La Ola

ANNUAL EDITION 2018-19

Launched By
Prof. P.V.G.D Prasad Reddy
Vice Chancellor, Andhra University
On University Day, 14 Nov, 2019

THE OFFICIAL MAGAZINE OF

INDIAN MARITIME UNIVERSITY

VISAKHAPATNAM CAMPUS

La Ola
Annual Edition 2018-2019

From The Desk Of Director

Indian Maritime University, Visakhapatnam was established in the year 2008 to promote maritime studies and
research with a focus on science and technology in maritime sector. We are on an alluring path of growth and de-
velopment and as you are already aware, it has already established itself as one of the top maritime institutes in the
country. Innovation needs brilliant minds and brilliant ideas; IMU Vizag sets up the place to incubate these ideas
of brilliant minds.The institute’s own campus on 100-acre pristine land and nestled in the lap of serene green hills
providing the perfect ambience for serious academic pursuits.
The excellence in teaching and research comes with choosing the best faculty for the institute which IMU Vizag has
never compromised. This year we have introduced a new curriculum which would be based on the concept of more
hands on experience which would strengthen their fundamentals offering students to develop their technical skills.

One initiative to disseminate the knowledge of students and other persons in maritime industry was the creation of
this magazine “La Ola”. This magazine is one of our extremely valued works growing exponentially having a greater
positive slope. La Ola has been in touch with the not only students of other technological universities, but also with
great intellectuals of this field. The main support for the growth of this magazine is the alumni of this university,
and I appreciate La Ola for staying in touch with the alumni of IMU Vizag. The magazine is a perfect platform for
the students to share and convey their opinion to the outside world.

By this, I congratulate the present students of the team “La Ola” and all other students associated with La Ola for
this fascinating growth and their efforts to bring out this annual issue. La Ola should motivate all of us and should
reach much more heights shining like a star, but not a single one but a group of stars. I wish La Ola all success in
the upcoming journey.

Dr. Niranjan Kumar Injeti

Director
Indian Martime University

La Ola 2
 Will this Revolution
Bring Evolution?
We all are experiencing a revolution- Global Sulphur Cap 2020. With IMO reducing the sulphur
emissions from 3.5% to 0.5%, the implications are yet to be determined. The decision of IMO
has far reaching effects. Not only shipping industry, but also the dynamics of refining sector and
insurance sector are changing. Among all these uncertainties, the decision brings a good deal for
the environment. At least we are trying to reduce the concentration of Sulphur in our fuel. And
the question of evolution has always been standing in front, before every decision we take. But
no question is big enough when the environment is at stake. While many experts have stated that
Global Sulphur Cap will lead to evolution. Let’s hope for the best.

This time La Ola has also got some international reach, for example from the art of traditional
shipbuilding one will get to know about the traditional shipbuilding art of Greece. Global Sulphur
cap, another article which will give insights about the present scenario regarding various pollution
norms in the marine sector. While for those who have an interest in history, we have brought
you articles about submarine aircraft carrier and project Habakkuk, which were some interesting,
innovative but lesser known projects, undertaken during World War-2. La Ola has a tradition of
publishing college events in its annual edition. The images of active and sprawling student life are
embedded perfectly in this issue.

In this age of electronic media, we have tried to make La Ola more socially famous, by putting
up a page on Facebook and Instagram each. With constant posts on Facebook and Instagram,
beside evolving with the age of social media we are also trying to spread knowledge about the ma-
rine field . These social media platforms make us more accessible to our readers. With immense
support of our writers, designers and readers, we have tried to take La Ola to the next level.
We sincerely hope that all readers have a good time reading La Ola.

Raghav Parashar
Chief Editor

La Ola 3
Annual Edition 2018-2019

Contents
Technical Articles

The Art Of Traditional (Wooden): Shipbuilding In Greece 1

Imo 2020: The Game Changer 8

Project Habakkuk: The Icy Carrier 13

Marine Technology Research In Aalto University 16

Submarine Carriers 19

Submarine Enviroment 21

La Ola 4
Students Activity
Music And Dance 25
The Paper Studio 27
Vizione 29
Onam 2K19 31
Deepawali 33
Navtarang 35
Dussehra 37
Janmashtami 38
Ganesh Chaturthi 39

37

31

La Ola 5
Annual Edition 2018-2019
The Art of Traditional (Wooden)
Shipbuilding in Greece
The Art of Traditional (Wooden)
Shipbuilding in Greece
Description
According to Kostas Damianidis [1-5], the craft of wooden
shipbuilding is the handicraft construction of a vessel through the
use of natural timber (conception, design, construction, equipment,
decoration) and its relevant cultural practices and mentalities.
The history of the Greek shipbuilding dates back to Homer’s
times. Traditional wooden shipbuilding that is still practiced today
has incorporated several of the medieval techniques’ elements.
The earliest written shipbuilding manuals, which originated in
Venice and are dated to the early 15th century, refer exclusively to
medieval shipbuilding (also known as skeleton first construction).
Boatbuilding really took off in Greece after 1774, when an
agreement with Russia allowed ships from Greece, which was then
part of the Ottoman Empire, to sail unimpeded in the Black Sea.
The country’s strategic position between east and west, and the
ability of its watercraft to outrun the British blockade of Napoleon’s
empire, turned it into a major shipping power and by extension
La Ola
Eleni Konstantinou
a great shipbuilding force. The main building centers at that time
were the islands of Hydra, Spetses and Psara, which were to play a
central role in the war of independence that followed in 1821–30.
Other important shipping centers were Chios, Kasos, Messolonghi
and Galaxidi. After independence, a thriving boatbuilding center
emerged in Syros Island.
The main use of the vessels was commercial or fishing. In the
late 19th and early 20th centuries, the emergence of steamships
and ferries, which began to dominate the Greek seas, led to the
construction of wooden boats in decline.
The techniques and knowledge of this complex traditional
craftsmanship has been passed down from generation to
generation mainly through oral tradition. Wooden shipbuilding is
a craft with vast vernacular terminology used during the phases of
construction, repair, conservation and even the mere description
of a ship. The secret of the successful shipbuilding craft lies in
the mastering of specific tasks in the construction phase and the
graceful manipulation of natural materials. The skilled masters
would first use their imagination to visualize and then to create
their unique masterpieces.
1
La Ola 2
Annual Edition 2018-2019
Types of Traditional Greek Boats
A distinctive feature of the craft of wooden shipbuilding is the
extensive typology of vessels, which usually reflects different kinds
of use, local traditions, and environmental conditions and, of
course, aesthetics.
There is a vast typological diversity of hulls and a respective
typology of rigging. The correlation between the two is not
univocal, however, since two identical hulls could bear completely
different sailing (meaning that they could be rigged in a different
way), while on the other hand a particular type of rigging could be
used in different kinds of hulls.
The most known and characteristic surviving types of hull in the
Greek seas, categorized according to their stern structure, are:

Sharp Stern Boats

Trehantiri: This is the picture-postcard fishing boat that most
people associate with the ubiquitous double ender commonly
known as a ‘caique’ which to Greeks describes all small or medium
sized traditional wooden boats. For most sailors, the trehantiri is
the essence of Greece, with its sweeping sheer, raised stem head
called koraki, and brightly painted topsides. According to Kostas
Damianidis [1-5], the first trehantiri was built in Hydra in 1658.
Trehantiri is significantly wide compared to its length (length
to width ratio being 3:1) and has a bow and stern that is made
curved like the hull. The shape makes the boat very suitable for
sailing. Shipwrecks have never been recorded and one of its major
advantages is that it can sail no matter the weather conditions.
For this reason, no alterations to the hull shape have been needed
since the 17th century. The most important change that occurred,
however, happened in the 1920s when sails were traded in for diesel
engine.
Fig. 3: A Botis. Credits: Traditional Boat Association of Greece
Trata: A narrow, double-ended fishing boat, the trata was usually
rowed but sometimes carried a one or two mast lateen rig. The stem
has an unusual projection forward, possibly used for stepping on
and off the boat.
Perama: Similar in shape to the trehantiri, the perama had a
small transom fitted inside the top of the stem, which created its
trademark ‘beak’. Primarily used for carrying cargo, it was typically
longer (65’ to 80’, or 20 m to 25 m) and more heavily built than the
trehantiri. Theories about the reason for the beak include support
for the bowsprit, more freeboard amidships, a clearer view for the
helmsman, and greater protection from spray.
Fig. 4: The lines plan of a perama.

Fig. 1: The lines plan of a trehantiri.

Fig. 5: A perama. Credits: Traditional Boat Association of Greece

Boat similar to Perama is Tserniki.

Tserniki: There’s disagreement about the origins of the distinctive

Fig. 2: A Trehantiri. Credits: Traditional Boat Association of Greece
Boats similar to Trehantiri are Gatzao, Botis and Trata.
Gatzao: A beamy version of the trehantiri, mainly used in the
Ionian Sea.
Botis: Essentially a small trehantiri, but without the latter’s raised
stem head.
tserniki, with its dramatically raked stem. Some suggest it was based
on a Turkish boat called a tsikirne, but Turkish boat builders reckon
the tsikirne came from Greece. Others suggest Danube origins.
Whether they were double ended or transom sterned is disputed
but everyone agrees that the stems were dramatically raked. They
often used a sprit rig called a Sakoleva that dates back to the 2nd to
3rd century A.D. and is thought to have originated in Turkey.

La Ola 3
 Elliptical Stern Boats
Karavoskaro: With clipper bows and elegant counter sterns, these
salty looking ships are thought to have been inspired by Italian or
even American designs. The complex counter required lofting. Up to
165’ long (50 m) and carrying cargoes of up to 500 tons, they were
mainly built in Syros, Galaxidi, Samos, and, later, in Perama.

Fig. 6: A tserniki. Credits: Traditional Boat Association of Greece Fig. 9: The lines plan of a karavoskaro.

Transom (abacus) Stern Boats

Varkalas: This term was usually applied to any boat with a transom
stern. The original Varkalas were graceful workboats of around 65’
to 80’ (20 m to 25 m) Loa with a capacity of up to 250 tons. They
had either plumb stems or spoon bows, with intricately paneled or
carved transoms, often brightly painted topsides, and were either
lug, sprit, or even schooner-rigged.

Fig. 10: A karavoskaro. Credits: Traditional Boat Association of

Greece

Boat similar to Karavoskaro is Liberty.

Fig. 7: The lines plan of a Varkalas.
Other types of traditional boats are Bombarda, Gaïta, Hydraiki and
Sakoleva.

Shipbuilding Materials
Timber is the basic material which comes from the trees and
especially from their trunk. It possesses properties such as humidity,
durability, elasticity, stiffness and colour.

It comes from nature and is not a man made chemical material. For
hundreds of thousands of years, it has been and has proven to be
one of the most powerful and durable materials we know to date. It
is strong in tensile strength and flexibility. It absorbs more energy,
is insulating and lasts long before being destroyed, comparing it to
the best steel.

It is recommended that the timber used has a moisture content of

Fig. 8: A Varkalas. Credits: Traditional Boat Association of Greece between 12% and 15% and that its density ranges between 385 and
710 kg/m3.
Boats similar to Varkalas are Symiaki skafi and Small Varkalas.
The main and most popular types of shipbuilding timber available
Symiaki skafi: A tserniki type used by the sponge fishermen of the and used in the Greek wooden shipbuilding yards with their
Dodecanese, the symiaki skafi was identifiable by its steeply raked corresponding densities are [6]:
stem, broad stern, beamy hull, and large rudder. It was seaworthy
enough for the eastern Mediterranean and steady enough to lie
at anchor while the crew dived to the seabed. By 1866, Kalymnos
and Symi were each home to about 370 symiaki skafi, providing
employment for around 2,600 people on each island.

La Ola 4
Annual Edition 2018-2019

Product Density kg/m3

1 Wild mulberry 610
(Mournia or Skam-
nia)
21 2 Acacia 750
3
20 Despotaki (Melia, 650
Fraxos)
19 4 Oak 690
5 Fir (White) 380
18 6 Fir (Spruce) 45
7 Eucalyptus 850-900
17
8 Iroko 650
9 Elm (Kara-gatsi/ 650
16
Ftelia)
10 Chestnut 580
15
11 Cedar 570
12 Cypress 550
14
13 Lardzino 500

13 14 Mahogany 500-650
15 Meranti 580
12 16 Niagon 650
17 Oregon Pine 520
11 18 Greek pine. The 450-560
best and most ac-
10 ceptable is the Sa-
mos and Mytilene
(trachea pine) pines.
10 19 Pitching 640
20 Yew 900
9
21 Robolo 520
22 Teak 720
8
Apart from timber, shipwrights process and utilize various other
natural materials, such as metals (iron, copper, galvanized iron),
7 products of plant materials (tar, resin, ropes, hemp, lint), animal
products (animal fat) and earth metals (minimum, pigment metals).
6
Craftsmen
Wooden shipbuilding is among the most complex traditional crafts,
5 since it is associated with and draws from broad and diverse fields
of knowledge and techniques. The techniques and secrets of wooden
4 shipbuilding are so wide-ranging that in the past there used to be
several skilled craftsmen engaged only in certain tasks or construction
phases.
3 Accordingly, the salatzis specialized in designing the vessel’s lines
plan on the wooden lofting floor (sala). The piskitzis (sawyer) was
2 solely responsible for cutting and processing wood. The bourgountzis
(auger user) drilled holes for tzavetes (metal ring-bolts) and kavilies
(wooden spigots), (squeezed the tzavetes, pushed them deeper than
1 the surface of the wood) and hammered the nails. In addition, the
kalafatis (caulker) filled the ship’s hull and deck, the armadouros
(rigger) constructed the vessel’s equipment and rigging, and the
istioraftis (sailmaker) designed, cut and sewed the sails.

DENSITY(Kg/m3)
The graph is plotted for the table above. However, the density of
some materials is variable, but the average value is taken for illus-
trative purpose.
There were several other craftsmen that often worked under the
authority of the master shipwright, the mastoras (master craftsman)
of the shipyard. He was the one that had knowledge of each particular
task, supervised their coordination and gave the necessary orders and
directives to the specialized craftsmen and their apprentices.

La Ola 5
Fig. 12: (1), (2) lateen sail; (3), (4) gaff sailing; (5), (12) lover sailing; (6) ranta-psatha sailing; (7) belou sailing (mykonian spritsail); (8) penna sail-
ing; (9) skafi sailing (with metzana); (10) spritsail, (11) bratsera sailing, (13) bombarda sailing Credits: Contemporary and traditional drawings of
small boats
Traditional Boat Manufacturing Methods
Two methods prevail in the Greek traditional boat manufacturing,
namely the moulding method (monochnaro) and the lofting floor
method (sala).
The Greek name of all the versions of moulding is ‘μονό-χναρο’,
which in English means ‘single-mould’. The definition that most
of the boatbuilders give to this name is that by means of a ‘single-
mould’ the boatbuilder can form the shape of all the ribs of the
middle part of a boat [9].
The technique known as the monochnaro or metzarola (considered
as a geometrical aspect of the moulding method) method involves
patterns handed down through the generations which are used to
shape stems, sternposts (or transoms), and principal frames, after
which ribbands are installed to refine the final hull shape.
Fig. 11: The moulding method in a wooden shipbuilding yard of
Syros in 2013. Credits: [7]
La Ola
In the lofting floor method (sala), the shipwright is used to design
profiles of the main parts of a vessel’s skeleton. Those profiles provide
the basis for the creation of special templates that are used to copy
the lines on to the wood from which the corresponding parts of the
vessel are to be cut.
Three methods of using a lofting floor to determine the shape
of a boat have been recorded in Greece. In the first method the
boatbuilder chalked the lines of the boat in full size straight on the
floor. In the second after having built a half model he transferred
the lines onto the floor. And in the third he first produced the boat’s
lines plans on paper before transferring them onto the floor for
lofting [9].
The sala method is considered to be the most advanced design
method in traditional Greek shipyards. Nevertheless, the older
empirical moulding methods have not been completely abandoned
and are still applied in the construction of small boats.
Types of Sailing
The types of sails are classified according to their shape into main
sails, such as the lateen sail (latini), the spritsail (sakoleva), the
lug sail (psatha), the gaff sail (bouma) or spanker sail (ranta) and
the square sail (stavrosi), and ancillary sails, which usually are
square or triangular, like certain kinds of jibs (flokos) and forestays
(stantza). Rigging is characterized by vast diversity and frequent
6
Annual Edition 2018-2019
vernacular variations and is nowadays studied mostly through old so that this guest article appears into the University’s official
photographs and oral narratives. magazine La Ola.
Sketches of the most common sailing arrangements found on
Greek traditional boats with one or two masts are shown in the
figure 12 above.

The future of the Greek traditional boats
Academic research [7] has indicated that there is a significant daily
loss of information about traditional shipbuilding in Greece for
over a century. The methods, materials and products associated
with this activity, are being forgotten or even destroyed due to non-
renewal of the professional occupation of designers - artisans, the
incomplete recording of existing knowledge and the simultaneous
natural destruction of existing traditional vessels.
A study conducted by the Traditional Boat Association of Greece,
recorded 14,500 wooden boats sailing in Greece about 20 years ago
out of which 12,500 have been destroyed following a law imposed
by the European Union in 1996 to prevent overfishing in the
Mediterranean. More specifically, the EU began to give incentives
to reduce the fishing fleet in Europe and subsidize the destruction
of fishing vessels with large sums of money, which could otherwise
be rescued and used with some modifications for other purposes
(pleasure boats, tourist boats).
In recent years, various private and public bodies have been
working to protect and promote the shipbuilding cultural heritage
in Greece. In this context, exhibitions and competitions with
traditional boats are organized, such as:
• Spetses Classic Yacht Regatta
• Cyclades Classic Yacht Race
• Traditional Boat Show
• Traditional Aegean wooden shipbuilding art
Epilogue
Undoubtedly, the subject of the Art of Traditional Shipbuilding in
Greece is too extensive and diverse to cover within the framework
of an article. However, an attempt has been made to present at least
the main characteristics of this wonderful craftsmanship which has
been practiced in Greece for centuries and is an essential element
of Greek culture.
Acknowledgements
The author is grateful to Divakara Rao Karukola for his invitation
References/Bibliography:
[1] Damianidis, K. A. (1998), ‘Greek Vernacular
Boatbuilding’, Athens: ETVA Cultural and Technological
Foundation
[2] Damianidis, K. A. and T. Leontidis (1992), ‘Greek
Wooden Sailing Boats of the 20th Century’, Cretan Ethnology
Museum, Athens: Gavrielides Editions
[3] Damianidis, K. A. and A. Zivas (1986), ‘Trechantiri
Boat: An Example of the Greek Shipbuilding Tradition’, Athens:
EOMMEX
[4] Damianidis, K. A. (2005), ‘The Craft of Shipbuilding
During the Turkish Occupation’, Archaeology & Arts, Issue 97
[5] Damianidis, K. A. (2000), ‘Greek Traditional Wooden
Shipbuilding’, Pyrforos Journal, Athens: N.T.U.A.
[6] Σταύρος Γ. Ψαθέρης, ΠΑΡΑΔΟΣΙΑΚΗ ΚΑΙ
ΣΥΓΧΡΟΝΗ ΝΑΥΠΗΓΟΞΥΛΟΥΡΓΙΚΗ, Αθήνα, 1988 – Stavros G.
Psatheris, TRADITIONAL AND CONTEMPORARY WOODEN
SHIPBUILDING, Athens, 1988
[7] Ισιδώρα Παπασιδέρη, Η ΞΥΛΟΝΑΥΠΗΓΙΚΗ ΣΤΗ
ΣΥΡΟ ΤΟΥ 19ΟΥ ΑΙΩΝΑ. ΜΟΥΣΙΑΚΑ ΕΚΠΑΙΔΕΥΤΙΚΑ
ΠΕΡΙΒΑΛΛΟΝΤΑ ΚΑΙ ΠΟΛΥΜΕΣΙΚΕΣ ΕΦΑΡΜΟΓΕΣ ΓΙΑ
ΤΗΝ ΔΙΑΣΩΣΗ ΚΑΙ ΔΙΑΤΗΡΗΣΗ ΤΗΣ ΠΛΗΡΟΦΟΡΙΑΣ
ΤΗΣ ΝΑΥΠΗΓΙΚΗΣ ΠΑΡΑΔΟΣΗΣ ΣΤΗΝ ΕΛΛΑΔΑ.
Ερμούπολη, Οκτώβριος 2016 - Isidora Papassideris, WOODEN
SHIPBUILDING IN SYROS ISLAND OF THE 19TH CENTURY.
MUSEUM EDUCATIONAL ENVIRONMENTS AND
MULTIMEDIA APPLICATIONS FOR THE RESCUE AND
PRESERVATION OF THE INFORMATION OF SHIPBUILDING
TRADITION IN GREECE. Ermoupolis, October 2016
[8] Χρυσάνθη Δαφνά, ΜΕΛΕΤΗ ΚΑΙ ΚΑΤΑΓΡΑΦΗ
ΔΙΑΔΙΚΑΣΙΩΝ ΚΑΤΑΣΚΕΥΗΣ ΠΑΡΑΔΟΣΙΑKΟΥ ΣΚΑΦΟΥΣ
ΣΕ ΞΥΛΟΝΑΥΠΗΓΕΙΟ ΤΗΣ ΣΥΡΟΥ, Καρδίτσα, Μάϊος
2011 - Chrysanthi Dafna, STUDY AND RECORDING OF
TRADITIONAL CONSTRUCTION PROCEDURES IN SYROS
WOODEN SHIPYARD, Karditsa, May 2011
[9] Kostas Damianidis, VERNACULAR BOATS AND
BOATBUILDING IN GREECE: VOL. I & VOL. II, St Andrews,
1991
[10] Νικόλαος Ταμπακάκης, ΤΟ ΕΛΛΗΝΙΚΟ ΠΑΡΑΔΟΣΙΑΚΟ
ΣΚΑΦΟΣ - ΠΑΡΑΔΟΣΙΑΚΗ ΝΑΥΠΗΓΟΞΥΛΟΥΡΓΙΚΗ, Χανιά,
Ιούνιος 2001 – Nikolaos Tampakakis, THE GREEK TRADITIONAL
BOAT – TRADITIONAL WOODEN SHIPBUILDING, Chania,
June 2001

About the author

Eleni Konstantinou is a graduate of both Technological and Educational Institution (T.E.I.)
of Athens, Naval Architecture Department (1991) and University of Glasgow, Naval Ar-
chitecture and Ocean Engineering Department (1993). In addition, she has been award-
ed a Master of Science by research from University of Glasgow, Naval Architecture and
Ocean Engineering Department (1996).

She has been employed by Hellenic Register of Shipping S.A., Piraeus since 1998 as a
Plan Approval Surveyor performing Plan Approval in the aspects of Intact and Damage
Stability Calculations, Loading Manuals and Longitudinal Strength Calculations, Cargo
Securing Manuals, Loading Unloading Sequences Manuals, Hydrostatic Balance Man-
uals, Cargo Gear Calculations, Floating Platforms and more. She was born in Athens,
Greece, where she is a permanent resident.

La Ola 7
 IMO 2020
The Game Changer
IMO 2020
The Game Changer
Namratha B.
Aby Joseph

What is HFO?
Heavy fuel oil (HFO) is the main type of “bunker” oil used for
ships, which is derived as a residue from the crude oil distilla-
tion. “Bunker oil” is a fuel which is poured into ship’s bunkers
in order to power the ship. Bunker Oil is one of the cheapest
fuel on the planet since it is the residual fuel left after removal
of Gasoline, Diesel and other high grade fuel. The composition
is C=85.1, H=10.9, S=4.
The sulphur content in HFO after combustion in the engine
ends up in the ship emissions. Sulphur oxides (SOx) are known
to be toxic to human health. SOx harm aquatic species, and
also contribute to the acidification of the oceans.
IMO regulations to scale down sulphur oxides (SOx) emissions
from ships first came into picture in 2005, under Annex VI of
the International Convention for the Prevention of Pollution
from Ships (known as the MARPOL Convention). Since then,
the limit lines on sulphur oxide emissions have been radically
tightened. Earlier it was brought down from 4.5% to 3.5%. But
until now IMO never targeted sulphur with this severity until,
24-28 October, 2016, MEPC (Marine Environment Protection
committee), 70th session LONDON.
From 1st January 2020, the limit for sulphur in fuel oil used
onboard ships operating in international waters (outside the
designated emission control areas) will be reduced to 0.50%
m/m (mass by mass). This will undoubtedly reduce the volume
of sulphur oxides emanating from ships which stand presently
at 3.5% (outside the designated emission control areas). This
implies that each and every ship will have to cut their sulphur
emissions by 85%.
This will have major health and environmental benefits for the
world, including good air quality, reducing risk of respirato-
ry diseases, acid rains, reducing soil erosion. Hindering SOx
emissions from ships will enhance the air quality and protect
the environment.
The decision has left not only shipping industry, but also oil
Sulphur 4%
Hydrogen
10.9%
Carbon
85.1%
Chemical Composition Of HFO. IMO has targeted sulphur and
aims to reduce it to 0.5%.

La Ola 8
Annual Edition 2018-2019
market affected. The current demand of High Sulphur fuel Oil
(HSFO) is 8 million barrels per day, and shipping industry ac-
counts for 4 million barrels per day. Experts say that there will
be changes in prices of diesel related products due to the deci-
sion taken by IMO. As fuel having less Sulphur content will be
more expensive. Now, let us see the alternatives available after
this decision.
The choices available
Compliance to the Sulphur Caps:
For the 2020 deadline, there are four choices available:
• Switching from high-sulphur fuel oil (HSFO) to marine gas
oil (MGO) or distillates
• Using very-low-sulphur fuel oil or compliant fuel blends
(0.50% sulphur)
• Retrofitting vessels to use alternative fuels such as LNG or
other sulphur-free fuels
• Installing exhaust gas cleaning systems (scrubbers), which
allows operation on regular HSFO.
So, a fuel switch will be enforced for vessels before 1st January
2020, lest the vessel is equipped to burn alternative fuels or are
already running on distillates, or have scrubbers installed. The
time to implementation is brief, and operators ought to select
their compliance strategy. There’s no one-size-fits-all answer,
and also the most suitable choice abundantly depends on vessel
kind, size of vessel, operational patterns and that fuels area unit
on the market within the short and long terms.
For choices requiring the fuel switch, numerous key fuel pa-
rameters are to be considered. Complications from fuel switch
can be avoided by: Compiling detailed guidelines for the fuel
switch, training crews to take a measured and careful approach
to the procedure, and making informed decisions about the ca-
pabilities of the vessel. Preparing a ship implementation plan
(SIP) can help avoid these problems. For choices requiring a
retrofit, it’s additionally necessary to think about the quality of
installation, potential off-hire and also the remaining period of
the ship. Complicating factors when considering compliance
options are regional and local regulations, which in some cases
stipulate stricter requirements and in others prohibit certain
compliance options.
And there are disadvantages in each of these 4 options
Very low sulphur fuel oil is a blend. There is no consistent grade
of this fuel. The composition of this fuel varies from area to
area. So this means that a ship throughout its voyage will get
different compositions of low sulphur fuel oil. MGO is a con-
sistent fuel, but it is priced well above HSFO. Retrofitting the
vessels, involves economics. The ship owners have to calculate
very precisely that retrofitting will add value to their vessels in
the long run or not. The scrubbers’ installation allows the ship
to use HSFO, but there is an installation cost to it as well.
SOx Regulations: (even stricter norms in specific
regions)
This 0.50% requirement is in addition to the even stricter
0.10% sulphur limit in many countries like the North Amer-
ican, US Caribbean, North Sea, and Baltic Emission Control
Areas (SECA) etc. California’s Air Resources Board (ARB) had
enforced a 0.10% sulphur limit within the 24 nautical miles of
the Californian coast. The regulation does not allow for any
compliance options other than low sulphur marine gas or the
diesel oil.
The European Union Sulphur Directive stipulates a maximum
of 0.10% sulphur content for ships in European Union ports.
Belgium and Germany have been prohibited from the dis-
charge of scrubber water in many areas, restraining the oper-
ation of open-loop scrubbers.
China is already down in expanding the geographical coverage
of its 0.50% sulphur areas to a 12-nautical-mile zone covering
the entire Chinese coastline. In addition, discharging wastewa-
ter from scrubbers is banned within inland ECAs, port waters
etc.
La Ola
Practical challenges of the fuel switch
Once the 0.50% global sulphur cap is in force, the number of
vessels sustaining their operations on conventional residual fuels
by utilizing exhaust gas cleaning systems (i.e. scrubbers)will be
hampered. It is predicted that 80-90 per cent of the global mer-
chant fleet will be switching from high-sulphur residual fuels to
new types of distillate or blended fuels, which will be introduced
into the market to meet the new regulations. Switching the fuel
types is a much-awaited operation with many potential pitfalls.
All the vessels functioning between areas with different sulphur
limitations need to have a precise and refurbished fuel switch pro-
cedures readily accessible onboard the ship. The crew also needs
to be well-trained and aware of all the risks, pros and cons asso-
ciated with the switch, elseways this might risk to engine failure,
power loss, or even a blackout. Fuel switch can be challenging
because fuel types have totally different properties. While residual
fuels with high and low sulphur content are similar, such is not
the case for the new compliant fuels, residuals and distillates. Dis-
tillate and residual fuels differ in more or less all of the paramount
characteristic fuel parameters, and hence tend to be incompatible
when a certain blending ratio is reached.Additionally, the chem-
ical composition of the fuels (in particular aromatic vs. paraffinic
components) plays an essential part regarding compatibility be-
tween them.
There is always a suspicion in the environmental and technical
abilities of alternative fuels, if and how they can be deployed
widely across the sector, and the subsequent impact this would
have as a whole. If we observe the Sulphur content as a whole in
HFSO, is only 4%. But still it had severe effects on the environ-
ment, due to excessive use. Finding the potential of an alternative
fuel to become a viable option, in terms of wide scale use and
delivering sector wide emission reductions, requires a thorough
analysis that covers technological, environmental and economic
realms. And above all the fuel must stand the test of time. There
is a good possibility that a small component in the LSFO fuel
may start exploiting the environment that we are trying to pro-
tect today. There will definitely be more replacements and, given
the long lifetime of ships and maritime framework, a fuel strategy
that is rightly suited to existing regulation may not be rightly suit-
ed in the long run of greenhouse gas emissions regulation.
Other challenge to IMO is that, they do not have enforcement
powers. IMO depends on local authorities for their rule enforce-
ment. So their reliance on local players increases. IMO is always
put on backfoot due to the states offering flag of convenience. So
this decision indirectly makes IMO more reliant on states offering
negligible norms for their ships.
Some Insights into: on board fuel systems.
CLEANING: To clean a fuel system, there are three primary op-
tions: the first is manual cleaning during service –that is to clean
the unused tanks and parts of the fuel systems manually during
port stays. Second is through manual cleaning during dry dock-
ing –that is completely cleaning the fuel system manually during
docking processes. And the third is the gradual cleaning of the
tanks and fuel system using dosing additives before switching fu-
els. So now a basic question is why is cleaning required? Some op-
erators and fleet owners may plan to simply switch to compliant
fuels once the regulations are in force, without cleaning the fuel
system. It should be emphasised, however, that the majority of the
distillate fuels have a “cleaning effect”, which could further precip-
itate sludge and sediments present in the fuel system that could
result in clogging and hamper of filters, purifiers, etc. Therefore,
to avoid such operational problems and reduce the risk of damag-
es, it is eminently recommended to perform cleaning procedures
of the complete fuel system prior to the fuel switch.
SEGREGATION:Taking into account that fuel compatibility will
typically not be assured between different suppliers, or even from
9
 the same supplier in different locations, it is very sturdily ad-
vised to consider whether vessels have resilience in keeping dif-
ferent fuel products segregated. Segregating fuel tanks can be a
way to increase flexibility and further avoid operational issues.
Hence, segregation would require dividing existing tanks with
retrofits of additional piping, valves, pumps, etc., which would
very likely require docking of the vessel.
COMPATIBILITY: During the switch between different fuel
types, it is also important to note that the fuels that are mixed
are compatible and stable under the operational conditions. If
it is not so, or if the fuels are improperly mixed, problems may
occur with severe sludge formation, which will block off the
fuel system and the worst, lead to engine shutdowns. Addition-
ally,when planning the fuel switch and bunkering, the handling
and disposal of mixed and non-compliant fuel should be con-
sidered.
SOx Regulations in diffrent Nations
China
China has already increased the geographical coverage of its 0.50%
sulphur areas to a 12-nautical-mile zone even before 1 January,
2020, covering the entire Chinese coastline. In addition, discharg-
ing wastewater from scrubbers is banned within inland ECAs, port
waters.
USA
This 0.50% requirement is in addition to the even stricter 0.10%
sulphur limit in many countries like North America. There are
even strictier norms than the rules imposed on 1 January, 2020.
La Ola
TEMPERATURE CONTROL: Changes to the on-board fuel
treatment and fuel management system may need to be imple-
mented when switching from residual to distillate type fuels.The
fuel heating requirements in these cases will be vitally changed
and should be reviewed. The installation of chiller units to run
low viscosity fuels should be taken into consideration. If oper-
ating in cold climate, special consideration, need to be given to
fuel management systems that will handle the cold flow prop-
erties.
RECOMMENDATIONS FOR SAFE FUEL OP-
ERATIONS
Regardless of the fuel type selected to meet the regulatory
changes in 2020, it is eminently recommended to become naive
with the fuel supplier’s information regarding fuel character-
istics and properties, and later compare these with the engine
maker’s commendations. Although the ordered fuel grade is the
European
Union
The European Union Sulphur Directive stipulates a maxi-
mum of 0.10% sulphur content for ships in European Union
ports. Belgium and Germany have been prohibited from the
discharge of scrubber water in many areas, restraining the
operation of open-loop scrubbers.
“
Russia is set to suffer the biggest revenue losses
from rules mandating cleaner marine fuels
from 2020, because the world’s top exporter
of the sulfurous residual oil that powers
ships doesn’t look prepared for the change.
Refineries across the world are bracing themselves
for the once-in-a-generation shift intended to
reduce pollution caused by ships. While plants in
Europe and the U.S. Gulf Coast seem well positioned
to make the change to low-sulfur output, Russian
companies have done little to prepare
Bloomberg
”
10
Annual Edition 2018-2019
How Experts take IMO 2020?
“
IMO 2020 is the “Game Changer”. IMO 2020
will increase demand for oil by 1.5 to 2.0 million
barrels per day in 14 months
Raymond James
”
“
IMO 2020 will push WTI/lighter lower sulfur
US grades back into stronger Contango in
2019. It’s one of management’s arguments for
improvement in their domestic tank/storage
business. They’re doing a strategic review,
outcome to be announced shortly, which
will likely lead to a dividend cut and perhaps
additional share price erosion. But, BPL could
be a good investment opportunity after that
fallout settles...
Buckeye Partners (BPL)
La Ola
” 11
same at different suppliers and ports, but the fuel composition
and properties differ considerably. Specific attention should be
taken with regard to fuel stability and compatibility between
different fuel types and their brands. It is highly recommended
to use the latest fuel oil specifications in accordance with the
latest revision of the international standard ISO 8217: Petro-
leum products – Fuels (class f) – Specification of marine fuels.
Fuel availability is naturally expected to differ between ports;
therefore, in the event of having to operate on an unknown
fuel, knowledge of different fuel characteristics and properties
is essential to avoid operational problems. Training of crew to
perform on-board fuel compatibility tests may reduce poten-
tially common problems if an unfamiliar fuel is considered for
temporary use. Lastly, to ensure efficient dealing with the fuel
types, it is advised to carefully follow the IMO-guidelines re-
lated to the recommended fuel sampling and sampling points
on-board.
Not only shipping industry, troubled waters
ahead for oil industry as well.
With increase in demand of LSFO, experts say the prices of die-
sel are expected to increase. There are huge changes in global
refining sector. Refining is the process of extracting fuel. First
of all high quality fuel was extracted. HSFO being low quality
remained in the end. The shipping industry was a major con-
sumer of this product. But now there is increase in quality of
fuel. So this changes the refining industry.
Some of the refineries will have to put in some major invest-
ments as they now have to produce LSFO in major amount and
HSFO in minor amount. So there are indirect implications for
Oil refineries, especially for those which were shipping orient-
ed.
La Ola 12
Annual Edition 2018-2019

PROJECT HA-
BAKKUK: THE
ICY CARRIER

SANDEEPAN MANNA

La Ola 13
 A project put forward by neither a Naval architect nor a math-
ematician, but by a mere journalist, Mr. Geoffrey Pyke during
the Second World War. “Project Habakkuk” or “Habbakuk”
was a plan of the British against the Kriegsmarine (Navy of
Nazi Germany) during the first few years of World War 2 for
construction of an aircraft carrier out of Pykrete (mixture of
ice and wood) owing to the less range of land-based aircrafts
and vulnerability of the stereotypic metal made aircraft carriers
to swifter and deadlier U-boats. But after successful scale tests
and creation of a prototype in a lake (Patricia Lake, in Jasper
National Park) in Alberta, Canada, and the project was shelved
due to rising costs, added resource requirements, also making
of higher ranged naval version of aircrafts in second half of war.

Initial Concept
Geoffrey Pyke was recommended to Lord Mountbatten, the
Chief of Combined Operations by the Cabinet minister, Leo-
pold Lamery. Geoffrey Pyke was then working in Combined
Operations Headquarter (COHQ). Pyke conceived the idea of
Habakkuk when he was in the United States, while working
on a scheme to assemble winter operations in Norway. He had
been observing the problems of seaborne landings and Atlan-
tic convoys which were out of reach of aircraft cover. Anoth-
er problem aroused was short supply of steel and aluminium.
Pyke concluded the answer as ice; its production was so easy
that energy required for its production was equivalent to 1% of
energy required for production of steel. He proposed levelling
of an iceberg (natural or artificial), levelled the upper part for
runway and hollowed out the lower part for storage of aircrafts.
When Mountbatten passed Pyke’s plan to the Prime minister,
Churchill, he was very enthusiastic about the plan.

Building the largest icy Warship ever

Building a warship of ice was just as hard as it sounds. If you
want to make ice stable in water then it should be in 1:10 ratio,
so, if a plane has to be launched from 50 feet height then the
ship should be at least 500 feet in depth which was practically
very difficult. It was also very difficult to move such a big and
unstable chunk of ice at higher speeds. Thus, the hurdles of im-
possible icy ship came into picture.

Finding solutions:
In early 1942, Geoffrey Pyke and one of his friends, J.D. Bernal
consulted Max Perutz, a renowned Biologist, to construct an
ice floe large enough to make an airstrip on it. Perutz declined
the ice floe idea explaining that the natural icebergs are small
and can easily topple when fitted with an airstrip. Then, the
idea of Pykrete came into picture.

What exactly is Pykrete?

Pykrete is a mixture of wood pulp and ice which when frozen
was stronger than ice and at the same time presence of wood
would increase the material’s melting temperature, thus it
won’t melt easily and sink. Pykrete could be machined easily
like wood and cast into shapes like metal. Also when immersed
in water, it formed an insulating sheet of wet wood pulp. This
surface would protect interiors from further melting. Howev-
er, Perutz observed that the ice would somehow was melting
through the process called plastic flow. Thus, his test result also
showed that Pykrete ship was sagging prone until it was cooled
to a temperature of −16°C (or 3°F). To accomplish the ship’s
surface idea, it would have to be protected by insulation and to
prevent melting; a separate refrigeration plant had to be made
with a complex system of ducts. Looking for an answer to the
problems, Perutz proceeded with his experiments on Pykrete
for its viability and optimum composition. He conducted these
experiments in a secret location underneath the Smithfield
meat market, London. Everything was done in a meat locker,
behind the protective screen of frozen animal carcasses.

La Ola 14
Annual Edition 2018-2019
Real-time check: The Scale Model
A decision was made to make a scale model test at Jasper Na-
tional park, Canada to examine the insulation and refrigera-
tion process, and to see how Pykrete would stand up to the
artillery and explosives. Large Pykrete blocks were made in
Lake Louise, Alberta. Using these blocks, a small prototype of
dimensions 18 metre*9 metre (or 60 feet*30 feet) was made
in Lake Patricia, Alberta. This prototype weighed around 1000
tonnes and had a 1HP motor for refrigeration purposes. The
prototype’s construction was done by conscientious objector.
They were also not told about what they were constructing.
Bernal informed Combined Operations HQ that a 1000 tonne
model was being built by Canadians. The chief of Combined
Operations responded that Churchill, along with other joint
secretaries insisted to give project Habakkuk the highest pri-
ority and other ships would be further ordered if it was a suc-
cess. The Canadians were confident about constructing a ves-
sel by 1944. Necessary materials listed then were 300,000 tons
of wood pulp, 25,000 tons of fibre board insulations, 35,000
tons of timber and 10,000 tons of steel. The estimated cost of
£700,000 was given. Meanwhile, Perutz determined that the
optimum composition of Pykrete should be 14% wood pulp
and 86% water. He also wrote to Pyke that certain tests had to
be completed before May, 1943 to get the ship done by 1944.
By May, there was a serious problem of Cold flow (tendency
of solid to move or deform permanently in presence of me-
chanical stresses) and it was obvious that more steel reinforce-
ments were needed as well as more effective insulation around
the hull. This caused the cost estimate to rise to £2.5 million.
Besides, the Canadians also gave up hopes of constructing a
ship by the coming summer, resulting in Pyke and Bernal also
agreeing that there won’t be any Habakkuk by 1944. Later, Pyke
was forced to quit the project. Naval architects and engineers
continued working on vessel Habakkuk along with Perutz till
May, 1943. The requirement of vessel went on to become more
demanding. It had to have a range of 7000 miles and admiral-
ty wanted it to be torpedo proof, which meant that the hull
should be 40 feet thick. Fleet air arm decided that heavy bomb-
ers would be launched from it, which meant flight deck has to
be at least 2000 feet long (610 feet). Another major problem
aroused was of steering. Initially it was suggested to steer the
ship by varying speed of motors at either side, but the Royal
Navy insisted of rudder. However, the problem of mounting of
a rudder over 100 feet high was never solved.
Variants
Naval architects had 3 different versions of Pyke’s concept: -
• Habakkuk I- Would have been completely made up of wood.
• Habakkuk II- Closest variant to the blueprint given to COHQ
(Combined Operations Headquarters) would have been very
large, slow, self propelled vehicle made of Pykrete. And it
should consist of flight deck of 1200 metres and beam of 180
metres.
La Ola
• Habakkuk III- Smaller version of variant II. The final design
of Habakkuk would have given it a displacement of 2.2 million
tons. Steam turbo-generators would have supplied 33000 hp
(25,000 kW) to 26 electric motor mounted on external nacelles
(Motors were insisted to keep outside; otherwise it would have
too much heat for an ice craft). In armaments, it would have 40
dual barrelled 4.5” DP (Dual Purpose) turrets and numerous
anti-aircraft guns. The ship would have housed an airstrip and
would have been capable of carrying 150 twin engine bombers.
End of Project
By 1943, Quebec Conference, the Habakkuk project had got
both Churchill’s and Mountbatten’s approval. Later, NRC Can-
ada confirmed that the whole vessel would cost more steel than
steel needed in building a whole new fleet of aircraft carriers.
PM Churchill was so enthusiast of the project that he had to
be kept in dark till NRC president confronted Churchill of the
problems. Mountbatten listed following points in the meeting:
• Requirement of steel had increased comparatively at the end
of war
• British Air Force received permission to launch planes from
the airstrips in Azores Island in mid-Atlantic.
• Introduction of long-range fuel tanks in plane, thus increas-
ing range of aircrafts.
• Production of escort carriers increased. Mountbatten with-
drew from Project Habakkuk. In the final meeting for Habak-
kuk in December, 1943, the board concluded, “The large Ha-
bakkuk II made of Pykrete has been found to be impractical
because of the enormous production resources required and
technical difficulties involved”. Another reason of ice-usage
falling out was the idea of making artificial islands in mid-At-
lantic for launching aircrafts (under Project Tentacle). Habak-
kuk today We can conclude saying that Habakkuk, if made,
would have been one of the strongest aircraft carriers, especially
the unsinkable one. It was so stable that it took 3 summers to
melt the ice of prototype itself. Habakkuk, if made today might
have solved many climate issues, as people would have tried to
conserve glaciers to make ships out of them.
15
 MARINE TECHNOLOGY RESEARCH IN AALTO UNIVERSITY

MARINE TECHNOLOGY RESEARCH IN AALTO UNIVERSITY

Spyros Hirdaris
Our Group – Strengths and Tradition loads of Arctic structures and ice load portal: From model
scale testing to the industrial scale (ARAJÄÄ)” (2015-2017),
The Marine technology group of Aalto University (Finland) “Advanced Autonomous Waterborne Applications Initiative
investigates the responses and strength of ships in a complex (AAWA)” (2015-2018), “Smart City Ferries (ÄLYVESI)”
physical environment where ice- and wave-induced loads are (2016- 2018), “Design for Value (D4V): mapping the path for
present. We also investigate the system-level issues at the scales a Safe Maritime Ecosystem” (2017 – 2019). Internationally
of shipping systems and fleets as well as individual ships and collaborative projects include “Strategic and Operational
their subsystems. Our focus is on passenger and ice-going ships Risk Management for Wintertime Transportation System
and on autonomous ships. (STORMWINDS)” (2015-2018) and “Review, Evaluation and
Future of Baltic Maritime Risk Management (BALTIMARI)”
The core aim of our research is to help understand and develop (2018-2021) funded by the BONUS program, and the “Center
technologies with the aim to ensure maritime safety, and enable of Excellence for Arctic shipping and operations (CEARCTIC”
sustainability through advanced solutions. We achieve this funded by the Lloyds Register Foundation (2013-2020).
via our focus on the first principles of applied mechanics (e.g.
hydrodynamics, structures and their interactions, lightweight
structures), statistical methods and systems engineering. Our We are the only university in Finland giving master level
main research activities today are related to the advanced education of marine technology. Our education package
structures, hydro-elasticity, passenger ship safety (see https:// promotes in-depth understanding of naval architecture
www.flare-project.eu/), safety of smart maritime solutions, risk and marine engineering. We educate future professionals
framework development for navigation in Polar waters (e.g. see on principles for ship construction and design, including
: https://www.aalto.fi/cepolar). hydrodynamics, loads, structural analyses, stability, safety of
marine traffic and winter navigation. We support personalized
learning, while teaching is carried out by group or individual
Aalto Marine and Arctic Technology research unit has been
involved in multiple national and international research
projects, with main national funding obtained from the Finnish
Funding Agency for Innovation (TEKES), Academy of Finland,
and Finnish Metals and Engineering Competence Cluster Ltd
(FIMECC). The unit has led or participated in 15 EU-funded
research projects in FP5, FP6 and FP7, as well as in Baltic Sea
Region programmes. Examples of the projects include FP5-
DICSO, FP6-SAFEICE, FP7-SAFEWIN and INTERREG IV
MIMIC and CAFE. The research unit has been involved in
several risk and safety related national and international research
projects. Examples are the national projects “Vessel Operations
and Routing in Ice Conditions (VORIC)” (2015-2016), “Ice

La Ola 16
Annual Edition 2018-2019
assignments, project work, lectures, and workshops. Theory
within this education package is supported by experimental
work, and computer simulations are used to convey concepts.
Accordingly, students can select the following study paths:
Naval Architecture, Arctic Marine Technology, Ship Project
Engineer, Structural Expert, Hydrodynamic Expert, Smart
Maritime Expert, Cruise and Ferry Design Expert. The majority
of graduates work in design and research positions in shipyards,
research institutes, design offices, shipping companies and
regulatory institutions.

Looking Ahead – Our research focus on Ship

Safety and Sustainability
With more than 70% of the planet’s surface covered by water,
the oceans are at the heart of life on earth. They drive our
climate, shape our environment and are becoming increasingly
important as a source of raw materials, food and energy.
Globally, close to 90% of goods travel to their destination by
sea and these volumes will continue to increase. Given the
pivotal role and potential of oceans in the economic and social
wellbeing of our planet, their use must be managed sensitively.
The quest for safer and sustainable shipping reflects the demand
from leading maritime research and education providers
to position themselves in an ever changing and demanding
environment.
Over the years to come maritime research, innovation and
education will be the key to safe and sustainable waterborne
operations. At the Aalto Maritime Technology Research Group
we understand that, in the coming decades, we must pursue
research and education excellence that will help deliver clear
social and economic benefits without adversely affecting the
environment upon which we depend. To succeed, we strive to
become more international, improve our infrastructure, our
education programs, our knowledge and our open innovation
capabilities.
To implement our vision we take stock from our strengths
and tradition and we plan to respond to the future research
agenda along the following directions that promote safe and
sustainable shipping :
a.Assuring safety and security of the supply chain
Today some supply threats are technology or climate based,
others are geo-political. With the political stability of countries
bordering important shipping routes become more uncertain,
acts of piracy and terrorism are likely to continue. We believe
that new solutions for ensuring the security of ships and their
crew need to be developed and implemented in addition
to reducing our dependence on fossil fuels and increasing
the ability of vessels to withstand extreme events in both ice
infested and open water conditions.
b. Promoting safer and more environmentally friendly ships
Given the high-technology nature of the shipbuilding sector
and the high priority for safety and environmental quality,
high global standards and effective international control are
important. In this sense we are interested in contributing to
E-Navigation solutions that will help improve safety standards,
monitoring standards and hence the flow of information
from ship to ship and ship to shore in both open waters and
ice infested environments. Understanding new technology
trends such as big data analytics, artificial intelligence,
machine learning, the Internet of Things and their use for safe,
sustainable and possibly autonomous operations will be critical
upcoming research priorities.
c. Technology, education and skills
Research and innovation are key in terms of delivering the
leading edge technology the sector requires. The maritime
sector can only remain competitive if it continues to deliver
high added value by using leading edge technologies and
processes to create intelligent products. The 4th industrial
revolution means that in the future labour migration between
the maritime clusters and across should be encouraged and
supported. This means attracting and retaining an appropriately
educated and trained workforce. Finland are world-wide
recognized superpower in education. At Aalto University we
are proud to contribute to numerous national (https://fitech.
io/en/studies/marine-technology/) , regional (http://www.
nor-mar-eng.org/) and pan-european initiatives (http://www.
wegemt.com/) that promote the maritime profession. In the
future we intend to intensify these efforts and promote lifelong
learning as a key attribute.

Author biography
Spyros Hirdaris is Associate Professor of Marine Safety in the Marine Technology Research Unit
of Aalto University that consists of 45 people at the School of Engineering. He has about 20 years
of research experience related to safety of ships, ship loads and responses with about 130 publi-
cations under these topics. In the past he worked for 14 years for Lloyds Register in London. He
received his PhD in Naval Architecture from the University of Southampton in 2004. His main
research interests have been devoted to the analysis of wave-induced loads on ships, and marine
safety in open waters. As part of his research he has worked on understanding risks associated
with the implementation of maritime technologies for safe and sustainable shipping (e.g. wind,
nuclear propulsion; autonomy etc.). To date he participated and managed a rich portfolio of EU,
and International Industry projects. He is European Engineer, Chartered Engineer, Member of
the International Ship and Offshore Structures Congress, Member of the Royal Institution of
Naval Architects (UK), the Society of Naval Architects and Marine Engineers (USA) and the
Technical Chamber of Greece.

La Ola 17
La Ola 18
Annual Edition 2018-2019
Submarine Carriers
Submarine Carriers
SANURAG SAHA
Aircraft Carriers and Submarines: two indispensable types of equip-
ment of modern naval warfare. Ever since the arrival of these vessels,
the tide of victory has turned in favour of the navy with the largest
carriers and the stealthiest submarines. But what if we combine the
deadliness of both vessels into one? The answer - “Submarine Car-
riers.”
In very basic terms, a submarine carrier is a special kind of subma-
rine that is equipped with devices to launch and retrieve aircrafts
from its’ specialized deck, while retaining all the capabilities of a reg-
ular submarine. This may seem an impossible idea, but the reality is
such boats have existed and proved their worthiness.
SUBMARINE CARRIERS IN HISTORY
During the Second World War, most of the belligerent nations pos-
sessed both U-Boats and Aircraft carriers in their inventory. Howev-
er, the Imperial Japanese Navy had a surprise in store – the I400 class
Submarine carriers. These specialized submarines were capable of
carrying up to three Aichi M6A1 Seiran underwater aircrafts (These
were submarine-launched dive/torpedo bomber aircrafts) to their
destinations, launch them and quickly dive before getting discov-
ered. They also carried 8x 533mm torpedoes for close-range combat.
INCEPTION
These submarines were the brainchild of Admiral Isoroku Yamamo-
to, Commander-in-Chief of Japanese Combined Fleet. He devised
the idea of taking the war to the US mainland by planning attacks on
US coastal cities using submarine carried aircraft.
After conducting a feasibility study, Yamamoto placed the proposal
to Fleet Headquarters and called for 18 submarines capable of mak-
ing 3 round-trips to the West Coast of USA or a round-trip to any
point on the globe. They were to be equipped with at least two attack
aircrafts, armed with one torpedo or 800kg bomb.
La Ola
DESIGN FEATURES AND EQUIPMENTS
Each submarine had four 1,680 kW engines and carried
enough fuel to go around the world one-and-a-half times—more
than enough to reach the United States travelling east or west from
Japan. Length overall of the submarines were more than 120m and
displaced 5,900t, more than double their typical American counter-
parts. The necessary strength and stability to handle the weight of
large on-deck aircraft hangar were provided by the unique figure-
of-eight shape of its pressure hull. To allow stowage of three aircraft
along the vessel’s centreline, the conning tower was offset to port.
Located approximately amidships on the top deck was a cylindrical
watertight aircraft hangar, 31m long and 3.5m in diameter. The out-
er access door could be opened manually from outside by turning a
large hand-wheel connected to a rack and spur gear or hydraulically
from within. A 51-millimetre-thick rubber gasket made the door
waterproof. Three waterproofed Type 96 triple-mount 25mm auto-
cannon for air defence were situated atop the hangar and two aft and
one forward of the conning tower. A single 25mm autocannon on a
pedestal mount was also located just aft the bridge. Aft of the hangar
was positioned one Type 11, 140mm deck gun. It had a range of
15km. Eight torpedo tubes were mounted in the bow, four above
and four below. There were no aft tubes.
Stowed in an open recessed compartment on the forward port side,
just below the top deck, was a collapsible crane used to retrieve the
submarine’s Seiran floatplanes. It had an electrically operated hoist
and was capable of lifting approximately 4.5t once raised mechan-
ically to a height of 8m via a motor inside the boat with a boom
extension to a length of 11.8m.
A special trim system was fitted to loiter submerged and stationary
while awaiting the return of their aircraft. However, the operation
of this system was noisy.
Two parallel sets of demagnetization cables were strung along the
submarine’s gunwales, running from the stern to the bow planes.
They were meant to protect against magnetic mines.
19
Electronics on-board the I-400s included a Mark 3 Model 1 air
search radar equipped with two separate antennas capable of de-
tecting aircraft out to a range of 80 km. It was also equipped with
Mark 2 Model 2 air/surface radar sets. Each of them carried an E27
radar warning receiver, connected to both a trainable dipole anten-
na and a fixed non-directional antenna.
The submarines were equipped with two 12.2m long periscopes of
German manufacture, one for use during daylight and the other
at night.
The hulls from the waterline to the bilge keel was coated with a
special anechoic coating made from a mixture of gum, asbestos and
adhesives dampen reverberations from the boat’s internal machin-
ery and also to absorb or diffuse enemy sonar pulses, theoretically
making detection, while submerged, more difficult.
In May 1945, one model was fitted with a hydraulically raised air
intake device, a German-supplied snorkel, allowing the boat to run
its diesel engines and recharge its batteries while remaining at peri-
scope depth.
OPERATION
(How they stowed the aircraft in submarine?)
The Seiran was specifically designed for use aboard the submarines
and could carry an 800kg bomb 1,000km at 475km/h. To fit in-
side the narrow confines of the hangar, the floats were removed and
stowed, the wings rotated 90 degrees and folded backwards hydrau-
lically against the fuselage, the horizontal stabilizers folded down
while the top of the vertical stabilizer folded over so the overall for-
ward profile of the aircraft was within the diameter of its propeller.
A crew of four could prepare and launch all three in 30 minutes (or
15 minutes if the planes’ pontoons were not first attached, which
would make recovery impossible).
The Seirans were launched from a 26m Type 4 No. 2 Model 10 com-
pressed-air catapult, placed on the forward deck of the submarine.
Four high-pressure air flasks connected in parallel to a piston were
underneath the catapult track. The aircraft, mounted atop collaps-
ible carriages via catapult attachment points along their fuselages,
would be slung 70–75 feet along the track, though the piston itself
only moved between eight- and ten-feet during operation.
The aircraft were to be launched using a catapult and fly their mis-
sions. The launching submarine was to submerge and stay in place
to allow the aircraft to navigate back to the area by dead reckon-
ing. It would land on the water with its floats, and be hoisted back
aboard by crane. This was the usual mode of operation.
In cases where fast launching and recovery was essential for escape,
the floatplanes could be launched without their floats, and ditched
upon landing, saving the time spent recovering and re-hangaring
the aircraft, which was a complex and lengthy procedure.
DRAWBACKS
Just like the huge advantages of these aircrafts, there were some ma-
jor drawbacks too. Manoeuvrability was a real issue in I400-class
submarines owing to their small rudders. The large superstructure
and their port offset caused the submarine to veer off course during
any strong wind. The maximum safe diving depth of the I-400-class
La Ola
submarine was only 100m. This lower dive depth presented prob-
lems if the submarine dived at too steep angle in an emergency.
Because of the massive craft hangars and conning tower, all I-400-
class boats had significant visual and radar signatures on the sur-
face and could be detected by aircraft relatively easily. Dive time
was fifty-six seconds; nearly double that of U.S. fleet submarines
that made these submarines more prone to attack once they are
spotted on the surface by enemy boats or aircrafts. The offset super-
structure forced the helmsman to steer seven degrees starboard in
order to steer a straight course when submerged and travelling at a
slow speed of 2 knots. When conducting a torpedo attack, the cap-
tain had to take into account his larger turning circle to starboard
than to port, again because of the offset design. The crew members
in I400 had no air conditioners to regulate temperatures in tropic
waters and no flush bathrooms. Lack of cold storage greatly limited
the crew’s diet, while inadequate sleeping quarters forced some of
the crew to sleep on the decks or in passageways.
Relevance in Modern Wars
• No such carriers exist in the modern world. Though this ability
of covert attack is alluring, sustained air operations would largely
negate the advantage of being submersible.
• Moreover, submarines large enough to carry a formidable air arm
would be prone to detection and counter-attacks. Also considering
the cost of such specialized carriers, it is highly unlikely any navy
would consider their construction worthwhile (especially when
surface aircraft carriers with their battle groups can do the same job
more effectively). The advent of submarine-launched cruise mis-
siles (SLBMs), which can work both as strike weapons and dispos-
able surveillance drones, reduces the requirement of such carriers.
• However, projects are in progress to include UAV (unmanned
aerial vehicle) launch and recovery capabilities in submarines. Ger-
man Type 212 submarines already have the capability to launch
UAVs.
CONCLUSION
So to conclude, submarine carriers did have a bright past, but now
have a bleak future. This is mainly due to advancements in tracking
and detection technologies. But the idea is not completely dead. It
is just being remodelled for modern combat!
20
Annual Edition 2018-2019

SUBMARINE ENVIROMENT
WORSHIP JAISWAL
SUBMARINE ENVIROMENT

Knowing the natural and human-built environments, raising

awareness on factors impacting them is necessary sonas to let
us take actions upon improving and sustaining it. If one is aware
of the environment and its impact on respective body benefits,
i.e. critical thinking skills, imagination power, tolerance and un-
derstanding ability, responsible actions can be taken for a better
environment.
Anything which surrounds the submarine, affecting its function
directly or indirectly is called the submarine environment.
Hence submarine has two types of environments:
• External
• Internal
When the submarine dives into the shallow ocean, it has to in-
teract with wind driven circulation, surface gravity waves, cur-
rents and turbulent mixing of heat and salt, which is caused due
to earth’s rotation which later creates density variation.
Shallow Oceans are light, warm, have relatively low pressure and
density with lots of critters and plants, while on the contrary,
deep Oceans are dark, cold, with serious high pressures and
density with almost no life.
As the submarine dives deeper into the ocean, pressure increas-
es significantly.To sustain in the deep oceans, pressure hulls
are made. The diving depth of the submarine is limited to the
strength of their hull. If the air pressure inside the submarine
is allowed to be equal to the water pressure outside the hull, the
oxygen tends to become toxic at such high-pressure variations.
Therefore, when the inside pressure is kept normal to the atmo-

La Ola 21
spheric pressure, the hull should be able to withstand the pres-
sure being acted upon the submarine by surrounding water,
as inside air pressure is lesser. The surrounding water pressure
increases with depth and so does the stresses on the hull.
Each 10 metre (33feet) of depth puts another atmosphere
(1bar, 14.7psi, 101kpa) of pressure on the hull, so at 300 metre
(1000feet), the hull has to withstand 30 atmospheres (30bar,
441psi, 300kpa) of water pressure hence pressure. Hence, hull
plays a major role in bearing high pressure.
Pressure Hull is the inner hull of a submarine that supports
the structural integrity by maintaining the difference between
both the surrounding and inside pressure at depth. It is called
pressure hull as it actually withstands immense pressure from
the surroundings. It is made with complex structures and high
strength reserves and is separated by water tight bulkheads
into various compartments.
Internal environment depends on machines and other ac-
cessories which are operated and controlled by crew. As the
number of crew members increase, the demand for the supply
of O2 in proper proportion also increases. Inside the vessel,
chambers are congested, while movement and commotion
is quite restricted. The primary task in the submarine is the
maintenance of clean air and comfort, as the huge amount of
pollutants are present (like Carbon Monoxide, Carbon Diox-
ide, Hydrogen Stibine (SbH3), Sulfuric Acid, Aerosols, Oxides
of Sulphur and Nitrogen, Chlorine etc.) in the compartment.
Comfort in any environment is a pleasant aid, rooted on phys-
ical, physiological and psychological parameters, as it reno-
vates the work productivity. Comfortable physical condition
La Ola
exists when the surrounding temperature is 24.5℃ and relative
humidity 40% and air velocity 0.25m/s. All these are main-
tained up to the extent.
The extent of CO released inside the submarine is directly
proportional to crew members and human metabolic activ-
ities which create organic compounds through sweat, saliva,
urine and faeces. Generally, the submarines are provided with
canned food sources but sometime these canned stuffs are tak-
en out and warmed. These operations contaminate the cabin
air to some extent. Food odours are pleasant only in the dining
place, their accumulation in the whole indoor air is undesir-
able and gives birth to pollutant hydrocarbon. In addition to
these pollutants, there are noise (vibration) radiations pro-
duced from the engine room.
The diesel oil, when consumed in the engine, generates carbon
mono-oxide, carbon dioxide & sulphur oxides. Engine room
of submarines are equipped with well protected gaskets which
will not allow any of the exhaust gases to enter the compart-
ments. Even the slight penetration of the volatile CO, CO2
could be serious when submarine dives underwater since re-
leasing these pollutants underwater is quite a task.
These listed pollutants present in the submarine compartment
individually affect, the comfort of crew onboard. Infact, they
also give the synergistic effect in which these pollutants tend
to combine within them and react with each other leading to a
complex mixture (similar to photochemical smog).
22
Annual Edition 2018-2019

Activities In
Indian Maritime University,
Visakhapatnam Campus

La Ola 23
La Ola 24
Annual Edition 2018-2019

Music And
Music Dance
And Dance

Among the stressful life of college, an individual

can experience soothing and relaxing sensation
through music and melody and at the same time
will find dance as a resort to channelize their
energy. Music and dance are an integral part of
the cultural events; one can have in a college.
Through dance, students can learn teamwork,
focus, concentration and other improvisation-
al skills while music can regulate emotions and
create an aura of happiness and stress-free envi-
ronment.
With the vision of an individual’s improvement
in music and dance, in 2017, was created a club
which would provide a platform for the same in
the college and the club would also help in insti-
tute’s cultural activities. The M.A.D. club revolves
around all those from whom you just can’t take
the rhythm away. Thus, saving one’s interest in
music and dance while pursuing a technical de-
gree.
The M.A.D. club runs with the objective to train
the interested, to enrich the talented and attract
seekers; take some relaxation from stress of
their daily hectic life. The M.A.D. club operates
throughout the year with positive energy and
great enthusiasm. It conducts training sessions
regularly along with auditions on advent of new
batches.
This year, M.A.D. club boosted its journey with
a lit signature performance on the freshers 2k19
“Navtarang” thereby setting a benchmark for col-
lege events. The club members compete among
themselves to bring out the best within.
The clubs aim to encourage talent in music, in-
strumental and various dance forms. The im-
pending ideas of club are to shoot maximummu-
sic and dance cover and showcase their excellence
in various university’s events and other platforms
available.

LOOK AHEAD FOR THE FABULOUS PER-

FORMANCES!!!

La Ola 25
La Ola 26
Annual Edition 2018-2019

UDIO
PER ST
THE PA

o l i g ht
e a d is t is
n t o r t h a t
To l ear s y l l able
“ v e r y p a r k .”
;e s
a fire ed out is a go
spell ictor Hu
–V

La Ola 27
 T H E
U D I O
E R S T e opp
or-

P
et t h
nts g

A
ude
ere st

P
-
w h to en
h e p lace m a n aged ssed
dio’, t ays expre
P a p er Stu ication. a r t h as alw cannot be a picture.
e n t hat
nt ‘Th mmu llock, draw hich
d ly prese r t, and co ckson Po lls a story canvas to ication, w to
prou re, a of Ja lso te as a mun pires
o u ld like to of literatu ct beauty orld but a our mind about com Studio’ as
w el d tra w se s gs pe r rs.
U n iv ersity ts in t he fi to t he abs uty of t he rds t hat u . This brin s. ‘The Pa its membe oy. The
itime talen gelo e bea f wo man f idea ong enj
In d ia n Ma r eir latent f Michelan c a s es t h mphony o to t he lay transfer o ativity am iversity to . Members
h o w y r e n is
We at to exhibit t l strokes t only sho em is a s t he creato n’t be any ense of cr e whole u eekly bas n how to
n it y s t e r f u A r t n o r a p o g o f w o u ld g a s f o r t h a w p u to n to
tu e ma ttention. yo elin re atin a rd on ir in
o m t h a e a st o r
g t h e f e
h ic h t h e
y in cu l c
o t ic e b o
c h a n g e s
iv e s t h e
. In additio t of
F r u r tim t in w b n e g t s lo
late o ame ommunica n, wit hout d literature esignated . The t hem par tment said even attract a
capsu s. At t he s o f c e a t io t a n n a d e e k t s d e g f o r io ns
rd rm cr f ar o ew ar rin etit
in wo re all a fo ’s greatest eatness o tive works eme of t h ersity. The s in ancho ese comp a c e in t
he
e a it y g r r e a t h n iv e l p . T h s o l
Thes man e t he se t heir c re to t he he u rtment h a r ticipate eking
r is hu pagat a e d in t a p se se
by fa te and pro PS showc s but adh conducte rature dep ersity to r t h o
a T ic s e iv de fo
reson mbers of andom top cial event hile t he lit whole un u m b le abo
e r ffi w e is a h
The m a re not of va rious o events, ions for t h ativity. h at, it
r k s l p in r io u s p e t it t c r e a y t
wo he r va om ten ld s
club ue fo y of c wn la I wou
of t he e t he ven s a va riet ver t heir o at TPS is,
at st co h
decor S also ho t hem dis ask me w
T P l p o
t his, ts, and he ou were t
n y
stude al note, if
fi n
On a s.
rt
fine a

La Ola 28
Annual Edition 2018-2019

Vizione

La Ola 29
 Vizione
EXPLORE CAPTURE INSPIRE
“A good snapshot stops a moment from running away”
-Eudora Welty
Moments fade with time. Photography is the magical tool to the mankind which
helps to store every single moment of the history. It is very important to enlighten
the new generation with the skills of photography especially when they are in an
era of chaos, fight and lack of time; with this vision our seniors started this club,
Vizione.
The mission of this Photography Club is to provide a supportive environment
for interested students to share their creativity, knowledge and passion for pho-
tography. This Club is offering its members the opportunity to engage in creative
pursuits and collaborate with their fellow friends. Involved students are being able
to experience various aspects of Photography; they are also given tasks to cover
pictures and videos of all the events that happen in the college which includes
sports, arts and festival celebrations etc. Vizione is collaborating with other clubs
in various activities by providing media support.
The club ultimately aims at expanding the vision of its members to the widest
horizon of their persona and to manifest their ideas to the whole world.

La Ola 30
Annual Edition 2018-2019

SHOW OF THE STRENGTH

Onam the annual harvest festival is endemic to ONAM
the state of Kerala. According to legends, the fes-
tival is celebrated to commemorate King Mahabali, 2K19
whose spirit is said to visit Kerala at the time of
Onam. This was celebrated on 9th September with
zeal in the IMU Vizag campus. The students be-
longing to this state were dressed in their ethnic
wear. Lip smacking, traditional food was served
on banana leaves.
Evening saw different games being played by the
students. Mentionable among these is the TUG OF
WAR which was an inter-batch competition, in
which First Years were declared the winner and
fourth years the runners up.
To make this event more fun filled some tradi-
tional games were also played and many individ-
uals were declared winner.
The day ended with all the students beating their
feet to the lyrics of some popular Bollywood and
Malayali songs.

La Ola 31
 ONAM
2K19

La Ola 32
Annual Edition 2018-2019

DEEPAWALI DEEPAWALI

Deepawali the festival of lights which solemnizes light overcoming darkness was celebrated by
all the students of IMU Vizag.
From lighting the campus with diyas and hand-made lamps to bursting of crackers, every nu-
ance of the celebration was carried on with great enthusiasm and enjoyment.
Rituals were also followed religiously.
The preparation for this festival started few days before the actual day. All the students whole
heartedly participated in this preparation. From cleaning the campus, to putting up lights,
hanging handmade lanterns, all the nitty-gritties of the festivals were handled by the students.
The evening saw pooja being done in the traditional way, after which there was a grand dinner
followed by shaking and tapping the toes to the beats of the music. Finally the day ended by
bursting crackers and building camaraderie.

La Ola 33
La Ola 34
Annual Edition 2018-2019

NAVTARANG

NAVTARANG 2K19

This year the Freshers was given the name “Navtarang tertained the university with their melodious songs,
2019”. The purpose of Freshers Day is to welcome exhilarating dance performances, standup comedy
new students in a friendly atmosphere and avoid so- and hilarious skits. MAD club of IMU Visakhapat-
cial evils, to encourage their creative impulses and to nam also performed a special dance on this event.
boost their confidence. It is the day where seniors and Special Lunch was served in the afternoon and the
juniors bond and unite to celebrate being a part of the day ended with the students displaying their dance
college. The program commenced with the Students moves on the DJ floor.
of B.Tech First Year introducing themselves to the col-
lege. The students were also given prizes for various
sports and cultural events held so far. The students of
First year MBA and M.Tech courses also introduced
themselves to the faculty. The Introduction session
was followed by an array of events. The students en-

La Ola 35
La Ola 36
Annual Edition 2018-2019

Dussehra DUSSEHRA

Dussehra is a festival marking the victory of

good over evil, the rise of justice over injustice.
This was the first Dussehra of IMU Visakhapa-
tnam in the new campus, and as usual, it had
to be grand in every order.
The preparations began with building of the ef-
figy of Ravana, the mythological king of Lanka,
who was defeated by Lord Rama in the final
battle of the Ramayana. A staggering 13 foot
effigy was built over 3 days, with the collabo-
ration of the students and members of THE
PAPER STUDIO. The effigy was built com-
pletely out of recycled materials like cardboard
and paper.
The Dussehra programme commenced with
an enactment of the last scene of the Battle of
Lanka, where Lord Rama and Ravana faced-off
for the last duel. Lord Rama vanquished over
Ravana amidst thunderous cheering from the
students. After the play, the students of B.Tech
Fourth year were requested to light the effigy
on fire. The burning of Ravana symbolized the
burning of greed, pride and all other negative
traits that weigh down character of a human
being. After this, fireworks were lit, which
added more colours to the already colourful
evening, and also marked the ending of the
programme.

La Ola 37
 Janmashtami
Janmashtami
Krishna Janmashtami, also known as Gokulashtmi or simply Janmashtami
is an annual Hindu festival that celebrates the birth of the most enduring
God of Hindus, Lord Krishna, the eighth Avatar of Lord Vishnu. to
make this occasion successful, the students of IMU worked together with
brotherhood and unity. Boys dug a mud pit and girls decorated
the ropes, pots and palki. Everybody gathered at the boys
hostel in the morning and celebrations started. Lord Krishna’s
statue was brought and was placed in his beautiful palki with
huge ebullience and pleasure. Pooja started after a while and
mantras were chanted loudly. Sweets were distributed among all
the students. Everybody got so much flown away in Krishna’s
beauty and charm that they started singing and dancing with
delight. Students commemorated the events of birth of
Lord Krishna by preparing human pyramids to break the pot
which were filled with milk and curd. They competed amongst
themselves to break them in least time. The competition
was activated by B.Tech First Year boys and the senior most
batch the 4th years broke their own pot in the least time
and became the clear winners. Some of the students also
played on the mud pit and took full enjoyment of the
festival. The festivities were concluded by the pyramid
of girls.

La Ola 38
Annual Edition 2018-2019

G
GANESH CHATURTHI

The spectacular festival of Ganesh chaturthi honours the

birth of the beloved Hindu - elephant headed God, pop-
ularly worshiped for his ability to remove obstacles and
anesh Chaturthi

bring good fortune. Lord Ganesha also called as “Vighna-

The immersion of statue in
the water teaches us that
everything is temporary in
life and that it is sometimes
necessary to let go of things
which we love
harta” or “vinayaka”, is the god of wisdom and prosperity,
so people all over in India worship to get the same. This
year on 2nd September the students of IMU Vizag, made
an eco-friendly Ganesha’s idol with mud and then deco-
rated it with bright colours. All the faculty members were
given beautiful invitation cards created by leaves with the
essence of chandan and holy thread which bounded the
leaves together. The statue was installed at the pedestal of
boy’s hostel for 5 days. After installation, a ceremony was
undertaken to invoke his holy presence into the statue
known as Pranampratishtha puja and at that time a num-
ber of mantras were recited. Ganesha’s favourite sweet
Modhak was also prepared by IMU students. On the fifth
day, the staff members also attended the puja with huge
devotion and in the evening, Ganesha’s idol was taken to
the nearby village for Visarjan. Prasadam was distributed
among the village people and students of IMU danced
along with the Dhol-Nagada and prayed for their health
and happiness.

La Ola 39
FORCE BEHIND THE EVENTs (imuss)
Rajiv Ratna Jha
General Secretary
I aspire to create an environment of originality and coopera-
tion amongst the students and clubs of the institution. I will
try to level up the existing events conducted on the college
level to let students get more exposure.

Deepak Cheran
Cultural Secretary
I aspire to increase the cultural cognizance among the students so that each can express and explore
one another’s culture and to conduct culturally enriching events on days of cultural importance so
as to improve the personality building of the students and to provide platforms for the clubs to work
together and improve their talents . I believe these initiatives will assist students to actively socialize
as an integral family of intellectually capable and socially acceptable beings.

Rishu Singh
Treasurer
I would like to be a contributing member in the developing phase
of IMU Vizag and aspire to create more opportunities and plat-
forms for the students, so that they can explore and get encour-
aged to dive deep into the ocean of knowledge and come out with
valuable gems.

Ayush Vardhan
Sports Secretary
I would like to incline the students more towards sports and
games rather than unfruitful things.
My aim is to make our campus self sufficient for conducting
INTER IMU COMPETITION(S) and have good connection
with the neighboring colleges by the means of sports.

Harshith S Gowda
Advisor
The main focus is to create awareness among the students, which motivates the students
towards the success of college while creating their own personality. My aspirations also
include maintaining a cordial relationship between students and staff, which in turn
will be helpful for creating a stronger bond and thus improving the quality of life and
education in the campus.

Amitrajeet Kumar
Advisor
With the diversity of students here, the environment looks
awe-inspiring. Having been part of its mount journey will al-
ways be an honour and soon with its cumulated effort’s we will
be among the top universities in the nation

La Ola 40
Annual Edition 2018-2019

41
 Our Team

S Padmashree
(Manager Library)

RAGHAV PARASHAR Anshul Kumar Rai Vishva Ragunathan

Chief Editor Designing Head Writing Head

Supporting Team
Abhishek Mishra Naman Singh Aby Joseph Rahul Patil
Namratha. B Sandeepan Manna Sanurag Saha S.Santhosh Kumar
Priyanshu Banerjee K. Vikas

“We would like to thank ‘Vizione’ club for capturing joyful moments and their excellent
coverage of college events.”

La Ola 42
Contact us: laola.imuv@gmail.com
https://www.facebook.com/laola.imuv

43