Download the EU SHIPSAN ACT JA - Newsletter: Issue 13 in .pdf format
Editorial
Dr Rimantas Pilipavicius, Lithuania
Dear readers,
I am honored by the Steering Committee’s decision to be the newly elected Editor of the EU SHIPSAN ACT Newsletter for the coming half of a year.
At first I would like to shortly introduce myself: I graduated from Vilnius University Faculty of Medicine as doctor of hygiene and epidemiology. In 1977 I moved to Klaipeda and start to work in the Port Sanitary - Epidemiology Station as doctor of ships sanitation and in 1979 I became the Head of Sanitation and Hygiene Department. From 1996 to now I am the Director of Klaipeda Public Health Center. My institution is involved in activities of SHIPSAN project from the first days.
Health and diseases on board ships may depend on water and its quality. Peculiarities of various ships types (cargo, passenger, cruise and etc.) water systems make the risk management a challenging process. In this case, the World Health Organization suggests a Water Safety Plan (WSP) as the best approach to mitigate risks and hazards such as Legionella spp. and others. The brief oversight of what is involved in producing a WSP is presented to You by Dr. Martin Walker in this Newsletter. Also, there is an article presenting Human Rights at Sea - the initiative that has been independently developed for the benefit of the international community for matters concerning explicit engagement with human rights issues in the maritime environment.
The forthcoming synchronous e-learning via webinars on health threats related to maritime transport, as it is outlined in the Newsletter, will be an exciting opportunity to deepen the knowledge, share best practices and discuss for anyone who is interesting in these topics.
Finally, I hope You will enjoy reading about Port of Manchester, United Kingdom.
Also, taking advantage of the opportunity, I would like to wish You and Your families a Happy and Blessed Easter, fresh with new joys, promises and happiness.
News from the leadership
Prof Christos Hadjichristodoulou, SHIPSAN ACT Joint Action Coordinator
Dr Barbara Mouchtouri, SHIPSAN ACT Joint Action Manager
National Framework Implementation for SHIPSAN ACT Joint Action 2015 inspections
The national framework implementation for the deliverables of the EU SHIPSAN ACT Joint Action has begun with the issuance by Belgium, Spain and Greece of Circulars for the use of the EU SHIPSAN ACT Information System for issuance of Ship Sanitation Certificates and use of the Communication Network Platform by all authorised ports. Other EU MS are also in the process of following the example of these three countries. Additionally, a number of Ministries of Health of the EUMS participating in SHIPSAN ACT Joint Action are currently preparing to adopt in their national legal framework the conduct of 2015 inspections according to the “European Manual for Hygiene Standards and Communicable Diseases Surveillance on Passenger Ships”. The national legal framework includes the following key points, which are in accordance with the decisions taken by the SHIPSAN ACT General Assembly during the October 2014 meeting in Luxembourg:
- The European Manual will be used by the national SHIPSAN inspectors[1] for conducting the 2015 inspections on board of passenger ships, that sail in the EU.
- The 2015 inspection results on passenger ships to be conducted against European standards as provided in the European Manual for Hygiene Standards and Communicable Diseases Surveillance on Passenger Ships will be recorded in the SHIPSAN database.
Further information on the number of countries that have adopted in their national legal framework the 2015 SHIPSAN ACT inspections will be posted in the next issue. Partners aim to complete this task before the start of this year’s inspections.
[1] A national SHIPSAN ACT inspector is a person working in an EUMS competent authority and is authorised by his/her country to conduct hygiene inspections on passenger ships. Additionally, a SHIPSAN ACT inspector has undertaken training by the SHIPSAN ACT or SHIPSAN TRAINET project and fulfils the criteria included in the competency framework contained in the Manual. His/her competent authority has agreed to participate in the inspections of passenger ships scheduled in the framework of the SHIPSAN ACT Joint Action. The SHIPSAN ACT inspector agrees to conduct the inspection according to the code of conduct included in the Manual.
Integrated inspection programme for 2015 implemented by the EU MS competent authorities on board passenger ships on an international voyage
During the 1st SHIPSAN ACT General Assembly meeting which was held in Luxembourg in October 2014, the members of the General Assembly discussed and came to an agreement regarding the implementation of the 2015 SHIPSAN ACT inspections. In particular the General Assembly decided the following:
- Unannounced (short notice) inspections will be conducted on passenger ships on an international voyage, on a non-voluntary basis by trained SHIPSAN ACT officers1 at participating ports in 2015.
- The ships fulfilling the definition of a “passenger ship” sailing in EU are eligible for inspection (not only those that volunteered).
- The 2015 inspections will be conducted against the standards set out in the European Manual for Hygiene Standards and Communicable Diseases Surveillance on passenger ships.
- A competency framework has been developed outlining criteria that a SHIPSAN ACT inspector has to fulfil in order to be eligible to apply the European Manual.
- The inspection programme for 2015 is currently under development by the EU MS competent authorities with the facilitation of EU SHIPSAN ACT Joint Action.The 2015 inspections will primarily focus on passenger ships on an international voyage that have not previously participated in the pilot inspections.
[1] A national SHIPSAN ACT inspector is a person working in an EUMS competent authority and is authorised by his/her country to conduct hygiene inspections on passenger ships. Additionally, a SHIPSAN ACT inspector has undertaken training by the SHIPSAN ACT or SHIPSAN TRAINET project and fulfils the criteria included in the competency framework contained in the Manual. His/her competent authority has agreed to participate in the inspections of passenger ships scheduled in the framework of the SHIPSAN ACT Joint Action. The SHIPSAN ACT inspector agrees to conduct the inspection according to the code of conduct included in the Manual.
Revision of the European Manual for hygiene standards and communicable diseases surveillance on passenger ships
The European Manual is currently under revision and the first draft with the suggested changes made by the specified working group was disseminated to all relevant parties (partnership, port health officers, shipping industry, and other subject matter experts) for comments. The deadline for submission of comments is the 17th April 2015. The revision of the European Manual is expected to be completed by May 2015.
Thematic Sections
Environmental health and hygiene on ships: The Importance of Water Safety Plans
Martin Walker, Port Health Officer, Suffolk Coastal Port Health Authority, Felixstowe, England
Key Message: Highlighting that Water Safety Plans (WSP’s) are a key component of a vessels ability to manage public health risks arising from their use of water.
Introduction
In the last issue, I covered the emergence of Stenotrophomonas maltophilia that had been covered at the Water Management Society (http://www.wmsoc.org.uk/) one day seminar in London entitled “Water Safety Plans, What do they mean to me?”. WSP’s are an “effective overarching management approach for ensuring the safety of a drinking water supply”.1 The European Manual for Hygiene Standards and Communicable Diseases Surveillance on Passenger Ships2 advises that “the management of potable water on ships should cover design, construction, commissioning, operation, monitoring and maintenance, in order to ensure that there are hygienic safeguards for the whole water supply process.” So what is required?
Producing a WSP
The WHO Guide to Ship Sanitation1 advises that there are 3 components to a WSP:
- System Assessments (including a description of the supply system up to the point of consumption)
- Operational Monitoring (including identification and monitoring of the control measures applied on board the vessel)
- Management and communication (including verification and programmes to manage people and processes).
It should be noted that the description of the water supply system may include reference to areas outside the control of the vessel (e.g. the supply of water to the port). However the system assessment will need to identify hazards involved in taking water from such sources, evaluate the risks and determine the control methods required.
Producing a WSP will, in most cases be a team approach. The following figure from the European Manual for Hygiene Standards and Communicable Diseases Surveillance on Passenger Ships3 demonstrates the key stages of the process:
The size and make up of the initial team will depend upon the size and type of vessel (or shipping line). The make up of the team could also depend upon the sources of water used (e.g. Water bunkered from a port supply or water barge as compared to water produced on board may result in a need for input from the port operator, shore water or barge operator). The uses of potable water on board will also be a factor and can include not just water for direct consumption, but also that used for food preparation and sanitation/hygiene activities (including the medical facilities). That said, a WSP for a cruise ship is likely to be a much more detailed process than a small cargo ship due to the complexities of the systems involved. However, the basic process of producing a plan will be the same.
Readers will note that a WSP is not designed to be a document that just sits on a shelf once it has been produced. Monitoring, establishing corrective actions (when required) record keeping and also validation and verification are all key parts of the process that require ongoing commitments. Equally, the communication aspect (including training) means that the document should form part of a live, ongoing process. As the “Pride and Prejudice at sea and ashore” article in issue 12 of the SHIPSAN ACT newsletter4 reminded us, a combination of high working hours, minimal crew numbers and long stays at sea mean that any loss of crew for health reasons can have significant effects upon the remaining healthy crew.
Conclusions
This short article can only give a brief oversight of what is involved in producing a WSP. However, it’s purpose is to remind the readership of the importance of such plans and also to point towards some of the guidance that is available. For inspectors carrying out routine ship sanitation inspections, it will often be the case that we may have to limit our questions to just establishing whether such a plan exists or not due to time constraints (the requirement exists under point 9.1.3 of the WHO Technical Handbook5 and the content of Chapter 4 of the European Manual for Hygiene Standards and Communicable Diseases Surveillance on Passenger Ships6 is based on the WSP approach and also sets out the recommended standards for such a plan). However, where resources permit, and perhaps where an investigation of possible waterborne disease cases has occurred, checking upon the detail of the plan and the process involved in producing the WSP, may highlight matters to be corrected to prevent future problems.
References:
1 “Guide to Ship Sanitation”, Third Edition, World Health Organization, Geneva 2011, Paragraph 2.1.6, http://www.who.int/water_sanitation_health/publications/2011/ship_sanitation_guide/en/ (English) or http://www.who.int/water_sanitation_health/publications/2011/ship_sanitation_guide/es/ (Spanish)
2 European Manual for Hygiene Standards and Communicable Diseases Surveillance on Passenger Ships, Chapter 4.1, Page 73, http://www.shipsan.eu/Portals/0/docs/Manual_October_2011.pdf
3 European Manual for Hygiene Standards and Communicable Diseases Surveillance on Passenger Ships, Annex 15
4 EU SHIPSAN ACT JA – Newsletter: Issue 12 http://www.shipsan.eu/ArticleList/TabId/134/ArtMID/607/ArticleID/77/EU-SHIPSAN-ACT-JA---Newsletter-Issue-12.aspx
5 “Handbook for Inspection of Ships and Issuance of Ship Sanitation Certificates”, World Health Organization 2011, http://whqlibdoc.who.int/publications/2011/9789241548199_eng.pdf?ua=1
6 European Manual for Hygiene Standards and Communicable Diseases Surveillance on Passenger Ships, pages 73-74, http://www.shipsan.eu/Portals/0/docs/Manual_October_2011.pdf
Occupational health on ships: Human Rights at Sea in the Focus
Martin Dirksen-Fischer, Head of Hamburg Port Health Center, Hamburg Port Health Center, Germany
Thomas von Münster, Specialist in Occupational Medicine, Institute for Occupational and Maritime Medicine, Germany
“Human Rights at Sea” (HRAS) is an independent Maritime Human Rights Resource for the International Community. So it is posted on its website www.humanrightsatsea.org. Dr. iur. Anna Petrig, who holds an LL.M. from Harvard, is a member of the HRAS Board of Advisors. She is currently a postdoc researcher at the University of Basel, Switzerland. In a telephone interview, Dr. Petrig told us that she is heavily involved with this issue of human rights at sea since 2008. It was at this time that the Security Council of the United Nations drafted its first resolutions concerning the issue of countering piracy. In this context she started reflecting about human rights in counter-piracy operations specifically and in the maritime environment more generally. Dr. Petrig points out that the initiative “Human Rights at Sea” is the only initiative that solely deals with human rights in the maritime context and thus fills an important gap. One of its current main activities is the “Missing Seafarers Reporting Programme”, which can be found at www.missingseafarers.org/default. Its aim is to support missing seamen, fishermen and their families by registering them on a stable internet forum. By setting up this platform, the initiative lobbies for these forgotten persons and aims at contributing to ascertain their fate and whereabouts, so Dr. Petrig.
In the own words of the initiative, “The Register, as it evolves, will become an international multilingual online platform for registering, tracking, updating, profiling and raising awareness of missing seafarers and fishermen on a global basis. It will be aimed at being used by multiple stakeholders, including, but not limited to, family members, colleagues, employers, NGOs, flag States, insurers, Governments, the EU and the UN for their awareness and where applicable, their engagement, intervention and investigation of alleged abuses.” It is a work-in-progress.
Dr. Petrig points out that the issue of human rights at sea evolved in the last years. The idea that human rights apply at sea as they do on land gained in acceptance. However, there remains much work to be done that human rights are effectively respected and protected on board ships and at sea in general. The endangered human rights at sea can be seen in the case of refugees who are trying to cross the sea to find a safe haven for themselves. HRAS is working towards the goal that human rights are not only respected and protected on dry land but also at sea. The initiative is supported by many entities, for instance, by the Latvian Maritime Academy, lawyers, universities and many other institutions like seaman missions and companies like MSS Global.
We recommend that our readers inform themselves about these initiatives and support them in any possible way.
People from the project
Deppy Andrioti, BA, DPH, MSc, PhD - Denmark
I was born in Athens Ellada, received my BA in Business Administration from Piraeus University, MSc in Health Services Management from the National School of Public Health Athens, and my Doctoral Degree in Health Economics from the University of Athens Medical School.
Since July 2014, I was elected senior researcher with the Centre of Maritime Health and Society (CMSS), University of Southern Denmark. Previously, employed in the National School of Public Health, Ministry of Health, Hellenic Republic for more than 15 years. In the MoH I served as Head of various Units as well as advisor to the leadership in health policy issues.
During 2001-2005 served as National Seconded Expert with the World Health Organization, European Office (Copenhagen) in health policy analysis, health systems financing and health workforce development.
I have been working as a visiting professor in the fields of Public Health and Health Economics for more than 15 years. I have been taking part as invited speaker in several conferences and workshops. With regards publications I have published more than 100 scientific papers and essays in national and international journals. Three of my publications were designated as core references for educational programmes in the Hellenic Republic.
My scientific interests are health profiles, health systems responsiveness to seafarers’ health and seagoing workforce planning and management. I have been participating in more than 50 research projects. Among them the project “Cross Border Cooperation in Public Health” aiming at monitoring and improvement of cross-border population’s health was listed as a success story in the respective DG REGIO web site.
I like living in Esbjerg and enjoy having the sea close by. I come from a seafarer’s family, and I am devoted to the research on seafarers’ health improvement as well as to further strengthen CMSS participation in international networks.
Note: The Centre of Maritime Health and Society, University of Southern Denmark is a collaborating partner of the EU SHIPSAN ACT Joint Action.
Recent Publications
Measles associated with international travel in the region of the Americas, Australia and Europe, 2001-2013: A systematic review.
Jost M, Luzi D, Metzler S, Miran B, Mutsch M.
Travel Medicine and Infectious Diseases. 2015 January - February;13(1):10-18.
Abstract
Background: Travel volumes are still increasing resulting in a more interconnected world and fostering the spread of infectious diseases. We aimed to evaluate the relevance of travel-related measles, a highly transmissible and vaccine-preventable disease.
Method: Between 2001 and 2013, surveillance and travel-related measles data were systematically reviewed according to the PRISMA guidelines with extraction of relevant articles from Medline, Embase, Google Scholar and from public health authorities in the Region of the Americas, Europe and Australia.
Results: From a total of 960 records 44 articles were included and they comprised 2128 imported measles cases between 2001 and 2011. The proportion of imported cases in Europe was low at 1-2%, which reflects the situation in a measles-endemic region. In contrast, imported and import-related measles accounted for up to 100% of all cases in regions with interrupted endemic measles transmission. Eleven air-travel related reports described 132 measles index cases leading to 47 secondary cases. Secondary transmission was significantly more likely to occur if the index case was younger or when there were multiple infectious cases on board. Further spread to health care settings was found. Measles cases associated with cruise ship travel or mass gatherings were sporadically observed.
Conclusions: Within both, endemic and non-endemic home countries, pre travel health advice should assess MMR immunity routinely to avoid measles spread by nonimmune travelers. To identify measles spread as well as to increase and sustain high vaccination coverages joint efforts of public health specialists, health care practitioners and travel medicine providers are needed.
Acute phosphine poisoning on board a bulk carrier: analysis of factors leading to a fatal case.
Brice Loddé, David Lucas, Jean-Marie Letort, Dominique Jegaden, Richard Pougnet and Jean-Dominique Dewitte
Journal of Occupational Medicine and Toxicology 2015 Mar 1;10:10.
Abstract
Objectives: To determine accidental factors, clinical presentation and medical care in cases of seafarers presenting phosphine poisoning symptoms on board a bulk carrier. To consider primary prevention of this pathology, which can have extremely severe consequences.
Methods: To analyse circumstances resulting in toxic exposure to phosphine in the sea transport sector. To obtain information from medical reports regarding the seafarer’s rescue. To identify the causes of this accidental poisoning and how to establish an early, appropriate diagnosis thus avoiding other cases.
Results: In February 2008, on board a bulk carrier with a cargo of peas, a 56-year-old seafarer with intense abdominal and chest pains, associated with dizziness, was rescued by helicopter 80 miles away from the coast. Despite being admitted rapidly to hospital, his heart rate decreased associated with respiratory distress. He lost consciousness and convulsed. He finally died of pulmonary oedema, major metabolic acidosis and acute multi organ failure. The following day, the captain issued a rescue call from the same vessel for a 41-year-old man also with abdominal pain, vomiting and dizziness. The ECG only revealed type 1 Brugada syndrome. Then 11 other seafarers were evacuated for observation. 3 showed clinical abnormalities. Collective poisoning was suspected. Medical team found out that aluminium phosphide pellets had been put in the ship’s hold for pest control before the vessel’s departure. Seafarers were poisoned by phosphine gas spreading through cabins above the hold. It was found that the compartments and ducts were not airtight.
Conclusion: Unfortunately, a seafarer on board a bulk carrier died in 2008 because of acute phosphine poisoning. Fumigation performed using this gas needs to be done with extreme care. Systematic checks need to be carried out before sailing to ensure that the vessel’s compartments are airtight.
Failure of the public health testing program for ballast water treatment systems.
Cohen AN, Dobbs FC.Marine Pollution Bulletin, Volume 91, Issue 1, 15 February 2015, Pages 29–34
Abstract
Since 2004, an international testing program has certified 53 shipboard treatment systems as meeting ballast water discharge standards, including limits on certain microbes to prevent the spread of human pathogens. We determined how frequently certification tests failed a minimum requirement for a meaningful evaluation, that the concentration of microbes in the untreated (control) discharge must exceed the regulatory limit for treated discharges. In 95% of cases where the result was accepted as evidence that the treatment system reduced microbes to below the regulatory limit, the discharge met the limit even without treatment. This shows that the certification program for ballast water treatment systems is dysfunctional in protecting human health. In nearly all cases, the treatment systems would have equally well “passed” these tests even if they had never been turned on. Protocols must require minimum concentrations of targeted microbes in test waters, reflecting the upper range of concentrations in waters where ships operate.
News and Forthcoming dates
SHIPSAN Forthcoming events:
Synchronous e-learning via webinars on health threats related to maritime transport
Visit the website to enrol to the live webinar series: http://www.shipsan.eu/
European training course for lead inspectors on International Health Regulations (IHR) and Ship Sanitation Certificates (SSCs)
When: 8-12 June 2015 Where: Slovenia
The training course is organized by the World Health Organization and the EU SHIPSAN ACT Joint Action.
The target audience for the EU SHIPSAN ACT training course is port health officers/ inspectors working in authorities responsible for issuance of ship sanitation certificates according to the International Health Regulations (IHR).
The training course will be held in Slovenia from 8 to 12 June 2015. The duration is four (4) days, including theoretical training and practical sessions on board a cargo ship.
The objectives of the training course are:
1. To understand event management procedures and health measures in response to events due to biological (e.g. Ebola), chemical and radiological hazards.
2. To apply the legal framework of ship inspection and of issuance of Ship Sanitation Certificates.
3. To organize a ship sanitation inspection and appropriately based time managed inspections.
4. To perform ship sanitation inspection and issue Ship Sanitation Certificates based on existing technical guidelines.
About 30 port health officers from European Union Member States (EUMS) and non-EUMS will participate in the training course. One port health officer/inspector from each EU MS, working at a port that is responsible for issuing ship sanitation certificates, will be nominated to participate in the course.
Other Forthcoming events:
- 25th European Congress of Clinical Microbiology and Infectious Diseases (ECCMID 2015), 25 - 28 April 2015, Copenhagen, Denmark. Further information: http://www.eccmid.org/
- Annual International Conference on Public Health, 4-7 May 2015, Athens, Greece. Further information: http://www.atiner.gr/publichealth.htm
- 13th International Symposium on Maritime Health, Bergen 23 - 26 June 2015
Dr Deppy Andrioti will present on behalf of the SHIPSAN partnership the EU SHIPSAN ACT Joint Action survey results on training needs related to core capacities at points of entry in Europe, 2014. Further information: http://www.ismh13.org/sv/
- European Scientific Conference on Applied Infectious Diseases Epidemiology - ESCAIDE 2015, 11-13 November 2015, Stockholm, Sweden, Call for abstracts: 30 March - 11 May Further information: http://ecdc.europa.eu/en/escaide/Pages/ESCAIDE.aspx
What's new on the website
www.shipsan.eu
o Ebola virus disease and shipping
o Infectious Diseases
o Chemical Incidents on ships
o Radiological Incidents on ships
o The scientific publications of the EU SHIPSAN ACT partnership
o The “SHIPSAN in the media” section, which includes all articles on the EU SHIPSAN ACT Joint Action. The more recent article was from Consumers, Health and Food Executive Agency on the 27th February 2015 on the results of the National Framework Implementation for SHIPSAN ACT Joint Action
QUIZ
by the Managing Director of SEAHEALTH Denmark, Ms Connie S. Gehrt
Here we have a display of a typical set of tools that you might find on a sailing ship in the 18th Century. Just three hundred years ago, but who used them, the cook, the shipbuilder, the surgeon or the carpenter?
Answer to the previous issue quiz:
The third factor that played a huge role in the defeat of Napoleon's army in 1812 was Louse-borne typhus
References:
World Atlas of Epidemic Diseases, 2004. A. Cliff, P. Haggett, M. Sallman-Raynor, p.65
SHIPSAN ACT thanks the following readers for their answers to Issue 12 Quiz:
· Dr Gordon Nichols, Consultant Epidemiologist, Gastrointestinal Emerging and Zoonotic Infections, Centre for Infectious Disease Surveillance and Control, Public Health England, United Kingdom
· Fernando del Hierro Vega, Secretaría de Estado de Administraciones Públicas, Spain
· John Ambrose CFCIEH DMS, Port Health Officer, Quality Manager, Markets and Consumer Protection, Tilbury Office, London Port Health Authority, United Kingdom
Port in focus
Port of Manchester, United Kingdom
By Andrea Smith, Deputy Chief Port Health Officer, Manchester Port Health Authority
Photos by Andrea Smith, Mark Longstaff and Rosalind Harris
The Manchester Ship Canal was opened in 1894 by Queen Victoria and became the largest river navigation canal in the World. The landlocked city of Manchester was by the 1870’s recognised as the greatest industrial city in the world. However, despite the opening of the world’s first inner city railway (1830), supply chains were being stretched to their limit. This was exacerbated by the port dues being charged by the Port of Liverpool. The idea of linking Manchester to the sea via a ship canal was discussed for many years however; it was a Manchester Manufacturer Daniel Adamson in 1882 who brought together the men who could make it happen. A bill was later submitted to Parliament. After many rejections the bill was finally passed in 1885 and building commenced in 1888. At its peak in 1958 the Ship Canal handled almost 20 million tonnes of freight.
Today, the Ship Canal is served by 12 docks and wharves and handles many cargoes including: bulk, liquid bulk, petro-chemicals, project cargos and containers. Once the busiest area of the Canal, the Manchester ports are now dominated by media and leisure outlets with the bulk of trade now being carried out at the western reaches. A green highway, the Ship Canal which is operated by Peel Ports handles approximately 8 million tonnes of cargo each year with plans for this to increase as more cargos are taken from the overcrowded roads and railways.
A number of future developments are planned along the length of the Canal to optimise its use as a green highway and deliver goods much closer to their final destination. This includes an increase in containerised traffic from 3000 containers per year in 2009 to 100,000 by 2030 and forms part of Peel Ports wider plan for the Port of Liverpool 2.
Manchester is an authorised port under the International Health Regulations 2005 for the issuance of Ship Sanitation Exemption Certificates, Ship Sanitation Control Certificates and extension of certificates.
In 2012, HRH Queen Elizabeth visited the Manchester Ship Canal on board MY Leander G as part of her Diamond Jubilee Tour of Britain.
References:
Peel Ports: http://peelports.com/ports/manchester
Historic UK: http://www.historic-uk.com/HistoryMagazine/DestinationsUK/The-Manchester-Ship-Canal/
Photo 1: Ellesmere Port Docks – Andrea Smith
Photo 2: Salford Quays – Mark Longstaff
Photo 3: Shipping on the Canal – Rosalind Harris
