Saturday, October 30, 2010
Tuesday, October 26, 2010
Sunday, October 24, 2010
So going into Wikipedia NAUTICAL LOG found some data about this vessel. She does look a bit more seaworthy than that DVV Ady Gil and could possibly survive the season down there in the Southern Ocean if they have some real seafarers aboard.
Saturday, October 23, 2010
- Power management
- Propulsion control Ship systems automation
- Ship system remote monitoring and control
- Alarm system including Extension Alarm Panels
- Damage management
- Conning displays
- Loading and Stability computer
- CCTV camera system
- Data logging
- Provide training
- Provide electronic mail
- Distribute video
- Manage ship's operative manning
- Be user-friendly
Operating consoles are placed on the Bridge, in the Engine Control Room (ECR) and at various other locations as needed for a particular vessel. While the Bridge console would concentrate on navigational, communications, loading and stability, alarm systems, damage control and response, stores inventory, in a merchant ship cargo operations, in a warship combat related functions. The ECR console would concentrate on propulsion engines, gearboxes, propellers both fixed and variable pitch, power generators, power distribution, switchboards, fire pumps, heating, ventilation, air-conditioning, water and fuel monitoring, spare parts inventory, food preparation, laundry service and sanitary systems.
Friday, October 22, 2010
The word 'astute' means clever, cunning, or shrewd however these do not, it appears, apply to the Royal Navy submarine HMS Astute. This morning she ran aground off the Isle of Skye in Scotland. The Maritime and Coastguard Agency (MCA) was alerted to the incident at 0819 BST (British Summer Time) and announced "We have sent a coastguard tug to where the submarine ran aground on rocks at the Kyle of Lochalsh near the Skye bridge". Since the tide is rising at around 1800 BST it is possible the vessel can be removed then.
The Inner Sound area is well marked with navigational buoys and the sea around Skye and Raasay is used as a training area by the Royal Navy (RN). One would think that naval watchofficers and navigators should be quite familiar with it. While the Astute is still undergoing sea trials she was commissioned into the RN in August 2010, and was expected to enter service next year.
Her commanding officer CMDR. Andy Coles RN talked recently about Astute:
"We have a brand new method of controlling the submarine, which is by platform management system, rather than the old conventional way of doing everything of using your hands. This is all fly-by-wire technology including only an auto pilot rather than a steering column."
Thursday, October 21, 2010
A generic Corvette-sized Ocean Patrol Vessel
According to the data there is an organization named Oceans Guardians, they offer private maritime security to protect vessels from piracy and defend against terrorists. It appears they have acquired three vessels which are described as "Ocean Guard Vessels, corvette sized ocean patrol vessels with fast response capability". Named OGV Defender, OGV Protector, OGV Preserver they are available by charter agreement for unit or fleet protection. While the data was rather vague we did manage to get an answer on whether the vessels are armed. NAUTICAL LOG was informed that suitable modules could quickly be loaded aboard in preassigned positions similar to the procedure used for the armed merchant vessels and famous Q-ships of World Wars 1 & 2.
So something is available to the Institute for Cetacean Research (ICR) that operates the Japanese Whaling Fleet (JWF). The problem that the ICR has is Japan's Constitution does not allow its Armed Forces to engage other than in defensive mode. This is why the Japan Armed Forces are always described as 'Self-Defence Force'. How this applies to the Japan Coastguard is a little vague under both Japan National and International Law. The last two seasons one of the JWF vessels was operated by the civilian whaling crew but had a Japan Coastguard armed team on board. There was considerable discomfort in many circles in Japan about this being done. Now it appears a possible solution has emerged by the hiring of non-Japanese private maritime security and the chartering of their OGV's.
So silly season - maybe not.
It appears both vessels were in the deep water channel of the Yangtze River and both were in bound. According to the Shanghai Maritime Safety Bureau (SMSB) "liner lost control due to a power glitch". This is the sort of statement made when too deep an investigation would lead to possible embarrassment to the local authorities. NAUTICAL LOG surmises that the pilots were aboard each vessel and this is, once again, a case of things going wrong when Master is in Command and Pilot is advising the Bridge Team.
NAUTICAL LOG suspects that the 'liner' was overtaking the bulk carrier, got too close alongside and the vessels were 'sucked' together by water displacement causing the impact damage. The SMSB remark saves face for the Shanghai Pilots www.sn-pilots.com.cn/ involved - so important in Asia.
Sunday, October 17, 2010
"I assume that the corrections they are referring to are related to the chart vs the GPS horizontal datum. Is that correct?"
Now NAUTICAL LOG thought it was an excellent question, worth further research and comment, so from MARINE LINK here is what happened. During a coastal passage a containership ran aground after the Watchofficer (OOW) altered course about half a mile before he reached the intended alter course position. An investigation suggested that the OOW was reading GPS alone to plot positions and was not aware that a correction needed to be applied to the readings prior to plotting on the chart. The investigation suggested that a "more detailed passage plan would have alerted the inexperienced officer to the danger and required him to cross-check his position by more than one method". All NAUTICAL LOG can say is - possibly - however a properly trained OOW is taught to confirm the position by at least two methods. On a coastal passage a bearing and range is quick and accurate, the range can be from radar or a sextant angle - remember those - which leads to a whole other question of how many ships even have a sextant on board these days. Certainly one does not see officers carrying their own anymore and few ships, including passenger ships, have one supplied as part of the Bridge navigational equipment.
Anyway the investigation went on to say that seafarers must be aware that on many charts still in use a correction has to be applied to satellite-derived positions before that position is plotted on the chart. To comply with current regulations all this data should be entered up in the Passage Plan and OOW's be made aware of the corrections. So in answer to that comment which started all this - correct the charts and correct the GPS - correctly !!
GPS Error Correction
The Pennsylvania State University has done work on the causes of GPS error. The sources of error includes the clocks in satellites and receivers, the atmosphere, satellite orbits, and reflective surfaces near the receiver. The arrangement of the satellites in the sky can also increase 'dilution of precision'. Many of these errors are correctable within the equipment however navigators should be aware of a correction needed to correct readings prior to plotting.
Friday, October 15, 2010
Reverse osmosis is the method of forcing solvent from liquids using a suitable membrane. Just about all over the world drinking water purification systems include a reverse osmosis step. On board ship the sea water is pumped through the reverse osmosis system and pumped out as usable fresh water to be stored in the FW tanks. So the old problem of obtaining and using FW at sea is solved, with the system operating continuously the FW is used and replaced.
The system consists of :
- a series of sediment filters
- an activated carbon filter
- a reverse osmosis filter, which is the membrane
- a second carbon filter, to back up the membrane
- an ultra-violet lamp for disinfecting any microbes
So there it is potable fresh water from the sea, not exactly free of course but always available. For a full explanation of 'Reverse Osmosis' and the words of "The Rime of the Ancyent Marinere" visit Wikipedia.
Tuesday, October 12, 2010
It is said things happen in 'threes' and there in the NAUTICAL LOG Press Release folder this morning was number three. A Greek tanker and a Cypriot container ship have collided 19 miles off Scheveningen, Holland. First reports are no injuries and since the tanker was loaded with kerosene any cargo that escaped has evaporated. The tanker Mindoro has a crew of 25, and the Cypriot Jork Ranger has a crew of 12. Perhaps they should rename it Jerk Ranger as from the photo she hit the tanker on the tankers port side forward. This was clearly a crossing situation under Rule #15 of the International Rules of the Road. Rule #15 is straightforward, clear and it states:
"When two power-driven vessels are crossing so as to involve risk of collision, the vessel which has the other on her own starboard side shall keep out of the way and shall, if the circumstances of the case admit, avoid crossing ahead of the other vessel".
Looking at this incident from the perspective of over 60 years as a seafarer NAUTICAL LOG gets the sense that this last sentence of Rule #15 may have been violated. Looking further at this incident the Cypriot container ship also violated Rule #8 (a)
The Cypriot container ship is returning to the Port of Rotterdam with non-serious damage. The Greek tanker remains at sea with its cargo being pumped to another tanker, there remains risk of explosion from the kerosene.
For the AIS plot of this incident from its development to actual impact go to OLD SALT BLOG, (there is a direct link in 'My Blog List' or go to the 'YouTube' link), which clearly shows the lack of action by the Cypriot container ship, eventual action too little too late leading to impact. This will be a useful instruction tool for 'Rules of the Road' classes in nautical training facilities around the world. With three incidents in recent days two of which were caused by improper application of the 'Rules of the Road' it would seem additional time needs to be spent on the basics of Watchkeeping and acquiring the skills to be a truly qualified OOW.
Monday, October 11, 2010
MGN 423 (M) Dangerous spaces
MGN 424 (M) Safety on Dive Boats
MGN 425 (M) Sleeping on 'Dead Ships'
MGN 426 (M) Means of escape
MIN 395 (M+F) MARPOL
MIN 399 (M) PBC2
If any difficulties contact the Administrator at 023 8032 9391
Sunday, October 10, 2010
These larger ships are at present allowed to visit Antarctica but are not allowed to land passengers. The current limit is 100 passengers landing ashore at a time so landings are impractical for the larger ships that now carry hundreds or thousands of passengers. Smaller ships will still be able to make an Antarctic cruise, land 100 passengers but must carry and operate entirely on MDO. Larger ships could of course carry only and operate on MDO but would still not be allowed to land passengers. One of my former companies Holland America Line (HAL) is planning to do just that.
As of today 10/10/2010 there is a new country, new ship register and therefore new Flag State in the Caribbean. The islands of Curacao and Sint Maarten (an island shared with France) are independent countries under the above new national flag, their capital will be Willemstad, Curacao. Formerly several Dutch islands in the Caribbean where known as the Netherlands Antilles. Now Bonaire, Sint Eustatius and Saba become part of the Netherlands directly as "municipalities".
Under the new status former Netherlands Antilles registered vessels will be transferred to the new Flag State and will fly the new ensign. All codes, treaties and governance responsibilities will be in the hands of the new country's Government. It seems likely that this could become a popular new Flag State rather like the Marshall Islands.
Saturday, October 9, 2010
MS Lisco Gloria
Thursday, October 7, 2010
So it was that while the general public may have been surprised those in the know have been expecting an outburst from Peter Bethune of the DVV Ady Gil since his vessel sank during that unmitigated disaster of last seasons operation in the Southern Ocean. On his return from Japan Bethune has had several such outbursts which rant against the NZ Prime Minister, Sea Shepherds and life in general. A few years in a Japanese prison might actually have helped him curb a permanently angry personality prone to violent behaviour. We have seen this in the videos of "Whale Wars" and the rude discourteous behaviour of the New Zealand crew from Ady Gil towards the Master and crew of the MS Bob Barker, which Bethune seemed to think this was a huge joke, in spite of having been rescued by them. Later they transferred to the MS Steve Irwin and by the time that vessel arrived in Australia half the crew had announced their departure from the vessel. One operatives report stated that during the passage the atmosphere was extremely tense.
For whatever reason 'Wats-his-name' allowed Bethune to return with him in MS Steve Irwin and we know what happened from "Whale Wars", the resulting arrest and trial of Bethune in Japan. Both the Sea Shepherd Press Release and todays coverage in OLD SALT BLOG lay out the 'he said, he said whatever' and NAUTICAL LOG will not repeat it all here again. One suspects the real reason is money, due to the violent nature of the action the DVV Ady Gil was involved in no Marine Insurance claim is viable. No doubt Bethune's legal people have suggested his public separation from the Sea Shepherds thus preparing the way to sue them for compensation for the vessel loss.
Regardless of the true circumstances of the vessel sinking it was in fact an act of good seamanship. The vessel was a derelict as a result of the collision and after efforts to limit pollution effects the vessel sank. Efforts to tow it - where? - were clearly unsuccessful due to the nature of that damage.
So one moves on to the next stage in the Sea Shepherd saga and one admits that 'Wats-his-name' who looked really a very sick person in "Whale Wars" last season seems to be rejuvenated. His latest Hollywood addition is Michelle Rodriguez who was in Avatar and Machete, and lets be honest she would rejuvenate anyone. Ms. Rodriguez whom NAUTICAL LOG remembers from filming 'Lost' in Hawai'i had her run-ins with the HPD for partying a little too much even by the very liberal Oahu, Hawai'i standards. She wants to be a crew member in Operation No Compromise 2010-2011, one wonders if she will last longer than that other Hollywood addition Daryl Hannah who joined in Brisbane and lasted on board only a week. After his training with trying to control Bethune maybe 'Wats-his-name' will try to manage this Latina spitfire - good luck mate!!
Saturday, October 2, 2010