.nautinst.org/en/membership/


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The Chartered Institute of Logistics and Transport is a uniquely established global professional body. The Chartered Institute of Logistics and Transport is the leading professional body associated with logistics and transport. With over 33,000 members in over 30 countries worldwide, CILT holds unparalleled professional international recognition.

Established in 1919 and receiving its Royal Charter in 1926, the Institute has an exciting history behind it, but is always adapting to stay consistent with current logistics and transport issues. The Institute's Patron is HRH Queen Elizabeth II.

The principal objective of the Institute is “To promote and encourage the art and science of logistics and transport”. The Institute achieves this objective through both its membership and its educational qualifications. Membership provides a professional identity to those in the logistics and transport sector, as well as international recognition. The Institute’s professional qualifications educate not only those already in the sector, but also those wishing to enter into it.

The Chartered Institute of Logistics and Transport in Sri Lanka was established in 1985 and incorporated in the year 2000 by an act of parliament. Presently it has over 1000 members who are highly qualified in the Transport and Logistics fields.

Holders of Master Mariner Class 1 certificates can join in the category of Chartered Member of the Chartered Institute of Transport (CMILT) U.K. You can get further details by logging on to the CILT Sri Lanka Branch website given below. Contact the 8 Bells Editor Capt. D.J. Amarasuriya or Ms. Maryse below, for further information.

Contact Ms. Maryse De Costa - Coordinator The Chartered Institute of Logistics & Transport Sri Lanka C/O The National Chamber of Commerce of Sri Lanka 450, D.R. Wijewardana Mawatha Colombo 10 Sri Lanka. Direct : +94 11 5657 357 Mobile : +94 77 7579 798 Fax : +94 11 2698 494 E-mail : [email protected] Website : www.ciltsl.com # Respect cannot be demanded, it must be earned – Respect is earned only by giving it away.

MESSAGE FROM THE PRESIDENT CMM Dear members, It's been six months since the last issue of the ‘8 Bells’ and a lot has happened since then. Summarizing the past events, the first was the ‘National Sea Sunday’ service which is held on the 2nd Sunday of July each year, was held on the 12th July at St. Peter’s Church, Fort. This is an event celebrated all over the world on this day to pray for the Seafarers. A few office bearers of CMM took part in this event. The 10th Mariners’ Cricket Festival was held on the 20th September 2014 at the Wesley College grounds. It was well attended with a large number of members and families from both sides of the Marine fraternity. CMM took major honors winning most of the matches played under different categories. CMM cricket team also took part in the OPA organized six a side cricket tournament which was held at the NCC grounds on the 05th of October. A fair number of members turned up to cheer the team. The presentation on ‘Customs Border Control’ which was jointly organized with the OPA was held on Friday the 24th of October 2014 at the OPA auditorium. All attendees felt that it was a very good presentation and many a questions were asked by the audience. The joint X’mas party organized by CMM, IMarEST & SOCEM was held at the ‘Grand Monarch’ Thalawathugoda. This year we had the highest participation with a total of over 185 guests taking part. In the new year, the Council is planning for presentations and events in February, April & May. The details of these events will be notified in due course by our ever active Secretary. Finally, taking this opportunity to wish all members and their families a happy and a peaceful year 2015. Capt. Nirmal Silva

http://us.mc1603.mail.yahoo.com/mc/[email protected]

http://www.ciltsl.com/


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From the Editor So it’s another year over and a new one just beginning…..life certainly moves fast and we are nearly in 2015 already! CMM membership has increased and plans are in place to have increased activity as well… apart from our regular annual features. With the heat of the Presidential election on, everything else seems to take a back seat… the worst floods in 40 or more years, landslides, transport blocks…600,000 flood affected population,,,.. all seem far away. And very little mention of the Pope’s visit. Well first things first I guess! At CMM there are many matters that need our support and focus – Updating regulations, crew agreement, coastal regulations, manning and training and the maritime hub activity. We have the expertise, what we need is the pathway to use it for the benefit of the nation. So let us get together in 2015 and make further progress for our members and fellow seafarers.

Our appreciation continues to go out to the regular contributors for their support. A special appreciation to Capt.’s Mehran Wahid and Chandra Godakanda Arachchi for their wholehearted support to keep the 8 Bells going. As always, to Capt. Ranjith Weerasinghe for his advise and the attractive presentation of this edition.

Wishing all members a happy new year with peace, progress, prosperity and good health! Capt. D.J. Amarasuriya FNI, FICS, FCILT. Editor Members are reminded that any views expressed by contributors to the “8 Bells” are strictly their personal views and do not reflect the views of the CMM. Any articles, suggestions, criticisms, comments etc., can be sent to [email protected] and will be duly acknowledged.

“Give people more than they expect and do it cheerfully”.

Secretary’s Report

CMM has been quite busy since the 24th AGM

which was held at the Hotel Galadari on 13th June

2014 with a record attendance. CMM participated in the following. National Sea Sunday Service was held at the St. Peters’ Church, Fort on 13

th July 2014.

The new CMM Council of Members hosted the out-going Council Members to dinner on 08

th August

2014. The annual Festival of Cricket which was jointly Organised by CMM, SOCEM and IMAREST was another very successful event held on 20

th

September 2014. Students of the Maritime Academies of Sri Lanka had a very competitive round of matches. Match details are on the CMM website and elsewhere in this issue. We thank our generous sponsors Seaspan Shipping, GL, Tantri Marine, BV, LR and CINEC. OPA-CMM Activities CMM was represented by President Capt. Nirmal Silva, Vice Presidents Palitha de Lanerolle, Ranjith Weerasinghe, Secretary Rohith Fernando and Treasurer Tilak Wickramasinghe at the OPA Annual Sessions held at the Hotel Galadari on 23

rd

September 2014. Going further with the OPA activities, CMM participated (although not very successfully) in the Soft Ball Cricket Tournament held at the NCC grounds on 05

th October 2014.

CMM organized a joint seminar with the OPA on Customs Border Control at the OPA auditorium on 24

th October 2014. CMM is thankful to the Guest

Speaker Mr. Sudattha Silva, Senior Trainer, Superintendant of the Sri Lanka Customs and Attorney-at-Law who made a very informative and interesting presentation. Details of the presentation are on the CMM website. The joint Christmas Party organized by CMM, IMAREST and SOCEM ended the year’s activities on a very successful note on 12

th December 2014.

The venue Grand Monarch located at Thalawathugoda provided grand facilities and the fellowship was enjoyed by all, especially the kids. CMM has lined up a few activities for members, as well as families, in the new year 2015. CMM takes this opportunity to wish all members and their families a Happy New Year! Capt. Rohith Fernando Secretary



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To Members… Remember that there is always an organization to bail you out!

The National Union of Seafarers

Sri Lanka (NUSS), provides the

following to sri Lankan

seafarers

Social Security Scheme

A comprehensive scheme provides : - Life insurance and Medical insurance scheme

- Contribution to a retirement fund This scheme has been of immense benefit to Sri Lankan seafarers Counseling Services

- Awareness on HIV : NUSS is conducting regular HIV awareness programmes to seafarers with the support of ILO. NUSS has incorporated a clause on HIV in their IBF agreement.

- Support for Victims of Piracy : NUSS provides limited support for families and piracy victims.

- Legal Assistance & solidarity support for Sri Lankan & Foreign seafarers BACK WAGES

To date NUSS has provided back wages for affected seafarers more than 300,000 USD City Shuttle Service

NUSS operates a free shuttle service to foreign seafarers on board ships that berth at port of Colombo. They are taken to visit a few important within Colombo City.

For further details contact Mr. Ranjan

Perera Secretary / ITF Inspector),

Colombo, Sri Lanka.

CMM BIMONTHLY PRESENTATION

CMM organized a joint seminar with the OPA on Customs Border Control at the OPA auditorium on 24th October 2014. CMM is thankful to the Guest Speaker Mr. Sudattha Silva, Senior Trainer, Superintendant of the Sri Lanka Customs and Attorney-at-Law who made a very informative and interesting presentation.

# If a drop of water falls in a lake, there is no identity…

But, if it falls on a leaf of lotus, it shines like a pearl.

We need to choose the best place where we can shine.


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Guest Column – Cover Story

To continue his contribution to the 8 Bells, Dhakshina Perera has sent this based on his own research. Dhakshina who is sailing as a Chief Officer (a future CMM prospect) is also a visiting lecturer in CINEC’s Department of Marine Simulation.

A New formula and a Practical Method to find the location of the pivot point (IN THE PROCESS OF ACHIEVING PATENT)

In order to determine the location of the pivot point relative to the ship, the following attempts were made.

FIG (2) GPS Assuming if two GPS were fitted at the Bow(A) and stern(B), [see Fig (1)], then a turning motion is introduced to the ship.

FIG(1) After t=t time v/l shifted it’s position to a new location due to turning motion see fig (2) After t=t time GPS at point “A” shifted to “ A’ “ , Course over the ground(COG) and speed over the ground(SOG) of point “A” can be given by vector AA’ , assuming that t=t time is small. Accordingly COG,SOG of point “B” can be given by

vector BB’ , and as per the drift angle definition “

is the drift angle at point “ A” ( = Difference between the ship’s head and the COG of “A”),

accordingly “ “ is the drift angle at “B” . Definition of pivot point As per definition of pivot point (position at which drift angle becomes zero) at point “P” drift angle becomes zero, “P” represents the pivot point.

FIG (3)


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VB = Speed over ground (SOG)of point “A” VS = SOG of point “ B “ VBT = Transverse component of VB VBL = Longitudinal component of VB VST = Transverse component of VS VSL = Longitudinal component of VS

Fig(4)

Consider SOG of “ A” as VB, transverse and longitudinal components as VBT , VBL and SOG of point “B” as VS and components as VST, VSL [See fig (3)] Vessel acting as a rigid body Since vessel is a rigid body VSL = VBL ,if these two are unequal , then there should be a relative motion between Point “A” and point “B” along the longitudinal direction creating a compression or tension, which does not exist on a rigid body. Now consider point “X”[See fig(4)], the components SOG of “X” are VXT, VXL , since the vessel is a rigid body VXL = VBL = VSL = VPL But at pivot point(P) , transverse component does not exist due to drift angle is zero, as explained earlier. Hence all the points along the AB line or the longitudinal axis , will have equal longitudinal components, but transverse component will change as the SOG of points “A” and “B” changes, thus the pivot point changes it’s location along the AB line.

By this,It can be determine that location of the pivot point is a function of the transverse components ONLY. Determining the Pivot Point location relative to the stern point “B”

Fig(5)

Considering PAX and PBY triangles [See Fig (5)]

= =

But BY = VSL x tan(

AX = VBL x tan( And VSL = VBL

= = = = k ; (k as a variable )

= k PA = k x PB But PA + PB = Length Overall (LOA) PB = LOA – PA PB = LOA – (k x PB)

PB=


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So, the location of the pivot point relative to the

stern point”B” can be given as

where k =

, is the difference between Gyro heading and the respective GPS courses over the ground: the drift angles of point “A” and “B”. “k” can be “+” or “-“ ve, as per the directional convention used Thus pivot point can exist outside the ship, and can be determine by the sign and value of “k” Further as we learned from books and as a rule of thumb, that for head kick on engine, pivot point moves forward and for a steady turn PP exist around 1/3 of the LOA, from FWD , in above the position of the PP can be found in meters from aft, by doing a small following modification , it be shown in navigators standard that is , proportional position from bow (ex- 1/3 from bow) From above formula = > PA = LOA – PB Fig(6)

= > PA = LOA -

= > = 1 -

= = > PP from bow = Fig(6)

Existence of Pivot Point outside ship determined by value “k”

1.) Pivot Point inside ship When a vessel taking a steady turn, both the ROT and body motion will be to the same side (Ref.Fig6). In the example, the given vessel is taking a port turn. As per the sign convention used in the formula,

when the bow transverse vector( ) is towards PORT, taken as ‘-’ve , and Stern transverse vector (VST) is towards STBD is taken as ‘-’ve , thus (Ref.Fig6),“k” is positive and the Pivot Point lies within the ships limits. Hence if “k” is positive Pivot Point lies within the ship

2.) Pivot Point outside ship Due to an external force, the vessel can skid to either side i.e. For example (Ref. Fig7), the body motion is to Port but ROT is to Stbd. As per the sign convention, the bow transverse

vector( ) is to port thus ‘ – ‘ve, but Stern transverse vector (VST) is also to port thus ‘+’ve Hence “k” is Negative And the Pivot Point lies outside the ship Forward of the bow Hence if “k” is negative Pivot Point lies outside the ship

Fig(7)


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Proving and verifying the results of the formula in real environment Even though the Formula has been proved mathematically hereby, it was required to be tested in the real environment onboard several ships to verify the outcome to be in line with classical Pivot Point theories. Due to the difficulties and the lack of facilities and interest of people here, I had to request the help from organizations outside Sri Lanka, Several organizations and individuals accepted it immediately, including Capt. Harry Subramaniam, a high ranking naval officer in the US Navy, a manned model pilot training centre in France, Navicom Dynamics [Developers of Portable Pilot Units (PPU)] in New Zealand and several maritime institutes. Testing On Board Ships Since the company Navicom Dynamics, New Zealand are developers in PPU units, they decided to test on ships calling at Newcastle in Australia. Following are the screen shots of analysis using the PPU Qastor, and the comments of Managing Director of Navicom Dynamics Mr. Paul Stanley, published in Nautical Institute LinkedIn Group,

-----Quote------- So far I have analyzed five ships using the docking functionality of Qastor, which resolves velocities of the bow and stern into their longitudinal and athwartship components, also showing vectors for bow and stern. Qastor got its data from HarbourPilot systems, which measures position, heading and ROT from a sensor on the bridge wing; Qastor then extrapolates the data to calculate positions and movement for all other parts of the ship. It's not quite as accurate as putting a receiver on each of the bow and stern, but far easier to implement! As the name suggests, it is normally used for pilotage operations rather than as a scientific tool... I calculated K using the athwartship velocities direct – it is much easier and more accurate than trying to measure the drift angle accurately. The two examples with tidal stream influence are the car carrier and the Post-Panamax container ship For the others, when I calculated the position of the pivot point and expressed it as a % of LOA from the bow, I got values between 25% and 30% for steady turns. These values tie in very well with the old rule of thumb for the pivot point being between 1/4 and 1/3 L from the bow! Of course, in pilotage situations, steady rate turns are rarely

maintained for any length of time, and every time the rudder angle is adjusted the athwartship velocities change slowly and unequally, so any calculations made during such changes would again give misleading values.

I cannot do a similar exercise for ships moving astern, as all the recordings I have for that situation were made when the ship was being assisted by tugs and often was also using a bow-thruster. The only common situation I am aware of where the pivot point is outside the hull when making a steady turn (i.e. ignoring the notional position of it being an infinite distance ahead when on a steady course) is for high speed (planning) craft turning and making a lot of side-slip in the turn. In that case both bow and stern vectors will be on the same side of the centre-line. Your solution is a very elegant one, Dhakshina. Mathematically, though, if we measure the slip angles relative to the centre-line, those to port will give a negative tangent and those to starboard a positive one. Similarly, for athwartship velocities. So in most cases, where the drift angles at the bow and stern are in opposite directions, k would be negative. I suggest to be mathematically consistent it would be best to adopt that convention and revise the formula to become PB=LOA/(1-K). I recall that an early version of Qastor used to show the calculated position of the pivot point on a continuous basis. Do the pilots among the readers consider that reviving that function would be useful? It should be very easy to implement using Dhakshina's formula! The recordings were all from bulk carriers leaving the port of Newcastle fully loaded. The pilot tells me that all the recordings were made at slack water, and although tugs were escorting the ships, they were not assisting with the turn. I rearranged the original formula, because most mariners think of the pivot point as being a proportion of the ship’s length back from the bow. Formula gives that proportion, let’s call it x, direct: x = 1 – (1 / (1 + K)) This is very quick to work out on a calculator. I am attaching some screen-shots of four new vessels – one of them shown twice) and the values of x for the examples are: Cape Size Bulker 2: 0.35 Cape Size Bulker 3: 0.41


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Cape Size Bulker 4: 0.26 Cape Size Bulker 5: 0.35 (this is the same ship as 4, but at a different point in the turn) Cape Size Bulker 6: 0.38 These figures are all well within the standard ‘rule-of-thumb’ range. -------Unquote------

Screen Shots of Cape Size Bulk Carrier

Position of the Pivot Point were calculated by

my formula and it is well within range.

Screen Shots of Car Carrier

Screen Shots of Panamax Container


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Screen Shots of Post- Panamax Container

By Using the Qastor PPU practical application of the formula is also proved.

Our appreciation goes out to Dhakshina for his research and contribution and we wish him good luck with his patent. It also reminds most of us to be very thankful that we got through our Maths, Physics and electronics papers!

# As we sail through life…. Don’t avoid storms and rough waters…. Just let it pass… just sail….Always remember, calm seas never make skilful sailors…..

How important is your mental health?

With part of the CMM community are now ashore whilst the rest are still afloat, I would more or less address this article to my sailing colleagues. As we all know in this “dot com era” of sailing, each seafarer needs to undergo a medical test prior joining a vessel. In the bygone era, this was not the case. Although a medical test needs to be taken, it is in a very few companies that a mental stress test is made compulsory as a pre-joining formality. In my opinion, just as the size of the container vessel has grown or the average size of a bulk carrier has grown, seafarers (specially Master’s) stress levels or mental illnesses or depression levels have also grown; or in other words, climbed


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up the ladder. Among seafarers, this is becoming a growing concern and I believe this will trigger many other physical health conditions that seafarers will consequently experience. The nature of our work is such that seafarers are often separated from their families and support systems for long periods of time. From the owners side, (with the ambition of cutting all costs), the concept of reducing staff has also made the afloat staff have to deal with an unbearable increased workload, which directly leads to stress and mental illnesses. The different cultures and cultural habits experienced onboard is also a contributor to mental illnesses of a present day seafarer/master. Further, the ‘short turn around’ in ports has also directly affected and added to the woes of a seafarer. Not only the modern ships, but employments on the older ships (rust buckets - as the saying goes) is also associated with mental stresses experienced by Masters and senior officers. Notwithstanding any of the aforementioned segments, PSC inspections have become the worst nightmare for a Master/Seafarer to get the stress levels jumping sky high! In my opinion, the following will indicate high stress levels and/or depression.

Unable to concentrate

No longer enjoying things that they enjoyed

before

Withdrawing from the company of fellow

shipmates

Not completing the tasks assigned

Insomnia

Tired most of the time

Loss of appetite

Weight loss

In addition to above, there will be NEGATIVE thoughts and Feelings with the person who is experiencing high stress levels/depression, which none of the others onboard would ever notice. My advice if you see a fellow seafarer behaving in an unusual manner as detailed above; as a shipmate, you need to focus and genuinely attempt to do the following.

Initiate talk

Listen to the person more than talking

Use open ended questions

Spend time together - chat

Take care of YOURSELF too!

There are also stress relieving techniques such as exercises (breathing, muscle tension, relaxation), listening to audio music, controlling work,

postponing what is not important and urgent, doing things that you enjoy and engage in spiritual matters. Seeking HELP when you feel you need it is of paramount importance. More importantly, what you should not do is to avoid such persons, or tell them to be busy without thinking, or assume the problem will go away etc. In my opinion, stress/ mental illnesses are something that a seafarer should take seriously. If neglected, the consequences would be harmful to the individual, the family, and from the owner’s point of view, it will be detrimental both to them (and the charterer) due to possible deviation, hospitalization, losing and employee, looking for an urgent replacement and the urgent travel arrangements and related costs. To substantiate my views, many websites and recent research by IMO has shown that seafarers may be more likely than their shore counterparts to experience mental health problems. Sent in by Capt. Roshan Perera Note: this is something that seafarers are very reluctant to talk about or seek help. The demands of maintaining a family and the attractive salaries put additional pressure on the seafarer to keep his concerns to himself .In spite of shorter contracts, the pressure of handling the increased workload on board with less crew of different nationalities does not offer adequate compensation. “Don't let a little dispute injure a great friendship”.

ANGER and SEAFARERS

Anger is part of the essence of your humanity, A response you need to survive and to thrive both physically and emotionally. Anger is a signal – (as you believe) that your rights have been violated, your needs aren't been met, you are compromising yourself in some way, an injustice has been done. Seafarers are not immune to anger. Anger not controlled, not used to advantage is ‘(D)anger’! Having anger on-board with subordinates with co-workers is all the more dangerous, harmful to one’s health and creates an unhealthy work environment. Looking through a sailing member’s eye, and what a seafarer has to face, anger starts from the time his joining process commences, it peaks in the middle of or at 2/3 completion of his contract and quite unfortunately (at least for some of us) we carry it back home as well. Though not all seafarers could be placed in the above segments, a majority of the seafarers will admit to the fact that they do


15

lose patience at various levels. My concentration in this article is about the Master on board. Let us start with the locations where a person (Master) could get his anger triggered? 1. At the Manning agent’s office 2. At the Shipping

Office – bureaucracy thus resulting in delays 3. At

transit air ports – for long waiting periods for

connecting flights 4. With the local agents for either

not accommodating in a hotel, placing in lodges or

not giving any accommodation at all and keeping

the seafarer for long hours in the airport itself,

boatyard or a waiting lounge.

The next stage is at the time of Taking Over duties

due to insufficient handing over time, insufficient or

poor handing over, sometimes the offsigner not

handing over at all and being ready to leave the

ship when one boards etc.

Once on board, during the contract – with the staff when there is insufficient or no support at all, not receiving adequate support from owner, using the Master as a scapegoat, constant harassing or expecting herculean tasks from the Master, not providing sufficient stores and spares to operate a smooth venture, practice of Blame culture by owner and/or charterer (even though on paper/ISM it is vehemently rejected), deducting bank commission from Master/crew’s allotment, shortage of manpower due to cutting costs, frequent calling at ports and short voyages (duties in port require mostly physical effort and long working hours), personal or family problems, long working hours, unfriendly working environment, differences of opinion/conflicts with colleagues, unavailability of necessary provisions, dissatisfaction with company policy, dissatisfaction with the quality of food, having a useless cook, rejected from promotion, salary or leave, dissatisfaction with facilities provided on board e.g. entertainment facilities etc. Next, at the time of signing off – when not getting a

reliever on time. Even if there is a reliever, not

sending the details on time, not promptly replying e-

mails pertaining to sign off etc. Even worse is due

to some reason, the reliever does not step onboard

as scheduled!

I have tried to be as practical as possible with the list above. It is very much the reality in a present day Master’s experiences in a standard contract! Lest us now look at what happens at a certain point when anger gets into a certain level.

Lack of interest in work

Lack of motivation Short temper Careless mistakes while doing work Tendency to take short cuts to

finish Frustration Lack of seriousness towards ones

work Increased stress levels Hypertension & heart attacks Tendency to blame juniors or

colleagues for mistakes Frequent absence from work place Making professional mistakes Hated by the juniors

The reality is, anger causes harm to the seafarer, to others and to the Master! Anger is like matchstick at times. A matchstick has a head but it does not have a brain. Therefore, whenever there is friction, the matchstick flares up immediately .Effects of flaring up can be devastatin…. A fire can engulf a whole lot of things and cause destruction! Try to imagine when a Master is full of anger.., what will the devastating effects be like! I’ve heard of joiners who inspect the crew list from the manning agents to sight who the Master on board is! Gentlemen (my fellow masters), sit back and look at yourself if you fit the description? There is no purpose in talking about problems unless there are suggested solutions. What can you do minimize or to control your anger? • Take “time out.” Although it may seem cliché, counting from 1 to 10 before reacting, or leaving the situation altogether, can really defuse your temper. • Do something physically exerting. Physical activity can provide an outlet for your emotions, especially if you’re about to erupt. Go for a brisk walk or a run, swim, lift weights (most of the new ships are equipped with a gymnasium) etc. • Find ways to calm and soothe yourself. Practice deep-breathing exercises, visualize a relaxing scene, or repeat a calming word or phrase to yourself, such as “take it easy.” You can also listen to music or do yoga. • Once you’re calm, express your anger as soon as possible so that you are not left stewing. If you simply can’t express your anger in a controlled manner to the person who angered you, try talking to a shipmate, friend or another trusted person. • Think carefully before you say anything, so that you don’t end up saying something you’ll regret. • Work with the person who angered you to identify solutions to the situation. • Use “I” statements when describing the problem to avoid criticizing or placing blame. To do otherwise


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Illustration 1: The maximum cargo is not a recommendation but a limit - to carry more is an offence.

will likely upset the other person and escalate tensions. • Don’t hold a grudge. Forgive the other person. It’s unrealistic to expect everyone to behave exactly as you want. This is of paramount importance. • Use humor to release tensions, such as imagining yourself or the other person in silly situations. Don’t use sarcasm, though – it’s just another form of unhealthy expression. • Practice relaxation skills. Learning skills to relax and distress can also help control your temper when it may flare up. It may take some time and intense effort to put these tips into practice when you’re facing situations that typically send you into a rage. But the effort is really worthwhile. At the end of the day, it is your health, your emotions and more importantly your name. Coming back to the matchstick, we have a lesson to learn from this tiny matchstick. All of us have heads. And unlike the matchstick, we have brains as well. Wisdom lies not in reacting on impulse - a habit of great importance when it comes to reducing stress.

Inputs from a few younger sailing Masters Editor’s Note: On receiving the contribution on “How important is your mental health” from Capt. Roshan, I took the opportunity to discuss with him and followed up with a few younger members who came for training and the outcome is as detailed above. Whilst thanking members for their feedback, we welcome your inputs to be included in future issues.

MEHRAN's CORNER Sewol – an accident

just waiting to happen

Part 1: Sailing to its doom [The description which follows of the Sewol ferry disaster is my more than educated guess of what happened. It is based on thirty-five years of sailing, of which twenty years were as a ship's Captain on different kinds of vessels ranging from a 'large' 50m-long landing craft to a 'small' 270m-long 'baby' Cape-sized bulk carrier capable of carrying 150,000 tons of cargo while my family lived in Sri Lanka, and after that three years spent looking after amongst other things, safety of the fleet of seven nearly new ships in my company and having completed a course in accident investigation and safety management here in Germany.]. On the night of the 15

th of April this year, 102 years

to the day that another infamous passenger ship sailed to its doom from Southampton, the South Korean ferry Sewol sailed out of the port of Incheon. She was delayed due to fog but now departed in clear weather carrying 476 persons which was over half her capacity – 325 of them were students from the same high school with their 14 teachers including the Vice-Principal, which heightened the horror of what was to come. The vessel was after structural alterations which allowed her to carry about 100 passengers more than before, but the additional weight of the new accommodation on top had to be compensated for by extra ballast down below. However, she also carried about 3,600 Tons of cargo some of which were heavy loads on wheels – their brakes would be no match for a canting deck, the likes of which one meets at sea. The vessel's permissible cargo deadweight (capacity) was only about 1,000 Tons and she was overloaded by about 200%. In order to carry maximum cargo, she did not carry the required ballast down below. The ship had been sailing overloaded regularly for a


17

year while the Grim Reaper watched, tapping his scythe – the next day he had decided that enough was enough. A vessel's maximum load is worked out to allow sufficient freeboard (height of the deck above the waterline) for just such a scenario. Push an empty bowl down in water ('load' it) and feel the buoyancy pushing it back up ('upthrust', which acts against the weight to keep it floating) – push it down far enough and the water will come in over the edge, flood the bowl and sink it. The more empty the bowl (reserve buoyancy) it has, the more difficult it is to sink it because it needs to be pushed down (loaded) more before this occurs. That is what can happen with an overloaded ship – the more she is weighed or pushed down, the more likely she is to be sunk by an incident like what might have happened to the Sewol. On this morning's watch, the inexperienced Third Officer carried out a starboard (right) turn for whatever reason – be it to avoid a fishing boat, bring the vessel back on track in a hasty course correction or maybe even due to a mistaken readjustment of the auto-pilot – and the poor stability of the vessel caused her to heel over far more than it should have in the turn. Like a double-decker bus with its top deck overcrowded, her centre of gravity tipped her effortlessly the other way, to the port side. If she had not been overloaded, and if the ballast required below to compensate for the new structure on top had been in place, like any well loaded vessel, she would have brought herself upright as her righting lever of positive stability pushed back to zero and to an upright position. Also, if the heavy roll-on-roll-off cargo had been properly lashed along with the other vehicles as they should have been, they would not have moved like a bunch of over-sized toys sending an avalanche of vehicles crashing to the port side and probably producing the loud 'bang' which was heard and later reported by many of the survivors. In port, prior to departure, the vehicles and cargo would have been arranged to keep the vessel upright. In any well run ship, they would have also been lashed securely against the worst rolling. Any experienced crew knows only too well, not only the fact that vehicles only held on their brakes are insufficient to prevent them moving on a tilting deck, but also that the huge open space of a car-deck allows water entering it in even a small quantity to produce the dreaded free-surface effect. This happens when water is free to slosh around in a large open space on a ship so that when it heels to one side, the water rushes over to that side tending to push it over even more and thus exaggerating

the vessels movements to the extent that her positive stability is reduced or even removed. Positive stability is the ability for a ship to roll to one side and then come back to an upright, stable, position. All ships are built today with watertight compartments to stop water from a hole caused by damage to it from flowing through the length of the vessel and flooding and sinking it. A vessel's stability is her ability to stay upright and remain afloat in such a way that her normal operations are safely possible and in an extreme situation she does not take in water and sink. While the above explanation covers the cause of the accident, the loss of so many lives on board need not have been so high had the crew been trained as is common today in the industry and had safety equipment been properly maintained. Training involves building up a safety culture from the country's administration all the way down through the shipping company management to the crew. By the time we saw on the news that the ferry was on its side and in the process of capsizing – and yes the crew were getting off, but their time had come and gone so there was little else they could do – I noticed some 40-odd liferafts lining the rails behind the disembarking crew. At the time, a friend on Facebook mentioned that he hoped the people would be saved. I had already studied the pictures of the ferry on the news – at this point it had still not sunk – but the only remark I could make but with disgust and a very heavy heart, was that at least 200 persons would die (I knew that was a conservative estimate)... [The account of the accident above is based on actual news reports while the deductions on what happened and why, are entirely mine. Part 2 in the next issue will cover amongst other things a culture of blind obedience which led to the drowning of hundreds of young students.].

Sent in by Capt. Mehran Wahid based in Germany


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LNG – The future marine fuel LNG bunkering is still not quite the hot topic in the shipping industry, though it will be in the near future. As such, it may be worth exploring the pros and cons about LNG as a Marine fuel. Liquified Natural Gas is mostly Methane extracted after drilling, from underground coal seam reservoirs, millions of years old. The coal seam gas reservoir pressure causes the gas to migrate to ground level via wells. Since it is not unusual for water to come up together with the gas, the first process is to remove liquids by a separator. The gas is then directed to compressors in order to compress gas to a higher pressure for pipeline transport. Compressed gas is then processed to dehydrate using moisture absorbing harmless chemicals. Depending on the composition of the gas, it may be required to remove Mercury and heavy Hydrocarbons such as Butane for LPG. Coal Seam Gas (Methane) under pressure is then transported by pipeline to a LNG plant. It is very much a condensing process caused by cooling. LNG is a cryogenic liquid, maintained about negative 163 Centigrade (-163°C), the Methane volume being condensed from 600 to 1 with a density of about 0.42 tonnes per cubic metre. LNG is much cleaner than any other marine fuel in terms of SOx, NOx, CO2 and particles. The biggest environmental advantage is that LNG has very negligible SOx , means it will be very much easier to comply with the new emission regulations which are yet to come into effect. There have been a lot of discussions regarding installing scrubbers to get rid of exhaust gas SOx when using Sulpher based fuel. This will add more work to the mariner by having to maintain scrubbers in order to keep the exhaust gas within the required environmental regulations. Further to the environmental advantages, LNG is very cost effective to operate. Norway has been having LNG fuelled ships for well over a decade and DNV has proven rules in place for a long time. There are quite a few LNG engine manufacturers such as Rolls Royce, MAN Diesel and Mitsubishi. There are well over twenty ships currently in operations with LNG as a marine fuel and the number is increasing rapidly. The above manufacturers offer two types of engines; the first one with only LNG and second with duel fuel, LNG and Diesel. LNG tanks are usually located on deck and this is a major concern among the marine community in terms of space. However, there are studies underway to integrate LNG tanks to the hull. Another concern is said to be the Methane slip effect on the engine during low load. This is

currently being addressed, probably by introducing an artificial load during such low loads, similar to load banks in some generators. Another major concern is not having sufficient LNG terminals around the world. However, more and more LNG terminals are being built around the world and it will be just a matter of time before sufficient LNG terminals are built around the world. Not having sufficient LNG suppliers is another concern, though there are so many LNG plants currently being built, including four major LNG plants in Queensland Australia with investment of nearly 100 billion dollars. All four Queensland LNG plants will commence exporting in 2015. Likewise, there are LNG Plants in the West coast of Australia as well. Therefore, it will be a matter of time before levelling out the supplier concerns of the global marine community. Safety is paramount in any industry. LNG is no different as it has got its own inherent safety risks such as handling cryogenic liquid and all other common risks associated with the gas industry. Currently, all LNG storage tanks are located on deck, piped to the engine room with all the pipework in the engine room, having something similar to double skin to hold the pressure in case of a pipe rupture. Additionally, there are automatic shutdown systems built in to shutdown tank valves, in case of an excessive rate of flow (which could happen in a rupture of a pipe) or detection of excessive Lower Explosive Limit (LEL) percentage. Training, continuous simple risk assessments and doing the right thing is the key to safety. There are LNG road tankers currently in operation in Europe, the technology of which is ideal for a country like Sri Lanka, particularly at the beginning of LNG fuelling, due to the capital cost involved in building a pipeline network. LNG can then be transported to other ports around the coast as well. LNG can be used not only as a marine fuel but also for major power plants. Coal power generation will be a thing of the past when all the emission regulations are forced on to countries like Sri Lanka, as it will become too expensive to run a coal plant for power generation. In addition to several other ports, the Port of Rotterdam too is already geared with LNG bunkering facility. Colombo, being a major port, should get the ball rolling to plan for a LNG terminal without much delay, in order to keep pace with rest of major ports in the world. Contributed by Capt. Chandra Godakanda Arachchi from Brisbane

“Don't compare your life to others. ….You have no idea what their journey is all about!”


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UASC names groundbreaking eco-friendly vessel

United Arab Shipping Company (UASC) has officially named the industry’s first ever LNG-ready ultra large container vessel. The 15,000 teu capacity Sajir is the lead vessel in UASC’s current newbuilding program, comprising 17 of the world’s most environment friendly containerships. The DNV GL classed Sajir will start operating on the Asia–North Europe route after delivery. Ten further 15,000 teu vessels and six 18,800 teu class containerships will be delivered from Hyundai Heavy Industries and Hyundai Samho Heavy Industries to UASC by mid-2016. Speaking at the naming ceremony in Ulsan, H.E. Salem Ali Al Zaabi, Chairman of UASC, said: “At UASC, we see efficiency as a key competitive differentiator in an increasing competitive market. Whether it stems from improving vessel design through our newbuilding program, strategic partnerships or empowering our people onboard and ashore to deliver improvements, efficiency pervades every facet of our expansion plans. Sajir perfectly embodies this ethos and, as the first of 17 vessels in our current newbuilding program, represents an important milestone in the evolution of UASC.” The CO2 output per teu for this new vessel class will be 22 per cent less than that for a 13,500 teu vessel delivered only two years ago. The environmental credentials of the so-called A15 class are further highlighted by the fact that these vessels are designed and prepared for a quick and cost-efficient LNG retrofit at a later stage. This “LNG-ready” concept has been confirmed with an Approval in Principle from DNV GL as an industry first. The vessels will further receive DNV GL’s CLEAN class notation, which documents that the new generation ships comply with environmental regulations beyond today’s normal IMO, flag and class standards. They will also be provided with an Inventory of Hazardous Materials, which is not yet a mandatory requirement, and they are one of the first to receive an Energy Efficiency Certificate with documented EEDI. Moreover, all A15 vessels are equipped with an approved ballast water treatment system and a shore-to-ship power supply solution to enable zero emissions at berth, which is documented by the “Shore Power” class notation. The A15 class vessels also deliver high standards of structural safety. The fatigue strength of the hull structure is based on the assumption of 25 years of operation in the North Atlantic, which is far beyond

the normal standard. These ships will also be equipped with a DNV GL approved hull stress monitoring system that provides guidance to the crew on current stress level in the ship structure during operation. courtesy- See more at:

http://www.themaritimestandard.com/uasc-names-

groundbreaking-eco-friendly-

vessel/#sthash.2ekFYxwt.hFxbksyL.dpuf

Coal Seam Gas – Future industry

leader in Australia – Facts & Myths Australia's economy is now facing extraordinary challenges with the growth decline, an ever growing budget deficit and Treasurer Joe Hockey recently firing a warning shot across the bow saying that Aussies living standard could fall. The Government has been trying various methods of revenue to check the budget deficit and to steady the economic ship. As readers may be aware, there has been a lot of opposition to the proposed revenue boosting plans. Despite all the economic gloom, Australia's natural gas industry is growing, being one of the few industries with the capacity to grow. Writing in “The Australian” in August 2013, former Queensland Premier Peter Beattie said two industries are going to lead our economic growth for the immediate future i.e. liquefied natural gas exports and mining services. Mr. Beattie said the $60 billion investment in the state’s LNG industry right now is the key to sustaining the state’s economy. ‘Without it, Queensland would be in serious trouble,” he said. “The coal seam methane industry took off and will soon be the backbone of the Queensland economy.” Australian Financial Review (09

th October, 2014),

highlighting the Queensland gas industry’s role in putting the State in the enviable position of leading the nation’s economic growth for the first time since 2007/08. The report says “If the three big LNG projects based around Gladstone were not being built, the state's economy would have been dragged into recession, but with the LNG industry starting to export to Asian customers in the next 12 months, the state's economic growth is set to double from 3 per cent to 6 per cent next year. It will be the first time Queensland has led the nation's economic growth since the halcyon days of the last mining boom in 2007-08.” Queensland’s gas industry has played a vital role in keeping Queensland out of recession, and will start delivering royalties that can be spend on public infrastructure and services, once construction of the three large LNG facilities on Curtis Island is

http://www.themaritimestandard.com/uasc-names-groundbreaking-eco-friendly-vessel/

http://www.themaritimestandard.com/uasc-names-groundbreaking-eco-friendly-vessel/

http://www.themaritimestandard.com/uasc-names-groundbreaking-eco-friendly-vessel/#sthash.2ekFYxwt.hFxbksyL.dpuf




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complete. Queensland is well ahead of its southern neighbors and should be very proud of what has been achieved.

The Best Five Facts and Figures to make up reader’s own mind

• $200 billion of natural gas projects are under construction right now.

• 100,000 Australian jobs are underpinned by the natural gas industry.

• Tens of billions of dollars could be further invested in the natural gas industry.

• 2018 is the year that Australia will become the world's largest exporter of LNG.

• $8 billion in critical tax revenue was contributed by the oil and gas industry last year.

Myths about Coal Seam Gas Myth- Gasland film and flaming tap water The Facts: Gasland is a 2010 film written and directed by anti-natural gas activist Josh Fox. The signature scene in Gasland shows a man lighting his tap water on fire. What the film’s director didn’t show the audience was that the man’s water well had been drilled through four pockets of shallow naturally-occurring methane. State regulators determined well before the movie was released that the flaming tap water had nothing to do with natural gas development. Myth - Natural Gas Causes Nosebleeds The Facts: There is no evidence in Australia or overseas that links natural gas, the same gas used by households and businesses, to health complaints every day. Tens of thousands of people work in and around gas infrastructure in Australia on a daily basis and they remain a healthy workforce. Myth - Natural gas is toxic The Facts: Natural gas is non-toxic. Natural gas developed from coal seams is predominantly methane. It contains no toxic poisonous ingredients that can be absorbed into the blood when inhaled. Being lighter than air, if it escapes into the atmosphere, it dissipates rapidly. It is used for cooking, heating and cooling. It is used to create fertilizers and by power plants that generate electricity for commercial and domestic users. Myth - Natural gas is a new industry The Natural CSG industry has been around for decades, and it has been a significant source of gas production in Queensland for more than 15 years.

Myth - Fraccing uses the chemicals that will destroy the environment The Facts: Not true. Hydraulic fracturing, or fraccing, is a safe process for making gas wells more productive. Fraccing fluid, comprising about 99% water and sand, is pumped down the well under pressure. The water in fraccing fluid forces the coal seams to open and the sand keeps the fractures open, providing a pathway for gas to flow more easily to the well. The remaining one per cent is made up of chemical additives used in such diluted forms they are rendered harmless to the environment. Myth - Fraccing additives remains a mystery The Facts: Industry and government have a detailed knowledge of the hydraulic fracturing process and of the additives being used. Water and sand comprise more than 99 per cent of the volume of fraccing fluid. Companies must identify additives being used in any fraccing operation and detail any likely interactions with the water and rock formations in the area being fracced. Myth- Government has stripped rights from the landholder and assigned those rights to CSG companies The Facts: Freehold tenure rights have always co-existed in conjunction with other forms of land tenure, including exploration and production permits. If anything, landholders’ rights have actually recently been strengthened in terms of land access and compensation. Myth- Natural CSG production will deplete the Great Artesian Basin and destroy prime agricultural activity The Facts: The Great Artesian Basin holds about 65 million gigalitres (GL) of water. The Queensland Water Commission (QWC) in their 2012 report “Underground water impact report for the Surat Cumulative Management Area” estimates the average volume of water to be extracted through natural CSG production over the life of the industry is approximately 95 giga litres per year. Water can be re-injected into the ground for future generations or made available to agriculture, businesses or local towns. By way of comparison, the QWC reports 215GL of water each year is currently extracted for consumption purposes such as agriculture, industry, urban, stock and domestic purposes. Youth unemployment A report released by the Brotherhood of St Laurence recently shows that more than 580,000 young Australians are now either underemployed or


21

unemployed. Alarmingly this represents more than quarter of 15 to 24 year olds in the labour market. Tony Nicholson, Executive Director of the Brotherhood’s national anti-poverty group said: “As a nation we really need to develop the potential of our emerging generation, but far too many of our young people are now at risk of joining the ranks of ‘Generation Jobless’ in the modern economy.” More than $200 billion is currently being invested in natural gas projects that have been instrumental in creating 100,000 jobs across the economy - for various disciplines of workforce, electricians, engineers, pipeline workers, surveyors and many more. Economic benefits like this will not continue through policies that fail to secure our natural gas resources and attract further investment.

The Coal Seam Gas industry will be the leader of all industries in Australia. In the future playing a vital role in helping to get Australia’s economy back on track. We all should work together to make Queensland the best state in Australia. Contributed by Capt. Chandra Godakanda Arachchi from Brisbane in Queensland, Australia.

A boy goes to sea It is about September 1970 and I am in Grade 11. We eagerly await the results of the 1969 O/L examination, having had to repeat some papers because of leaks. It is my second attempt. Ducked the first, but that is another story. The system at St. Anthony’s Kandy, was you went up to grade 11 if the “Withdrawal test” results were good. One reverted back to the 2

nd year O/L class if in the first

year results were poor. For a 2nd

year student poor results meant “Goodbye” to school life. By the time we finally received the results, the stress had got to us, although at 17+ we did not feel or call it that. I had, what was for our school at least, very good results having 2Ds, 3Cs and 2Ss. I had failed chemistry. The three months to December was one big lark. The practise in school was, grade 11 students would automatically be pushed up, the Promotion Test being a mere formality. Serious study started in grade 12. A teacher who had it in for a particular student, was to bring up his poor marks at the staff meeting and prevailed on the rector to fail him. Yours truly’s marks were not great either and I found I had “Failed” for the first time in my life. Coming after good O/L results, it was rather hard to swallow. March 1971. Nimal Perera continued in grade 11, with his parents blissfully unaware of the fact. Our household was not one where we would announce failures frivolously or treat them lightly. Life was made generally uncomfortable with play times

curtailed and study times increased, with a few lectures thrown in. I was waiting for an opportune moment to make the momentous announcement, and take suitable damage control measures. But things don’t usually workout as planned do they? It was a sunny March morning, a rare day when both my parents were on leave. On these days we did the family bonding thing (In today’s parlance), not that we didn’t on other days. But these days were special. We would all pile into our faithful Fiat 1100, EL 9900, bought second hand sometime in 1959 for Rs. 5,000/=, and go to town for shopping, attending to household needs and the Piece de Resistance, a milk shake at Elephant house. This day we parked by the Kandy lake and my brother and I were to remain in the car while amma and thaththa went to attend to some matters. They came back after a while, left some things in the car and went back again. When they returned it was to get into the car and head home. I didn’t twig it then, but both were unusually silent. Having parked at home I was on the way to close the gate when thaththa asks me “Nimal, in which class are you”? Replied I, “In the advanced level class”. True. “But father Anthony (The physics teacher) said you were not”. I countered “I am in the advanced level class, but not doing exams this year”. True again. The usual adjustments to our personal time table, and the mandatory lecture followed. Thaththa was a great one for lectures and it didn’t bother me too much. Amma’s lectures always in private hurt like hell. April 1971. One day in early April we were back in school in the evening for the Easter play. It was then we heard about the JVP insurrection. The following day in school saw the students agog and very little work done. We broke for an extended vacation with the announcement we were on indefinite holiday, re-opening to be announced. My time table of serious study continued with the nights later on being given to family card games playing “Down the river”, a poker variant, for one cent. Our leisurely life continued thus with us children gated. Many were the horrendous stories making the rounds. It was the evening of May 19

th. There was a knock

on the door. Answering it I found Father Aidan our School Principal at the door. He asked after thaththa, who had not yet returned from work; said he would take a seat, whereupon I left him sitting in the verandah. I returned to my studies. Thaththa turned up a little while later and a protracted conversation took place. I was called to bid the Principal good-bye. The last thing I recall thaththa saying was something like “I will see you tomorrow”. And then he comes up to me and says “Do you like


22

to apply for the Dufferin scholarship”? The Dufferin was not something unheard of in our household because Capt. Ryle’s father was a railway colleague, and the Athureliyas’ father and thaththa were childhood friends if I am right. At various times thaththa had heard of Capt. Ryle and Kushlan Athureliya’s days on the Dufferin, and subsequent job prospects. I said “Yes” because primarily a job was assured at the end of it, if chosen. Physics, double maths could wait, pending the outcome. He pulled out the gazette, which had been lying in his office for some time. I can well imagine amma and thaththa debating the pros and cons, and the myriad issues involved. Applications were closing at noon on May 21

st, a sparse two days hence. The

specimen application was a long one. I deduced thaththa’s parting words to Father Aidan. He was to be one of the non-related referees. The second was amma’s boss at the time. The rest of the evening was spent making out the specimen application form, and practising a signature for the first time. 20

th May was a blur having to obtain character and

medical certificates. The application was typed in thaththa’s office. Having got all of it together, the next problem facing us was getting it to Colombo. There was no Night Mail, the insurgency having put paid to it in the short term. The next mail to Colombo was to be by the 7.00 a.m. express train. On time delivery was still an issue. And so to Colombo on the 7.00 a.m. train. An uncle of mine met us at the Fort station. The plan was to register the letter at the G.P.O. But we decided to chance handing the application in at the Ministry of Shipping housed in the ornate, and referred to as The Ceylon Tea Centre Building at the corner of Chatham and Queen’s streets. We met Mr. Jagoda at the Ministry. Applications by hand were possible, much to our relief. Business being taken care of for the day, we were persuaded to stay back for my cousin’s 16

th birthday, and

thoroughly enjoyed ourselves. Back home on the 22

nd and study commenced for the Dufferin

entrance exam to be held in English. 13 years of Sinhala education to be forever put aside. Dates blur here. The exam was held sometime in June at the then Master Attendant’s office premises. Having got through, the selection interview followed. It was with much trepidation that this 17 year old entered the Board Room of the Ministry of Shipping for my first ever interview of any sort, and was faced by this enormous table with numerous gentlemen seated around it. Mr. Karandawela the Permanent Secretary to the Ministry of Shipping was the chairman of the board, and occupied the head of the table. My place was at the foot.

I can’t remember too much of the interview or the panel, but I do remember this bald headed gent in a pristine white short sleeved linen shirt, arms folded on the table looking at me with a half amused smile on his face. It was quite disconcerting as the look seemed to say “That’s an interesting answer” to the questions that were thrown at me. That, I found out was Capt. Henricus the Master Attendant. The only other panel member I remember is Capt. Baig the Commercial Manager of CSC. The next date indelibly imprinted in my mind is 5

th

August. It was mid-morning. No school since early April. I heard the postman’s bell. He had in his hand a telegram which was to change the course of my life. It read something like “CHOSEN FOR DUFFERIN SCHOLARSHIP. REPORT AT SHIPPING MINISTRY 9

TH AUGUST MORNING”.

To Colombo with thaththa on the 7.00 a.m. train. And so to meet Harindra and Shanthilal and their dads. Having collected umpteen documents for a medical examination and passport, among other things it was off to Shanthi’s father’s office at Gafoor Building which was to be the focal point for operations over the next three weeks. After a meeting to plan out things, it was off to the passport office. The following morning the three of us met at No. 23 Fussels lane, Shanthi’s place, to proceed for the medical examination. We met Dr. “Kara” Jayasuriya, Shanthi’s uncle and accompanied him to the General Hospital where a doctor was put in charge of us for the duration of the medical exam, which lasted about three to four days covering most departments. We were asked to come in tie on a particular day because we were being screened for V.D. that day, and not to scandalise the others there. Days were to merge one to the other. Through all this we had a ritual when in Fort of going for the most delectable Chinese rolls at Colombo Café on the ground floor of the Gafoor building, on the harbour wall side, opposite what was then the Delft Quay (Now BQ) gate. In between was a few days spent in Kandy, informing my school mates that I was leaving, and more formalities to take care of. For those unaware, one such was that the rice ration book had to be handed over to the Kachcheri and an endorsement obtained on the passport. This was required to obtain what was known as an “Exit Permit” to be stamped on the passport. And on to a final farewell party in Kandy, and I was to utilise my sixth and final railway pass for the year for the journey to Colombo. I would lose the privilege on my 18

th

birthday, not long hence. August 31

st. Katunayake at 0700 for the flight to

Bombay aboard Air Ceylon’s Hawker Siddley Trident. I am in a suit for the first time. All families


23

meet and while in the foyer an airline captain strolls over to us. It was Capt. Ferdinand who was related to Shanthi’s mother. The flight was announced and we say our goodbyes and proceed to board the plane. Strolling across the tarmac to the plane we turn and wave to our families every few feet. They are on an upper floor in the terminal building, which was the public observation gallery. Our misery is partly alleviated by a call to visit the cockpit courtesy Capt. Ferdinand. We land in Bombay at about 1100 and clear all formalities by noon, and are met by Mr. Menon of the Ceylon Trade Commissioner’s office in Bombay and driven to Flora Fountain on what was a gloomy, wet and miserable day matching our mood. We get to the office and he asks us to have lunch before proceeding to Mazagaon Dock to take the boat. We patronise a nearby restaurant and being clueless as to what to order, end up ordering chicken curry rice. We are served chicken curry and rice with sliced Bombay onions, slices of lime and dill pickle. We returned to the office from this gastronomic experience and a while later were whisked off to Mazagaon (Maz) Pier by Mr Menon. The motor launch “Dorothy” draws alongside Maz Pier. On board is Errol Dharmaratne as part of the crew. We are happy to see a known face. But

recognition or any sense of familiarity on his part was noticeably absent. We were quietly told that smiling with seniors was a ‘no no’. Mr. Menon bade goodbye and we set off for what would be our “Home” for the better part of the next two years. We were met at the gangway by Mr. Kripalani the second officer who was the Officer of The Day, and Mr. Kotwal the Instructor of The Day. Our batch mates arrive on 8

th September and our kitting out

will take place after that. It was eight days of kicking our heels around. And so it was goodbye to boyhood. The morrow was to bring a life akin to boot camp, preparing us to take on the challenges of a life at sea. The narrative would not be complete without this interesting sequel. Many years hence, my wife at the time was to have my horoscope cast. I was told my chart indicated that for 20 years from my 18

th

birthday, the country of my birth would be unfavourable to me. 31

st August 1971 was about

four weeks before my 18th birthday. 5

th October

1991 when I returned from my contract on “Ocean Sirius” was a little more than a week after I turned 38. It would signal the end of my seafaring days. Personal problems, not of my own seeking, saw to it. Some very interesting points crop up. Sent in by Capt Nimal Perera past President of CMM

Editor’s note: we welcome members to send in their memories of how and why they took up life at sea

Of Pirates and Piracy Court Orders Payout to Somali Pirates

B Y M I K E S C H U L E R O N D E C E M B E R 4 , 2 0 1 4

The pirates were accused of hijacking the MY Le

Ponant in the Gulf of Aden in 2008, for which a

ransom of more than $2 million was paid for its

release.

A European court has ordered France to pay thousands of euros to a group of Somali pirates over a 48 delay in presenting the accused men before a judge upon their arrival in the country. A judge at the European Union of Human Rights made the ruling Thursday, determining that France violated the European Convention of Human Rights by not immediately presenting the accused before a judicial authority upon their arrival in France. The pirates to be compensated, nine in total, were accused and some even convicted of hijacking a French-flagged cruise ship and yacht in two separate incidents off the coast of Somalia in 2008. The nine Somali men were among of a group 12 initially taken into custody over the attacks. The court ruled that because of the 48 hour delay, France did not do enough to protect the pirates’ rights to liberty and security and ordered the government to pay each of the men compensation ranging from 2,000 to 9,000 euros.

We are all visitors to this time, this place. We are just passing through. Our purpose here is to observe, to learn, to grow, to love... and then we return Home." - Aboriginal Philosophy-

http://gcaptain.com/author/mike/


24

Port and Shipping News

Colombo agrees $601m Hambantota venture to compete with Dubai and Singapore Thursday 18 September 2014, - courtesy Lloyd’ s List

Silk road siblings: China is helping Sri Lanka to position itself as a maritime centre to rival Dubai and Singapore. © 2014 AP

CHINA Merchants, China’s biggest port operator, is to co-invest $601m with a major mainland construction company in a second phase of port development in Sri Lanka. China Merchants Holding (International) and China Harbour Engineering Co will build and operate a container terminal at Hambantota Port in the south of Sri Lanka. The two companies will hold 65% a joint venture with Sri Lanka Ports Authority. The announcement was orchestrated to coincide with a visit to Sri Lanka by China’s president Xi Jinping, who pledged further support for investment and aid along what Beijing terms the maritime silk road that runs from China through the Indian Ocean to Africa. China Merchants already has a large port project in Sri Lanka. It is involved in an existing joint venture with Sri Lanka Ports Authority, to develop Colombo International Container Terminal. China Merchants holds 85% of this joint venture and has invested $500m. China has also pledged $1.4bn to build the Colombo Port City project as part of the maritime silk road scheme. China Communications Construction Co will build the port city on a 233 ha reclaimed site. The development aligns China’s interests in establishing a greater commercial and military presence in the Indian Ocean with Sri Lanka’s ambitions to become a maritime centre to compete against Dubai and Singapore. The terminal at Hambantota will consist of two 100,000 dwt container berths and two 10,000 dwt feeder berths.

Like the agreement on CICT, China Merchants will hold a concession for 35 years, after which it will hand over operation to Sri Lanka Port Authority. China Merchants has an option to keep the Hambantota concession for another five years. Courtesy – Business Times 28 Dec 2014

Chinese contractor pockets Rs. 410 mln from low standard Colombo Port Terminal

Sri Lanka’s Colombo South Container Terminal (CSCT) has been completed by a Chinese contractor without following the quality standards of construction stipulated in the contract, according to a revelation made by the consultancy company.

Hong Kong based AECOM Consultancy Company has brought to the notice of Sri Lankan authorities that a sum of over Rs. 410 million had been cheated by the contractor – Colombo International Container Terminal Company (CICT)- using substandard material and deviating from the quality standards agreed upon by them, official sources revealed.

CICT had entered into a Built, Operate and Transfer agreement with Sri Lanka Ports Authority (SLPA) to implement the project and hand it back to SLPA after 35 years. It was opened earlier this year.

According to the agreement the CSCT should be sustained for 60 years after the completion of the construction work.The AECOM review report prepared by its resident engineer revealed that the sustenance period of quay wall, revetments and Fender chains should be around 60 years. However due to using substandard material, the period of sustenance has come down to not more than 35, 15 and 10 years, respectively.

The use of temporary revetments instead of original revetments was a violation of the agreement, official sources said adding that the company has been able to reduce their own cost by Rs. 316.39 million by resorting to this practice.

By using low quality Fender Chains, the company has saved Rs.102.22 million, official sources revealed. The Chinese company has pocketed out Rs.418.61 million only from these two segments of constructions.

The South Container Terminal (SCT) Project was completed at a cost of US$500 million or Rs. 52 billion. The agreements to construct the CSCT of the Colombo Port Expansion Project were signed by the Sri Lanka Ports Authority, China Merchants Holding (International) Company Ltd, and CICT.

http://www.lloydslist.com/ll/sector/ports-and-logistics/article447626.ece

http://www.lloydslist.com/ll/sector/containers/article434219.ece

http://www.lloydslist.com/ll/sector/containers/article447327.ece

http://www.lloydslist.com/ll/sector/ship-operations/article434374.ece


25

IMO LAUNCHES INDUSTRY EBOLA WEBSITE Tthe ILO in conjunction with ICS, CLIA and WHO has launched an Ebola Website containing key messages for the maritime sector. The website can be accessed from: http://www.imo.org/MediaCentre/HotTopics/ebola/Pages/default.aspx

Boxship Sizes… where do we end up? This article, courtesy Lloyd’s is to let our members know what type of ships they will be sailing on someday in the not too distant future! VIRTUALLY every global box line is now taking a look at 20,000 teu vessel designs as the container shipping industry prepares to make the next upwards step in ship capacities. MOL is thought to be the front-runner in the current round of ordering, followed by G6 partner OOCL. Evergreen is also considering a jump from 14,000 teu-class ships to 18,000 teu or more. The difference between 18,000 teu and 20,000 teu ships may be little more than a revised cargo configuration, although some designs on the drawing board take ship lengths from just below 400 m to 430 m. These capacities are nominal, and 20,000 teu has become the shorthand for a 19,200 teu design. Prices for ships of this size are in the $150m-$160m range, depending on specifications. Designs for 22,000 teu and 24,000 teu ships are also doing the rounds. The largest ship in service right now is the just-delivered CSCL Globe, with a declared intake of 19,100 teu. The first line to make a move was Mediterranean Shipping Co, which hopes to acquire ships approaching 20,000 teu through Emanuele Lauro’s Scorpio Group. That deal, which first surfaced in the summer, was struggling because of the reservations of financial backers until Idan Ofer stepped in, as Lloyd’s List reported this week. Disclosure As a newcomer to the container trades, Scorpio was said to be finding it hard to raise down payments in view of MSC’s point-blank refusal to disclose any financial details. With his established industry credentials, Mr Ofer is expected to be able to overcome those concerns. But attention has now swung to Asian lines, and in particular the G6 alliance of APL, Hapag-Lloyd, Hyundai Merchant Marine, MOL, NOL and OOCL,

which now recognises the need for larger ships to obtain the same cost levels as the market leaders. MOL is widely tipped to place an order before Christmas, through a long-term charter agreement. OOCL will not be far behind with an order for its own account.Together, they will be able to provide a single string of 20,000 teu-class ships for the G6 alliance. But even at this late stage, industry insiders are unsure who will be the counterparty. Some say Seaspan and Shoei Kisen are the two shortlisted by MOL; others are convinced that Costamare and Bernhard Schuilte are still in the running. The contract is expected to be for a total of six ships, with three firm orders initially plus three options. OOCL will order another six. Evergreen, a member of the CKYHE alliance that also needs to catch up with Maersk Line and Mediterranean Shipping Co in terms of ship sizes, confirmed to Lloyd’s List last month that it was considering 18,000 teu ships to add to its fleet of 13,800 teu and 14,000 teu ships. Naysayers Yang Ming is another line linked to newbuilding rumours. Maersk Line, meanwhile, has already confirmed that it will return to the shipyards in the early part of next year after a four-year lull. With 20 Triple-E ships of 18,270 teu already in service or on order, the Danish line is in the market for four more to support two Asia-Europe strings of 18,000 teu or more. Whether Maersk will go for the same specifications as the Triple-Es, with their twin engines, or a different design, remains to be seen. The one line that seems to have ruled itself out of ordering 18,000 teu-class ships for now is CMA CGM. The French line will take delivery of six 18,000 teu ships next year, all of which were upgraded from smaller capacities originally. However, group executive officer Farid Salem told Lloyd’s List a few days ago that there were no plans to go back to the shipyards for more of that size or larger in the next couple of years. Instead, he expressed concern about the prospect of another round of ordering that could destabilise a still-fragile market that will have to absorb a record amount of new deliveries next year. Nevertheless, well-placed industry sources say that every carrier now in a global alliance is mulling the next phase of ordering as the industry prepares for construction of the world’s first 20,000 teu ships to start. Source: Lloyd's List, 2 Dec 14

http://www.imo.org/MediaCentre/HotTopics/ebola/Pages/default.aspx

http://www.imo.org/MediaCentre/HotTopics/ebola/Pages/default.aspx


26

CSCL’s Second 19,100 TEU Giant Named And Delivered In South Korea C O UR T E S Y G C A P T A I N O N DE C E M B E R 2 6 , 2 0 1 4

CSCL Pacific Ocean at Hyundai Heavy Industries

.

The second installment of the new world’s largest containership by cargo carrying capacity, CSCL Pacific Ocean, has officially been named and delivered by the Hyundai Heavy Industries shipyard in South Korea. CSCL Pacific Ocean is the second vessel in a series of five 19,100 TEU giants for China Shipping Container Lines. The vessel was named during a ceremony held on December 19th at Hyundai Heavy Industries. Following the ceremony, the vessel was expected to sail out immediately and join the lead ship in the series, CSCL Globe, on the Asia—Europe loop. The CSCL Globe was delivered in November is currently in the midst of its maiden voyage. With a 19,100 TEU capacity, the vessels are the world’s largest containerships by TEU capacity, beating out the 18,000+ TEU Maersk Triple-E’s for the title. The vessels measure 400.0 m in length, 58.6 m in width (.4 meters less than the 59 m wide Triple-E’s) and 30.5 m in depth.

The CSCL Globe and CSCL Pacific Ocean feature

a single 77,200 bhp electronically controlled main

engine, which enhances fuel efficiency by as much

as 20% by automatically controlling fuel

consumption according to the ships speed and sea

conditions. At 17.2 meters tall, the MAN B&W

12S90ME-C Mark

9.2 type low-

speed main

engines

actually set the

record for being

the largest marine

engines ever built.

The five vessels

were ordered by

CSCL back in

May 2013 for a

total cost of $700

million.

Slow steaming and benefits The following article is based on the writer’s experience and observations when working on world class container ports and his operational knowledge on Very Large Container carriers. Although the slow steaming concept was first highlighted by Maersk around 2008, the writer had been gathering information on visiting vessels speeds / consumption etc. much before on his own initiative and passing to the principals. The final graph, clearly shows how effectively the lines berth incurring minimum berth delays, amounting to less than an hour from arrival and the methods adapted.

After 2008, when oil prices rose sharply, shipping companies — which send massive container ships on regular “pendulum routes”, taking cargoes (say) from Rotterdam to China and back again — responded by reducing the speed of their ships. It turns out that steaming more slowly reduces fuel consumption. A ship is designed to operate at a certain speed. In case of so called “slow steaming”, a ship may operate in “off design conditions” which may potentially cause damage to the engine. Taking slow steaming into account in the design process of a ship can avoid this damage by adjusting the engine settings. Worlds Fuel Prices

http://gcaptain.com/author/admin/

http://gcaptain.com/cscl-globe-introducing-the-new-worlds-largest-containership/

http://gcaptain.com/cscl-globe-introducing-the-new-worlds-largest-containership/

http://gcaptain.com/worlds-largest-containership-also-sets-record-for-largest-engine-ever/





27

Source : Wikipedia

Definitions

Normal (20-25 knots; 37.0 - 46.3 km/hr). Represents the optimal cruising speed a containership and its engine have been designed to travel at. It also reflects the hydrodynamic limits of the hull to perform within acceptable fuel consumption levels. Most container ships are designed to travel at speeds around 24 knots.

Slow steaming (18-20 knots; 33.3 - 37.0 km/hr). Running ship engines below capacity to save fuel consumption, but at the expense of additional travel time, particularly over long distances (compounding effect). This is likely to become the dominant operational speed as more than 50% of the global container shipping capacity was operating under such conditions as of 2011.

Extra slow steaming (15-18 knots; 27.8 - 33.3 km/hr). Also known as super slow steaming or economical speed. A substantial decline in speed for the purpose of achieving a minimal level of fuel consumption while still maintaining a commercial service. Can be applied on specific short distance routes.

Minimal cost (12-15 knots; 22.2 - 27.8 km/hr). The lowest speed technically possible, since any further lowering of speeds do not lead to any significant additional fuel economy. The level of service is however commercially unacceptable, so it is unlikely that maritime shipping companies would adopt such speeds.

(source- economics of slow steaming)

Operational Aspects On Good

Communication From personal observations and gathering data personally from Masters and Chief Engineers on various ships at PKL from way back in the year 2005, it was observed a 9,000TEU (fully laden) ship proceeding at full speed of 24 Kts would burn approx. 280 Mts of HFO and when asked to reduce to 21 kts would burn 190 Mts. The above graph (which was not tabulated during that time) confirms. This data sent to head office made the company to save tens of thousands of dollars on fuel. (HFO 380 in 2005 was approx 700 USD/ ton) and a 90 T saving by reducing 3kts is 63,000 USD a day. It is paramount being a prudent Operations Manager to get information from the terminal about the vessels berthing prospects well in advance. Once this information is known early, the information is to be relayed to the Principal and vessels Master i.e. the actual berth situation – if the vessel is to be berthed on arrival or will incur a berthing delay. If there is a significant delay of say 5-8 hours, then the Master will reduce speed accordingly to arrive at the updated ETA, thus saving tens of thousands of dollars. e.g. required ETA 11 / 1200 hrs Distance to cover 1,182 Nm (leaving 24 nm for maneuvering, as not counted). To steam full speed at 24 kts at 1152 Nm over 2 days. ETA adjusted to 11/ 1800 due to terminal congestion conveyed 48 hours before by the local shipping agent. Adjusted speed to 21 Kts distance steamed over two days 1008 Nm. Additional distance to steam 144 at 21 kts, additional time 6.8 hours or 144 Nm. Approx savings USD 126,000 (period two days)


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12

14

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May-09Jun-09Jul-09Aug-09Sep-09Oct-09Nov-09Dec-09Jan-10Feb-10Mar-10Apr-10May-10Jun-10Jul-10Aug-10Sep-10Oct-10Nov-10Dec-10Jan-11Feb-11Mar-11Apr-11May-11Jun-11Jul-11Aug-11Sep-11Oct-11Nov-11Dec-11

Total Of Vessel

Berthing Delay

Procedure: The saving of tens of thousands of dollars on fuel also lies with the efficient an knowledgeable local agent who knows the local conditions of the terminal well. He must use these skills efficiently.

If you a large container line operator,

Terminal makes a service contract with the

line offering berth windows and resources.

If you are arriving at the berth window say

within plus or minus 2 hours, under

contractual terms, the terminal will provide

an ‘on arrival’ berthing facility.

However, due to various constraints

weather, bunching up of vessels due to last

port delays, due to typhoons, fog etc.; even

if you are on window, due to congestion,

the terminal may not be able to give an ‘on

arrival’ window. In such instances it is the

agent’s responsibility to get the next best

available berthing time for your vessel.

On other instances the vessel may be ‘out

of window’ due to above reasons, delayed

sailing from the previous port, engine

problems, cargo issues etc. The agent

needs to negotiate the best available berth

time for the vessel and inform the Principal

and Master.

Monitor closely terminal berth plan and

vessels berthing prior to own ships their

ETA’s, departures, productivity and terminal

resources at the designated berth.

Ideally, 3 days schedule and

communications with the terminal – if for

any reasons the vessels before yours are

being delayed, (at the berth designated to

your ship), the delay is known and the

amended time to arrive must be conveyed

to Principal who will instruct the Master to

slow down.

More predictable delays can be notified

when the steaming distances get shorter.

Terminals usually have a buffer between

the completion of a vessel and next

berthing, which is usually two hours.

Within 36 / 24 hours of ETA, when an

accurate berthing time for the vessel could

be negotiated with the terminal, which must

be related to the Principal as well as

Master.

Due to some reason, if further delays are

apparent, negotiations must be made to

obtain an alternate berth. if this is not

possible, then to communicate to the

parties of further amendments of ETA’s so

further reduction is speed is possible.

The delay at the terminal which affects the

vessel’s berthing must be communicated

ASAP. Preferably over the phone, followed

up by e-mail. The main reason being the

time differences between Principal’s office

and the local agent. Every hour in the

above example is a USD 2625 saving for

the Principal.

Usually Masters log on to the satellite mail

systems 5/6 times a day. (they do not have

24 hour on-line system). The earliest is

usually at 07.00 hrs and the last around

22.00 hrs. As such, any amended ETA sent

after 22.00 hrs will be seen only after 07.00

hrs the next day, which is unnecessary fuel

burning for 7 hours or a USD 18,375 loss).

At times, there is pressure from the local

agency to reduce costs in communication.

A satellite call will cost approx. 6 USD a

minute (varies) with a three minute call

being approx. 20 USD as compared to a

loss of USD 2625 per hour to the Principal.

Below diagram shows graphically, the number of vessel operators calls per month (in light blue against the average berth delayed encountered in dark blue) on a very large European container operator whom the writer worked with for several years. The Port is Tanjung Pelepas in Malaysia, which is the 16

th large container port in the world.

Contributed by Capt. Lalin de Silva M.Sc, FNI.


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Never laugh at anyone's dreams. People who don't have dreams don't have much

Seamanship - Have we done enough! While there is no standard definition for good seamanship, it could be termed as conducting ships affairs in a proper and safe manner. It is good seamanship to have all gear in good safe working order and to operate all such gear as required in a proper safe manner, loading of a ship in a safe manner with due regard to individual characteristics of how the ship behaves under different loading conditions, navigation of a ship from A to B in a safe manner with due respect to prevailing conditions such as traffic density, weather, sea and swell etc., and knowing the characteristics and capabilities of manoeuvring of individual ships, which is extremely important to gauge the behaviour of a ship, particularly under prevailing weather conditions. There could be many more areas added to the definition of a “Good seamanship”. While accepting the fact that many of the aforementioned attributes come with the experience (as an example an experienced Marine Pilot probably can gauge the behaviour of a ship from a distance, though the Pilot need to know the machinery available on board), there could be some skills that can be passed down to the rookies who then can master such skills. The ways of operating ships have changed over the decades, with ever increasing regulations and loads of paperwork. Some of the traditional work related to ‘seamanship’ such as preparing wire ropes for cranes and derricks etc., do not exist anymore. Decades ago, it was the ships responsibility to have its own wire ropes spliced and prepared for using on derricks and cranes, although now it is mandatory to have all wire ropes and eyes on board to have a certificate prior to use. The above is just an example and the downside is the resulting diminishing skills of a seaman. One could argue that such skills are not required anymore, and to just leave it as a thing of the past; even though there may be situations where such skills become very handy. It may be worth mentioning here that in 1977 when calling at a Japanese port, the Master of the Lanka Kalyani was asked by the port to change many wire ropes on derricks. Since the ship did not have the required number of spliced wires, the wire rope coils were ordered. As Cadets, we spliced all the required wire ropes in double quick time, being skilled on the subject. Although it is highly unlikely that such a scenario would now take place, it is an example of how skilled the seaman was in the past, in seamanship.

Most first/second generation of Sri Lankan Master Mariners who are now in the twilight years of their careers and closing in on retirement, may sometimes wonder if enough has been done to keep ‘hands-on’ seamanship alive. I guess, it is only the present generation of master mariners who could confirm if ‘hands-on’ seamanship is still alive or not.

Sent in by a member, who was a former cadet of

the CSC training ship Lanka Kalyani in 1977

Only for the “Cricket Crazy” The long awaited “FESTIVAL OF CRICKET” recorded its 10

th Anniversary when the traditional

rivals locked horns at the Wesley College cricket ground on Saturday 20

th September, 2014. A

summary of thye match results are given below.

MATCH: 01 CINEC vs Lanka Academy -

(06 Overs)

Result CINEC won by 46 runs

MATCH: 02 NDT vs TTI - (06 Overs)

Result TTI won by 02 runs

MATCH: 03 (MAIN EVENT) SHIPS

MASTERS vs SHIPS ENGINEERS (T20)

Result Masters won by 05 wkts

MATCH: 04 CHILDREN OF MASTERS vs

CHILDREN OF ENGINEERS (06 Overs)

Result COM won by 02 runs

MATCH: 05 SENIOR MASTERS vs

SENIOR ENGINEERS (06 Overs)

Result Snr Engineers won by 01 run

MATCH: 06 WINNERS OF MATCH (1) vs

WINNERS OF MATCH (02) - (06 Overs)

Result TTI won by 01 run

MATCH: 07 SPOUSES OF MASTERS vs

SPOUSES OF ENGINEERS – (06 Overs)

Result Match drawn

The main trophy match was very competitive heading to a close finish, with CMM finally edging out to win the trophy quite comfortably after some tense moments.

ENGINEERS TEAM 107 all out in 18.5 overs Piyasoma Silva 08, P.T.I. Fernando 38, Sagara Hettiarachchi 14, Saman Rupasinghe 11 n.o.,


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Extras 11. For CMM Capt. Sumudu Chaminda 03/09 and Capt. Ranjith Thilakaratne 03/15. MASTERS TEAM 111/5 in 16.5 overs Capt. Prasad Alwis 53 n.o., Capt. Nandika Peiris 13 and Capt. Sanjeewa Usgodarachchi 17. Extras 18 Best Bowler - Capt. Sumudu Dodampalage (CMM) Best Batsman - Capt. Prasad Alwis (CMM) Player of the Match - P.T.I. Fernando (IMAREST/SOCEM)

Full details with photos are in the CMM

website.

Sent in by “Power Play”

# The most important thing in any game is not to win but to take part… Similarly, the most important thing in life is not the triumph but the struggle…. The essential thing is not to have conquered but to have fought well.

Master Mariners win at Golf


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FOR CMM PARENTS AND THEIR KIDS

"Character cannot be developed in ease and quiet. Only through experience of Trial and Suffering can the soul be strengthened, vision cleared, ambition inspired, and success achieved."

Infinite loop is a computer programming concept, describing a situation of cause and effect that continues forever, one action causing another action that causes the first action etc.

These loops never happen in real life, unless... A company CEO tells his secretary: "Next week we're going to a convention abroad and spend some quality time together, please make all the required arrangements." The secretary calls her husband: "Next week the boss is taking me abroad for a week on business, please take care of yourself during this time." The husband calls his lover: "My wife is going abroad for a week, lets spend it together..." The lover, a private school teacher, tells the children: "Because of a personal problem, I will not be at school next week, so you'll be studying at home." One of the kids went to his grandfather and said: "Grandpa, next week I don't have school, you promised me that if I had time off we'd go to the mountains together."

The grandfather, who was also the CEO, calls his secretary and tells her: "My grandson asked me to spend the week with him, so we're not going abroad." The secretary calls her husband: "The boss cancelled, we'll be together, my love." The husband calls his lover: "We can't spend the week together, my wife is staying." The lover tells the kids: "My problem was solved, school is back on." The kid goes to the grandfather: "Sorry grandpa, school is back on, I won't be able to go." The CEO calls his secretary: "My grandson won't be able to spend next week with me, rebook the flight abroad" The secretary calls her husband....

A few for the Sea

Dutch Captain Found Drunk at Helm

The Dutch captain of the general cargo

vessel Simon B was arrested a few months ago for

drunken sailing in Aalborg, Denmark. Suspicions

were aroused when he sailed past his designated

berth and eventually collided with the dock. The

police were called and found the man to be visibly

intoxicated. Tests revealed he had a blood alcohol

level 2.07, over ten times the allowable limit.

The captain has been detained by authorities.

Looks like the circumstances continue…. Here’s a

few from our own past!

More On ……………. When I was piloting in Galle, probably in 1994, I went to sail a Russian ship after discharging clinker. I could smell spirits (Vodka), the Master looked a bit intoxicated, though the Chief Officer assured he is ok. I sailed the ship and disembarked as usual at


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the breakwater after showing the Channel and buoys etc. I could see the ship sailing at full speed after I got off… it went out of the channel and ran over the rock. The ship was making good speed and so cleared the rock with a ripped bottom. Fortunately, the damage was not so big and the ship remained afloat. The speed worked to the ship’s advantage of clearing the rock; if not, she would have got stuck on the rock. The ship anchored off the channel and was towed to Colombo after a few days.

These launches were the sturdiest and most well

behaved sea-going launches I can remember (Except in the rain, where the little canvass flaps were no good as protection). It brings back fond memories of my days in Trinco – we had two wooden hulled launches which were very similar, with massive Gardener Diesels. Can’t remember the name of the other one – Alzheimer's coming on fast!! When I tell my colleagues here in the Humber about these launches, and their exceptional sea-keeping qualities in the massive seas and swells we operated them in Trincomalee and later when I was a pilot in Colombo, they are quite astonished that as recently as 15 to 20 years ago, we still used wooden hull pilot cutters – they must picture some romantic and exotic tropical Island Port (complete with drunkard pilot on battered old launch) not completely untrue!!

I remember one Sunday morning, I had to go out to the Mercs Sajinda in the James Jansen, and I called for the launch to pick me up at the Dockyard Jetty. The crew were not expecting any vessel arrivals that morning, so the Coxswain had obviously got started on a bit of the ‘stuff that cheers’ a little prematurely – I could tell from the wavering and erratic approach and rather heavy landing at the jetty. So even though he denied vehemently and protested like hell, I got the guy to shut up and sit on the bench seat where I should have been sitting, and drove the launch out to the ship myself, and put her alongside the Pilot ladder before handing over to the ‘pissed’ Coxswain and jumping on to the pilot ladder!

Capt. Athula, Capt.Rohith, Capt. Lalantha, and Capt. Keith might well remember this, and the numerous other interesting episodes we had in those lovely old days in Trincomalee!! Sent in by Capt. Gehan Sirimanne

Who is he? X was the Master of Lanka Siri. The ship was in Colombo QEQ and the Lanka Rani was berthed behind Lanka Siri. The Flagship Lanka Rani was just about to sail and X went to say goodbye, though a bit in advance. He had a few drinks with the Master J. C/O was K. The Pilot Capt. Basnayake was on board and even the Master didn’t know the ship was being pulled out (C/O K

took charge as the Master was busy!). As the ship was being pulled out, X who was with J felt the ship was just about to leave the berth. He came running out of Masters cabin and found the ship already a few feet away from the pier. X came walking down the gangway and fell into water. The C/O of L/Siri I saw the drama and came running down to help, taking charge of ground operation to rescue X with the help of the gangway lowered into water. Pilot Bassa was patiently holding the ship in position. X was safely landed on wharf, loaded onto the waiting ambulance in order to be rushed to the hospital. Halfway, he came to realise what occurred and refused to go to the hospital, came back to port but did not want to come on board. Lanka Siri i was to shift berth as well and the C/O had to get CSC permission to take command (temporarily) to shift the ship. Those were the days!


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AND FINALLY….. SOMETHING TO THINK ABOUT! When you call someone and they answer the call... why do we say "HELLO"? Do you know what is the real origin of using the word 'Hello' as the conversation starter in a phone call? It is the name of a GIRL..! YES...!!! And do you know who that girl was..?? Margaret Hello.....

She was the girlfriend of Graham Bell... the man who invented the telephone....His first 2 instruments were at his and her place... and the first call he made to commercially test the phones was to his girlfriend!! One may forget the name of Graham Bell... but we will never be able to forget his girlfriend's name....! Now, dear colleagues,... that is true LOVE..! Author unknown…..

PERMANENT NOTICE - for non-life members only! Kindly contact the Treasurer Capt. Tilak Wickramasinghe or Secretary Capt. Rohith Fernando to check if your subscriptions are due. Thank you.


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CMM SUPPLEMENT TO OPA ANNUAL CONFERENCE

With the Best Compliments of

Oceani Reges- Natura Duces

(Commanders of the Ocean – Leaders by Nature)

COMPANY OF MASTER MARINERS OF SRI LANKA

The Company of Master Mariners of Sri Lanka (CMMSL) is a professional organization of Sri Lankan Ship

Captains, who are Certified Class 1 Master Mariners (for Unlimited Tonnage and Ocean Trading Area); formed

in 1992 with a current membership in excess of 250.

CMMSL is a member of the Organization of Professional Associations of Sri Lanka since 2004, leading the

‘Maritime Profession’ with a great emphasis on harnessing the professional inputs of Master Mariners, endeavouring to serve the Maritime Community in particular and Shipping Industry in general.

In the absence of an appreciable national fleet of ships trading internationally, the Master Mariners of the nation

in particular and Sri Lankan seafarers in general, are employed mainly on foreign vessels and in shore-based

maritime ventures. They have been identified as high-value foreign exchange earning professionals of the nation

contributing a few Billion Rupees annually to the national coffers, for which the state investment remains yet to be

enhanced on par with that of the private sector.

Master Mariners have years of experience at sea commanding such enormous maritime property known as ships

to almost all the major ports in the world. They are a unique group of professionals of the Merchant Navy whose

ascendance to the command of vessels results from a passage of professional education, numerous training,

practical experience at sea and continuous re-training and revalidation in accordance with stringent International

standards governed by the International Maritime Organization; mainly achieved through individual investments of each Master Mariner.

CMMSL is also proud to have in its membership many enterprising Master Mariners of the nation who have

pioneered a number of maritime enterprises of this nation and those who currently provide professional

management services to the top state and private sector maritime organizations.

The Company of Master Mariners of Sri Lanka

Sincerely wishes the OPA a successful 27th Annual Conference – 2014.

journal of the company of master mariners … bells january 2015.pdf · eight bells december 2014...

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