Broadly speaking, the majority of pieces in this issue can be separated into two categories. In the first category are those pieces with the strengths, weaknesses, opportunities and threats present in the shipping industry. In the second, there are articles that require a degree of emotional intelligence for the reader to identify meaningfully with the content.
One section that highlights a strength is Safety First! In this section the existence of a strong safety culture is laid out. What is more, the piece points out that despite having a good safety record, improvements are always being sought so as to reach Goal Zero. Another strength is the industry’s specialist knowledge, an example of which appears in the Culture Corner section on the Inuit. A third strength appears in the Bodies of Water section on the Strait of Malacca, which is a prime example of a wellestablished, well-administered shipping route that facilitates seaborne trade. Last, but not least, the Company News article on M/T Merapi’s transportation of oil to Sri Lanka illustrates how shipping not only drives the global economy but also acts as a lifeline to communities in desperate need.
With regard to weaknesses, the Women in Maritime article reveals how the lack of gender diversity in high-level positions in shipping and among seafarers is depriving the industry of a valuable resource. Fortunately, as mentioned in the article, the weakness is being competently addressed and gender imbalance is being reduced. An excellent example of opportunity is given in the Technical section on additive manufacturing, which can solve logistics issues and increase efficiency. The fact that this technology is being adopted is indicative of the kind of forward thinking that is embraced in shipping. As far as threats are concerned, an extremely serious one, the liquefaction of iron ore cargoes, is dealt
with in the Marine Operations section. These two pieces were written by two new contributors, Christos Chatzigiaksoglou and Marios Strongyloudis respectively. I thank them for their efforts that resulted in highly informative pieces.
The articles that require emotional intelligence for a greater degree of appreciation are the Nostalgia section, the Crew Department contribution and the Voices from the Fleet section. In the former, there are touching accounts of how family members have influenced and inspired Company ship and shore personnel in their careers. The Crew Dept. tribute brought us the tragic news of a death of one of our Seafarers in Ukraine, while the latter gave descriptions of memories made while working for the Company. I would like to say a big ‘thank you’ to all those who contributed to these sections in this issue for sharing their stories. The value of their content is immeasurable as it is the social awareness aspect of emotional intelligence that allows us to communicate efficiently and improve our mental well-being. I also want to inform our readers that not all the submissions for the Nostalgia section could be included in this issue. However, this does mean that there will be other heart-warming accounts in the next instalment(s) of Nostalgia. Last but not least, I want to express my gratitude to all those who gave a brief account of important aspects of their careers for the Women in Maritime article. Again, there will be more to follow in the next issue.
I sincerely hope that you enjoy this issue of Wavelength. If you have any comments, suggestions or questions regarding the content, please do not hesitate to contact me at contact@wavelength.gr.
Best wishes, Nick Seaman
Company News
OMV TMSA Audit
On 13th and 14th April, our Head Office team underwent a TMSA Audit from the Austrian multinational oil company, OMV, and Adriatic Vetting, which is responsible for ship vetting/screening/ clearance. After two years of remote audits (remote everything actually), this was the first physical one, and what a welcome return to normality it was! Such audits are always a good opportunity to exchange views, clarify questions and discuss best practices, but JanMartin Kusztrich and Capt. Alessia Lonza made it ever so easy and rewarding, for which we thank them. Congratulations are also due to our office team led by SQE Manager, Ms. Elli Moretti, for making these two days productive and successful.
From
Disclaimer: The contents provided herewith are for general information purposes only and are not intended to replace or otherwise contradict the detailed instructions and procedures issued by the owners, managers, flag etc. The articles presented and the views expressed in the bulletin do not necessarily reflect those of the publishers. Editor: Nicholas Seaman • Email: contact@wavelength.gr • Design-Production: www.remdesign.gr
left to right: Jan-Martin Kusztrich, Elli Moretti, Capt. Alessia Lonza and Anthony Lambros
Merapi in Sri Lanka
This year has not been at all kind to the island nation of Sri Lanka. The country with a population of some 22 million has been in the grip of its worst economic crisis since independence was gained in 1948. Their crisis, which has been exacerbated by the shock created by the pandemic, has brought chaos to the lives of the vast majority of the country’s inhabitants.
A shortage of basic goods has forced Sri Lankans to queue daily outside the shops they used to visit without giving a second thought to the availability of supplies. The long queues have created a dilemma as parents who have to work to feed their families now have to spend hours waiting to buy the necessities for daily living. What is more, a severe shortage of fuel used in the country’s power plants has resulted in long power cuts of up to ten hours. India has graciously stepped in to help their southern neighbours, and the Company vessel, M/T CE-Merapi, has been part of the Indian support effort. In March this year the vessel transported the first shipment from Paradip to Colombo, Sri Lanka. At the beginning of the following month, a second shipment of 40,000 MT was transported from Sikka to Colombo. By this time, Sri Lanka’s plight had become global news, so the delivery was covered by India’s Asian News International (ANI), South Asia’s leading multimedia news agency.
Captain Nishant Mehta was interviewed at the port of Colombo, where he revealed details of the voyage and discharging of the cargo. He also mentioned the gratitude shown by the Sri Lankan people, including high profile cricketers, for the kind gesture made by India that would reduce power cuts and provide much needed fuel at the pumps.
Thanks are due to Captain Nishant Mehta and the crew of M/T Merapi for playing an integral role in alleviating the suffering endured by the Sri Lankan people. Although this example of delivering vital supplies by sea is perhaps extreme, it is a shining example of just how important the shipping industry is in ensuring that people across the globe can have safer, healthier and more fulfilling lives.
The 10th Shipping Tennis Tournament (organized by the Standard P&I club) took place in Athens between 6th and 8th May 2022. Over 120 players from around 40 Greek shipping companies participated in three different age categories. Our Company was represented by Nikos Stavrakis from the Chartering Dept. in a last-minute entry in the singles (36-45 category). Nikos receiving the trophy
He managed to secure three quite comfortable wins in the early rounds, and eventually reached the final, where he was up against a familiar opponent. Nikos stayed focused during the final, managed to make fewer mistakes than his opponent and won both the match and the tournament. Tennis is a sport that punishes mistakes, so whoever makes fewer wins the match. We asked Nikos to share his views of this experience and he said:
“The key in tennis is to avoid mistakes. Just like seafaring where avoiding mistakes will keep our people safe. In general, I would like to urge you all to do as much sport as you can. Being physically healthy helps us also remain mentally healthy. Tennis is a very good exercise and a sport that anyone can play no matter the age group.”
Merapi - Master Capt. Nishant Mehta
Our warm congratulations go out to Nikos, and we hope he’s getting ready for a bigger stage!
The winner with Maria Malegou of M&M fame
Crew Department
Remembering the Late 4/E Gennadiy Kvitko
It was with great sadness that we were informed that 4/E Kvitko Gennadiy, who had been part of the Cenmar family since early 2000, had become a victim of war. He started working in the Company as a welder in 2002, but his dream was to become an engine officer. He finally made his dream come true 10 years later. He lived in Mariupol, and when war broke out, he decided to stay with his family in order to protect them. He also cared for his friends and neighbours. Unfortunately, on March 10th 2022, his family confirmed that he had died from a missile bomb while helping his neighbours to relocate to a safer place. There are no words to describe the feelings about this tragedy. His loss came as a shock to everyone who knew him. He will be remembered for his kindness and for being a caring person and a loyal colleague. He will be sorely missed in the years to come. May his soul rest in peace.
Colleagues of 4/E KVITKO said:
“I knew Kvitko Gennadiy during a lot of years. My first contract with him was on board of m/t LENI P. in 2010, when he was in rank of APP/ENG. Then he received a promotion. He was a good and skilled specialist. He was very friendly, supportive, simple and responsive. It’s very difficult to recognize that my friend, colleague and such a great person is gone.’’
2/Eng POGORELOV Anatoliy
“I worked with Gennadiy once, at CE-HAMILTON. I knew that he worked in Company for a long time. Many sailors knew him. It immediately became clear that he is a very pleasant and diverse person. Always helpful at work. In free time, when we gathered in the TV room, he told many interesting stories. Good old man. At the beginning of war I corresponded with him. Then, from the second of March, he did not get in touch. As it turned out, communication with the city was cut off. I began to worry. I asked Christina if
there were any contacts of Gennady`s family. Together with Christina I began to search in Facebook groups and telegram channels. When we started searching, realized, how terrible situation was in Mariupol: in social networks thousands of people were looking for their relatives and friends. In Facebook, Telegram were loaded lists of people who ended up in hospitals and lists of buried people. On the night of April 14, a woman, Gennady`s neighbour, wrote on telegram, that he had died. At first, I didn’t believe these words, how is it possible! I hoped until the very end that everything was fine with him. But Gennady's nephew confirmed that he died on 10th of March. Rest in peace Gennadiy, forgive us all living.’’
3/Eng SOMCHENKO Viktor
Onboard Promotions
The first quarter of 2022 saw eleven Company Seafarers gain a promotion. The list of promoted officers and ratings along with their vessels and promotion details in chronological/alphabetical order is shown in the table below.
On the list above is a crew member of M/T Merapi, the Company vessel involved in carrying two cargoes from India to Sri Lanka. Ordinarily, such operations might be considered run of the mill and go largely unnoticed. However, these two deliveries were covered by mainstream media as the oil discharged at Colombo handed a lifeline to suffering Sri Lankans. Although such ‘routine’ voyages are rarely placed in the spotlight, the aforementioned ones are a further reminder of how important the work of all seafarers is, whether covered by the press or not.
Posidonia 2022
After the pandemic enforced hiatus in 2020, Posidonia returned to the palpable relief of exhibitors and visitors alike. What is more, it was evident that represented companies had been very busy developing their products and services in the four years since Posidonia 2018. Indeed, innovative solutions seemed to be the norm rather than the exception.
Among these innovations was a product that was claimed to have gone “beyond compliance” with regard to environmental regulations. If the Posidonia exhibition can be described as a window on the world of shipping, then this revelation was greatly encouraging. It was a clear indicator of the industry’s commitment to not only keeping the cogs of commerce turning but doing so
Congratulations are, therefore, due to all the Seafarers on the list for making an invaluable contribution to global well-being. Your promotions reflect your dedication to your careers and your commitment to your families and the Company. Your efforts are not only acknowledged but are also deemed worthy of the highest respect. Thank you once again for performing your duties to the best of your ability.
both responsibly and conscientiously, too.
As regards Posidonia 2022 itself, the organisers and exhibitors are to be congratulated on its success, but they are not the only ones worthy of a mention. Those less visible such as catering staff, cleaners, maintenance staff and security personnel without whom the exhibition would not have gone so smoothly also deserve recognition. The same applies to the events and receptions held at numerous locations throughout the week.
When I left the exhibition centre, there was a sign that read: “We look forward to seeing you in 2024”. I am sure the visitors to whom it was addressed feel the same way as there will be more innovations that we can marvel at.
Additive Manufacturing with 3D printed spare parts revolutionize maritime supply chain
Additive Manufacturing (AM), also known as 3D printing, is an appropriate name to describe the technologies that produce physical 3D objects by adding layer-upon-layer of material, whether the material is plastic, metal, concrete or any other suitable material using a computer-based 3D design.
It is considered one of the nine main pillars (Internet of things, Augmented Reality, Simulation, System Integration, Cloud Computing, Autonomous Systems, Cybersecurity, Big Data Analytics) of the Fourth Industrial Revolution and has improved tremendously in the last decade from primarily being used for prototyping to actual production.
The story of Additive Manufacturing starts back in 1981, when a form of AM called Stereolithography (SLA) was first introduced by
By Christos Chatzigiaksoglou
Dr. Hideo Kodama of the Nagoya Municipal Industrial Research Institute. Unfortunately, Dr. Kodama's patent application was denied because of his failure to file the full patent requirements on time. In 1986 an American inventor named Charles Hull filed the first official patent for SLA, which is the 3D printing technology that we have now become accustomed to.
Main Types of Additive Manufacturing:
1.Vat Photo-polymerization, 2. Material Jetting, 3. Material Extrusion, 4. Binder Jetting, 5. Powder Bed Fusion (3D printing technique mostly used in the marine industry), 6. Sheet Lamination, 7. Directed Energy Deposition. This can be used for repairs, or for adding to an existing object.
Figure 1: Main Types of additive manufacturing
Over the last decade we have seen Additive Manufacturing (AM), or 3D printing, make its way into the maritime sector – redefining the maritime and offshore spare parts supply chain and the way spare parts are made through its ability to manufacture rapidly and flexibly.
The maritime industry spends billions of dollars on spare parts and repairs annually. More than 50% of vessels are over 15 years old, and the need for spare parts increases every year. Moreover, spare parts are limited and finding them can be difficult, timeconsuming, and costly.
Certain 3D printing technologies like directed energy deposition (DED) are used not only to build new objects but also to add material onto existing parts. If a certain part is scratched or cracked, 3D printing can be employed to fill those scratches or cracks with a compatible metallic material. This process is relatively cheap and fast, and its capability is beyond the limitations of any traditional process.
Benefits of Additive Manufacturing
• Reduced costs associated with minimum order quantities and storage (reduced inventory)
• Shorter transportation and delivery time
• Reduced warehousing and shipping costs
• Minimized delays – no more prolonged importing procedures that could result in machine downtime
• Typical parts procurement can take months but 3D printing could take just days
• Personalized parts according to customer needs
• Reduced overall energy waste and smaller carbon footprint
Challenges of Additive Manufacturing
• Technology know-how
• Cost of equipment & material feedstock (compared with traditional manufacturing material)
• Staff skills
• Quality assurance
• Difficulty in scaling operations
• Availability of regulatory framework
Where are we now?
- In 2020, Wilhelmsen and Thyssenkrupp entered into a collaboration to establish a 3D printing joint venture focused on the maritime industry. The venture will re-examine and optimize the production and delivery process of 3D printed spare parts for the unique demands of the maritime market. Six customers have already signed up for the programme to begin utilizing ondemand 3D printing in order to eliminate physical inventory, storage, and distribution.
- The Maritime and Port Authority of Singapore (MPA) launched a joint industry programme (JIP) in early 2019 to develop a concept for a future supply chain of AM spare parts. DNV GL was asked to lead the first phase of the project, which included a study into the feasibility of establishing a local additive manufacturing infrastructure able to supply a set of one hundred commonly ordered marine spare parts on demand.
- In early February 2020 the bulk carrier Berge Mafadi was one of the world’s first ships to receive a commercial delivery of 3D-printed spare parts, including scupper plugs.
- The Port of Rotterdam has opened the Rotterdam Additive Manufacturing Lab (RAMLAB), an on-site facility that includes a pair of six-axis robotic arms, which is capable of additively manufacturing large metal industrial parts. This enables RAMLAB to pursue faster fabrication options – 3D printing large ship components in metal and then finishing the pieces using traditional CNC milling and grinding methods within days.
- In 2015, Tru-Marine, a turbocharger specialist, revealed that it had developed a proprietary additive manufacturing process to repair turbocharger nozzle rings to a “like-new” condition in a fraction of the time required by conventional repair methods.
- In 2018, DNV issued the first Additive Manufacturing Approval of Manufacturer certificate to Thyssenkrupp Marine Systems, giving
Thyssenkrupp TechCenter Additive Manufacturing the status of a DNV-approved supplier for maritime and general industrial applications.
- Funded by the Danish Maritime Fund, the Green Ship of the Future Consortium is an independent non-profit organization driven and financed by its members which include Maersk, MAN Diesel & Turbo and DNV GL. One of their projects explored 3D printing in the maritime industry, including on-board printing, large-scale 3D printing, 4D printing or repair, and reconditioning with 3D printing.
Conclusion
3D printing will have a significant impact on the maritime sector since it has the potential to reduce costs, reduce the carbon footprint of supply chains, to use fewer resources, and increase the efficiency of a ship’s operation. The processes are advancing, and the range of print materials is steadily increasing. Now that major classification societies and several large maritime companies have given their stamp of approval, 3D printing in the maritime industry can only become more widespread as it matures.
Figure 2: Worm Gear fabricated by binder jetting process enhanced both in functionality and durability through passivation for extra corrosion resistance
Figure 3: 3D printed marine spare parts
Figure 4: First fully certified marine propeller made by additive manufacturing at RAMLAB
Precautions against Cargo Liquefaction
By Marios Strongyloudis
Cargo liquefaction occurs when dry bulk cargoes with a high moisture content start to behave like liquids when the ship is moving. Such cargoes shift rapidly in the holds of a ship, resulting in the free surface effect, which renders the ship unstable and at risk of capsizing. Cargo liquefaction remains the greatest contributor to loss of life and causes the greatest concern in the bulk carrier industry.
Partial liquefaction can also occur in the case of iron ore fines. It will not have a disastrous effect, but it will place a great burden on the ship’s crew and waste valuable resources on cleaning the cargo holds.
Definitions
Moisture Content (MC) is the proportion of water, expressed as a percentage of the total mass of a cargo sample.
Flow Moisture Point (FMP) is the moisture content at which a flow state develops. Cargoes with a “moisture content” beyond the FMP are liable to liquefy.
Transportable Moisture Limit (TML) is calculated as 90% of the Flow Moisture Point. The TML value represents a 'safe' moisture content, below which the cargo is unlikely to undergo liquefaction and endanger the ship and crew.
IMSBC Code (International Maritime Solid Bulk Cargoes Code) by IMO The primary aim of the IMSBC Code is to facilitate the safe stowage and shipment of solid bulk cargoes by providing information on the dangers associated with the shipment of certain types of solid bulk cargoes and instructions on the procedures to be adopted when the shipment of solid bulk cargoes is contemplated. It clearly defines the responsibility of the Shipper:
• Provide the Master with a signed certificate of TML and MC, each issued by an entity recognised by the competent Authority of the port of loading.
• Establish procedures for sampling, testing and controlling moisture content to ensure the moisture content is less than the TML when the cargo is on board the ship.
• Facilitate access to stockpiles for the purpose of inspection, sampling and subsequent testing by the ship’s nominated representative.
GROUP “A” cargoes are cargoes which may liquefy if shipped at a moisture content in excess of the transportable moisture limit. Some examples of Group A cargoes are:
• Iron concentrate
• Iron concentrate (pellet & sinter feed)
• Iron ore fines
• Nickel concentrate
• Nickel ore
• Coal
• Coal slurry
The Can test is used to obtain an approximate evaluation of the possibility of flow of the loaded cargo. It is a very simple testing method which can be carried out by the ship’s crew. It should be noted that the can test cannot substitute for the required laboratory testing.
Some ports where iron ore shipments have exhibited liquefaction:
• Brazil: Ponta da Madeira, Tubarao, Itaguai, Guaiba Island
• India:Mangalore, Visakatnam, Paradip
• Sierra Leone: Pepel
• Philippines: Surigao
Common factors encountered in the ports named above:
• Loading from exposed stockpiles of iron ore
• Loading during the heavy torrential rain season
• Stockpiles inaccessible for proper sampling & testing
• Laboratories for the required “moisture content” and “flow moisture point” testing unavailable at the remote loading area
P&I Clubs and Classification Societies have published relevant circulars highlighting the hazards and mitigating measures to reduce the risk of cargo liquefaction. It is strongly suggested that all crew and office personnel involved in iron ore cargo transportation should refer to the circulars so as to take advantage of the wealth of experience gained in such cases.
Important measures proposed for mitigating the risk of liquefaction are:
• Check the shipper’s cargo declaration and stated moisture content.
• Cargoes are not to be loaded under precipitation.
• Heightened vigilance is required during the rainy season (i.e. December to April in Brazilian ports).
• Request new moisture content laboratory tests to be carried out if it has rained in the days prior to loading.
• Ensure that any document confirming that the cargo is safe to carry is signed by the shipper.
• Check the cargo to be loaded in each barge or stockpile for excessive water content.
• Should there be any concerns or doubts about the moisture levels in the nominated cargoes, further advice and assistance can be obtained from an independent reputable cargo expert.
In order to maintain the safety of crew and ship and avoid charter party disputes it is important to highlight the recommended procedures throughout the loading, transporting and discharging of iron ore cargoes:
• Prior to arrival at the port of loading: The Master must acquire the Shipper’s declaration and confirm that it complies with IMSBC code requirements. The Shipper’s declaration must fully comply with IMSBC code requirements and provide all the necessary information. For GROUP A cargoes (subject to liquefaction), the Shippers are required to provide additional supporting documentation evidencing the moisture content of the shipment, the TML laboratory analysis certificate and proof that this test has been conducted at a lab approved by the Competent Authority of the port of loading.
• Loading operation: Brazilian iron ore has a considerable moisture content. Even if many cargoes are described as GROUP C in the Shipper’s declaration, the Master and crew should treat the cargoes as liable to liquefy. Masters should be vigilant and ensure that the cargo is inspected for any signs of moisture. For example, free standing surface water,
or spattering of cargo as it lands in the holds with resulting run marks are clear warning signs. The Master should always undertake his own can test at regular intervals and at each and every cargo hold. It should be noted that all bilges must be suitably cleaned and bilge covers placed accordingly to facilitate drainage throughout the voyage. Please check IMSBC code provisions with regard to loading under precipitation and ensure all non-working hatches are closed. In the case of loading at anchorage via barges, the IMSBC code provides that same need to be covered. Another factor to consider is the weather conditions since in certain countries the rainy season can heavily impact the nature of the cargo, especially if this is stowed in open areas.
• During laden passage: Monitor cargo hold bilges and pump out water as required by keeping the required trim to facilitate the drainage of water. Keep a detailed log since this will be required for the draft survey at the discharge port. The bilge log is to be sent to all parties (Charterers, Agents etc.) on a daily basis. Weather permitting, inspect the cargo and hold edges for water accumulation.
• Discharging operation: During the draft survey, it is important to present the bilge log to the surveyors to justify any short cargo and ensure that it is attached to their reports and any relevant remark is inserted in their draft survey reports. On some occasions, stevedores may request that the cargo remain in the cargo holds if for some reason water has accumulated. This may create ship-shore cargo differences and possible shortage claims from receivers. The discharging sequence can also be arranged so that the affected hold is emptied immediately before the commencement of cleaning alongside. If residues or a small quantity of cargo is left in the holds, accumulated water and iron ore residues will form a hard mud which will be very difficult to remove.
Reference videos on Youtube:
• North P&I Club - Can Test Training Video https://www.youtube. com/watch?v=jB2fSjrQLZ4
• Dynamic separation of bauxite (aluminium ore) in bulk cargo by the Australian Maritime Safety Authority https://www.youtube. com/watch?v=zdyrQSypPBQ
• Liquefaction Demonstrated by the Illinois State Geological Survey https://www.youtube.com/watch?v=b_aIm5oi5eA
Can Test procedure:
(Reference should be made first to Fleet Bulletin #2 / Section Procedures with instructions and details on how to perform a can test)
• Use a cylindrical can, preferably a tin can or similar container of about 0.5 or 1 litre capacity and half fill it with cargo.
• Hold the can with one hand and bring it down sharply to strike a hard surface such as the deck or a bollard from a height of about 0.2 metres.
• Repeat this procedure 25 times at one to two-second intervals.
• Examine the surface for free moisture or fluid conditions. Turn the can upside down and shake it slightly to dislodge the sample. Examine it for free moisture or a fluid condition. In daylight, the surface of cargoes not to be loaded under precipitation will be glistening.
• Keep a log and photograph evidence of the can tests.
During the course of loading, it is recommended that the Master or a designated crew member should frequently ‘Can Test’ the cargo as it is being loaded. Samples are to be taken from the cargo pile in the hold (tests on cargo piles in barges/ashore are important but are not as conclusive as the ‘loaded’ state).
test:
Further reference:
1. "Bulk Carrier Casualty Report, Years 2012 to 2021 and trends" by INTERCARGO
2. "Sierra Leone – Carriage of Iron Ore Fines Cargoes –Liquefaction Risk" by UK P&I
3. "REDUCING THE RISK OF LIQUEFACTION Operational guidance for vessels that carry cargoes which may liquefy" by the London P&I, TMC Marine & Bureau Veritas
4. “BULK CARGO LIQUEFACTION Guideline for design and operation of vessels with bulk cargo that may liquefy” by DNV
Wishing you calm seas and safe voyages.
Can
The picture above shows formation of moisture at the surface, indicating that the moisture content may be too high and that more laboratory tests are needed to clarify the true relationship between MC and TML for that consignment.
Iron ore cargo in normal condition
Iron ore cargo with minor water accumulation
Partially liquefied iron ore cargo
SAFETY FIRSΤ!
MESSAGE FROM THE DPA:
The
Dear seafarers,
time has come for SMS Simplification!
Our SMS was born back in 1996! At first it was a welcome novelty for onboard routines, and proved to be quite useful. For many years, we have been trying to keep it simple, but somewhere on the road, we have apparently lost our way. The huge number of new requirements emerging at the "speed of light" has not helped us. The fact that various regulatory and industry bodies could not find a common strategy for regulations was also a major drawback. Now, after all these years, we have our present SMS: bulky, not very user friendly, often duplicated in several manuals and using a language that is no longer compatible to your daily needs and tasks. I am sure you can still find your way around it, but this is because most of you have been with the Company for so many years. In the past 25 years shipping has evolved, vessel technology has evolved, the seafarer has evolved – it is also time for our SMS to evolve. I know we are used to it, but we have to change!
Now is the time for me to ask myself: "Can this SMS still help you get home safe?" The answer is, of course, yes, but we can make it better! It should be less complicated, clear, easy to use and swift enough to get you the crucial information you might need in demanding times.
A team of 9 shore employees, including myself, have been trained and the project has commenced! It is not going to be easy and we are not so sure how long it will take, but with your help, I am sure we will have an outcome to be proud of!
I'll keep you posted!
(source: Goal Zero LFI – Learning from Incidents) from the
I wish you safe voyages and safe return home,
Do not allow external pressure to influence compliance with procedures
How and why it happened
Transferchecklistincorrectly markedascompleted
The vessel was scheduled for a crew change concurrent with loading MGO. The incoming staff were familiar with the vessel. The outgoing staff had set up the fuel system ready to receive the MGO. The operators ashore wanted to expedite the bunkering operation to clear the berth as soon as possible. The incoming staff commenced the bunkering operation with the intention of loading 20 m³ (168 US bbls) into the first reception tank. Approximately 10 minutes into the loading operation, MGO was observed issuing from the tank’s air vent and spilling overboard into the harbour. The operation was stopped and pollution response equipment was deployed to contain and recover the spill. Findings:
• The incoming staff did not check the fuel system prior to starting the operation. The tank valve of a previously loaded fuel tank was not fully closed. This permitted MGO from the full tank to backflow into the empty tank being loaded.
• External pressure was placed on the vessel from the operators ashore to expedite the bunkering operation in
order to clear the berth. The filling rate accepted was higher than the rate agreed prior to the transfer.
• Tank soundings were not taken as there was a concern that, owing to the high filling rate, MGO could spray from the sounding pipe and splash onto a nearby hot generator exhaust, leading to a fire.
- Reflection: Questions for discussion
Tank valve found in good condition
How is it demonstrated to you that handover checks, especially for critical tasks, are carried out thoroughly? What do you do to make sure external factors do not influence compliance with procedures? How do you make sure repeat checks to confirm key actions are undertaken safely? How do you empower staff to stop an operation when they find things are not going as planned?
Elli Moretti
Elli Moretti
Tank Overflow & Cargo / Bunker Spills
(source CLIP # 01-2022 from IMT)
IMT have observed a series of Incidents related to loss of containment during cargo operations and bunker spills from receiving vessels.
An overview of certain events leading to incidents
INCIDENT # 1: Cargo and water release to deck during discharge operation
During cargo discharge operations, efforts to rectify a small leak by adjusting a stripping line cam-lock coupling turned into a significant spill due to not verifying the valve position.
ROOT CAUSES #1
- Improper checks
- SWO (Stop Work Obligation) not used
INCIDENT # 2: Loss of containment after completion of stripping operation
Upon completion of discharge and stripping operations, whilst the crew were disconnecting the stripping hose, there was a sudden pressure release followed by cargo spray on deck near the manifold area.
ROOT CAUSES #2
- Failure to follow procedures - 2-person check not followed
INCIDENT # 3: Overflow of bunker tank due to inadequate planning of bunker operation
Final volumes in tanks were incorrectly calculated during the planning stages. There was a last- minute attempt to accommodate the volume of bunkers.
ROOT CAUSES #3
- Lack of planning
- Lack of monitoring
- SWO (Stop Work Obligation) not used
INCIDENT # 4: Loss of containment due to tank opening and tank valve left open
The tank overflowed due to the valve being left partially open and the
manhole covers not being closed.
ROOT CAUSES #4
- Failure to follow procedures - 2-person check not followed
TRUST: TEN Really Useful Safety Tips Tips to avoid tank overflow during Cargo or Bunker operations
1. Plan & Monitor! - Cargo/bunker operation planning should include critical stages to be monitored.
2. Risk Assessment! – It should be accurate AND relevant to the SPECIFIC cargo or bunker operation.
3. Risk Assessment! - Refresh your RA in case of unplanned last minute changes during cargo/bunker operations.
4. SIMOPS! - Consider any other operation at the same time that may affect cargo or bunkering ops.
5. Tool box talks! - Discuss detailed responsibilities and give direction at all levels until completion of the operation.
6. Intervene! - Promote SWO (Stop Work Obligation) or shut down cargo/bunker operations.
7. Test your Scuppers! - Scuppers are the last barrier before a spill into water.
8. Near Misses! – Report any near misses in relation to cargo and bunker activities.
9. Goal Zero! – Discuss the Human Element affecting similar incidents.
10. Master audits! - Your internal cargo and bunker operation audit must be actual and detailed,and always carried out at the time of the operation.
Nostalgia
I would like to welcome you to this installment of Nostalgia, which was inspired by a single but so important truth: “Shipping runs in our Family”. This could be the title of the piece as it reflects our Company’s mentality to act as one caring family. All members ashore, spending much of our time together in our everyday work have developed strong bonds, similar to those in families. We care for one another, support each other and work for the common good and progress. The same mentality has been passed on to our Seafarers. Our vessels have been manned by family members. Even though I do not come from a shipping family, I was personally touched by our colleagues sharing with us their history and the reasons that inspired them to become part of the shipping business. After reading the piece, I am sure you too will conclude that Shipping runs in the family, after all.
Andreas Chandris, Fleet Supervisor, Marine Operations Dept.
My family’s “Shipping story” started in 1915, when John D. Chandris (a great-great uncle of mine) after years of experience in the shipping industry, bought his first ship. By World War I, the Chandris fleet was made up of four ships, including steamships. Around 1960, his two sons, Anthony and Dimitris, had the idea to rebuild the company, named “Chandris Lines”. Their goal was to establish a new passenger shipping company to carry migrants from Europe to Australia.
The Chandris liner service to Australia was closed down in late 1977, when “RHMS Australis” arrived in Australia as the last ship carrying government-sponsored migrants. The competition from the cheaper and faster airline industry was simply too much, and as a result, these ocean going liners were converted into cruise ships. The offspring of this business – now called Celebrity Cruises – is presently part of world leaders Royal Caribbean Cruise Lines. Shipping has always been part of my family’s life, stories and experiences, leading me to study and decide to work for this important worldwide sector. Along with my uncles, my grandfather and my father, I have always been proud to be part of this family, which was one of the industry leaders in the 20th century. I am really happy and proud that today I have managed to become part of this industry. It is an industry which has been around for more than 4,000 years and is still the prevalent in the worldwide trading of cargoes, products and passengers, connecting people from around the world every day. *Source of history text and photos: Wikipedia
Angeliki Oikonomidou, Legal Administrator
Mr. Konstantinos Oikonomides, my father, was born in 1943 on the Greek island of Chios, well known for its long maritime tradition. He started his seafaring career at a very young age, travelling worldwide on board tankers and bulk carriers. In the mid ‘80s he returned to Greece and was employed by liner shipping company NEL LINES as Chief Officer on board F/B SAPPHO for the route Piraeus-ChiosMitilini. After fulfilling his military service, he joined the crew of M/V ELISA and M/V CONSTANTINOS under the same rank, trading mostly in Mexico, Central America and the US West Coast. With his family growing up, in 1984 he decided to get back to shore as he was offered a job in the Crew Department of Sea Traders S.A., where he remained until his retirement in June 2006.
Introduced and Compiled by Chara Markatzinou
A promotional poster from the 1960s
The "m/v Century Millenium"
Mr. Konstantinos Oikonomides on duty
M/V Elisa
I have always enjoyed listening to his maritime stories, the bonding of seamen and the good times on board the vessels, as well as looking at photos of the beautiful ports and places he visited throughout his voyages. As a child, I always dreamed of going on board with him for a voyage while transiting the Panama Canal, and on to experience a full operation; from loading to discharging. It was perhaps that dream that made me follow his steps in the shipping industry and begin my own journey, back in 1996, with our Company. I am currently working as a Legal Administrator and, even though my father is gone, I made my first visit on board a vessel in 2019 and still dream of that voyage transiting the Panama Canal.
Angeliki Oikonomidou with her father, Konstantinos
Yiannis Romanidis, Marine Manager
It has always been him, Captain Nicholas Romanidis, my father. He was born in 1936 into a family with no relation to the sea. He finished high school and succeeded at the University of Economics & Political Sciences. However, the post war financial situation led him to join a ship in 1956 as a deck cadet, to support his family. He climbed up the ranks and obtained his Master’s license in 1968 only through experience, not having attended the marine academy. He also managed to learn fluent English, Spanish and basic French and Italian. He sailed on all sizes and types of vessels including VLCCs in the reputable companies of industry legends such as G. Lemos, A. Onassis and D.K. Ludwich.
In 1973, he stepped ashore as a Port Captain at Ludwich’s New York offices, where he engaged himself in operational problems solving until 1975. Thereafter, he supervised newbuilding projects in Japan at Imabari and IHI Yards for a Greek company. In 1980, he started a career as a Marine Consultant & an Independent Surveyor, culminating in the establishment of his own company “Euro Maritime Consultants Ltd.” in 1988, handling mostly hull & machinery claims, P&I surveys, cargo claims, salvage operations, court expert advice etc.
It has always been him.
Y. Romanidis at Elefsis Shipyards, at the age of 7
I remember him taking me along to surveys to look around. To the eyes of a young boy, seeing huge ships, damage from collisions, burnt vessels etc. was so impressive. I was fascinated. I have a photo at the age of 7 (above) which was taken at Elefsis Shipyards
in 1985. The Vessel had suffered damage from a grounding. I think that I knew then what I would like to become. I just had to figure out the way.
The years passed by and I always enjoyed my father’s patient conversations explaining to me how the shipping industry works, who is doing what and numerous stories from the cases he had handled. Collisions, wreck removals and cargo transshipments were my favorite ones.
He has handled numerous cases within Greek and International waters and worked along with all the major Greek Owners, Salvors, Underwriters and P&I Clubs in the industry. The archive of cases and photos I have dates back 40+ years.
I spent most of my summers working with him at the office until I finished high school. For me, the way to follow in his footsteps was at the University of Newcastle Upon Tyne, where I graduated with a Master’s degree in Marine Engineering, and then through our Company’s Technical department between 2001-06.
I took a similar photo 20 years later at Nantong Yard during the drydock of Sereno 2 in China in 2005 as a Superintendent Engineer. This mission had been accomplished, but there was a long way for me to go. There still is.I took over the family business in 2006 and remained there until 2020, handling numerous cases and claims, and achieving my childhood target.
He came to visit me onsite on a grounded Panamax at Andros coast in 2015, where we took our father & son photo.
In 2020, I also decided to move on and reunite with our Company again, in the MarOps Dept.
It has always been him, my father. I am proud of him for what he has achieved, and I am grateful to him for being and inspiration and showing me the way to do it as well. Thanks Dad!
Y. Romanidis at Nantong Yard, China, in 2005
Captain Nicholas Romaninidis
Captain ANDREIEV Oleksandr
In my childhood, I already knew I would become a Seaman when I grew up as all of my family was connected with the sea.
My grandfather, Captain Konstantyn Andreiev had worked for more than 20 years as a Pilot in the port of Chernomorsk (former Illichivsk), from 1970 to 1993. In 1993 he returned to sea life as a Master of a general cargo/ bulk carrier fleet until 2000, when he completed his seaman’s career and retired.
My mother’s father, Viktor Tkachenko, was a Refrigerator Engineer on a big fishing refrigerator vessel from 1964 to 1996. Later on, he worked ashore at refrigerator plant at the fishing port of Chernomorsk (former Illichivsk) until 2003, when he retired.
My beloved father, Captain Sergiy Andreiev, also a well-known Master Mariner in our good Company told me a lot of Seaman stories; how he travelled all over the world. He would bring me different souvenirs from the various countries he had visited. Actually, I was inspired by my father to become a seaman and connect my life with the sea. After my graduation in 2002, I had the option to study at Odessa National Maritime Academy or to become an IT specialist. I chose to study at the same Maritime Academy my father had graduated from in 1987. During the 6 years of my education in the Academy, my father always shared his sea experience, his knowledge and practice. He always taught me to be a good and educated person. I will never forget our navigation lessons, where my father taught me on small wooden ship models.
My first sea practice was on a pilot boat vessel in the port of
TME RAHMAN Md. Ashikur
Captain Oleksandr & Captain Sergiy during handover on board M/V Nilos
Chernomorsk (former Illichivsk), where everybody knew my grandfather, ex-pilot port of Chernomorsk Captain Konstantyn Andreiev. That made me very proud.
I am very grateful to my father, Captain Sergiy, because without his support and example, I would not have become a seaman and would not be the person I am now.
One of the most valuable moments was in 2019, when I was lucky to hand over command of MV NILOS to my father at anchorage of port Ochakiv, Ukraine. It was a prolonged loading, which enabled us to stay together for two weeks. It was a great time I will never forget. The picture taken from that time is so full of emotions.
I am the third generation of Captains in my family and I love my interesting job. I believe I made the right choice to connect my life with the shipping industry.
My Heart belongs to SEA and this is all because of my brother, Chief Engineer Mohammad Mahabubur RAHMAN. He is the person who encourages me. He is my guiding lamp throughout the life journey. I have always looked up to him and decided to choose the Seaman career. I have learnt Seafarers often battle against very harsh climatic conditions while at sea – when they have to endure the elements and yet, continue to remain focused and do their job. My dream is to work hard and learn from my journey to become Chief Engineer.
"My soul is full of longing for the secret of the sea, and the heart of the great ocean sends a thrilling pulse through me.”
Henry Wadsworth Longfellow
ASE JOSE Michael Angelo
I am Michael Angelo Jose, 25 years old, an Able Seafarer Engine on board M/V Stefanos. Throughout the years, I was inspired by my mother to take a course in B.S. Marine Engineering. When I finished the course, I contemplated the priorities and what to focus on. My mom, being a single mother, raised me on her own and I wanted to repay her for all her hardships.
So, when I entered the maritime industry, I made a promise to myself to give my best at everything and build a harmonious relationship with my colleagues. I admire my mom for having a good heart and staying strong despite the challenges in life. I had my own struggle, especially in the early stages of being away from my mom and the whole family with the new environment.
At the same time, I knew I needed to be strong as well to overcome the challenges, fears and become a better person. I will always thank my mom because she raised me to become independent in dealing with life's challenges. She is my inspiration in everything I do. Above all, God is my centre in everything. I am very grateful that I have come this far in the Company and it’s a pleasure working here. So to the young future seafarer, I highly recommend and encourage to work here with us, DREAM HIGH and ACHIEVE your GOALS in life. Always believe in working hard in silence and letting success be your noise.
TME Rahman Md. Ashikur
Michael Angelo with his mother, Sharon Jose
Mental Well-Being
Effective Communication
by Chara Markatzinou
“Whatever words we utter should be chosen with care for people will hear them and be influenced by them for good or ill.”
Buddha
Being able to communicate information accurately, clearly, and as intended is an essential life skill. Effective communication skills are essential for healthy relationships, whether at home, work or in business or social situations. People are often more inclined to work with you and help you reach your goals if you communicate effectively.
Effective communication minimizes conflict and confusion, saves resources such as time and money while it helps establish a bond and build strong relationships. On the other hand, poor communication creates stress and leads to conflict and strained relationships.
During important communications, have you experienced any of the following?
• feeling that you have been misunderstood
• being so caught up in what you have to say that you’re unaware of the reactions of your listeners
• speaking over others, or finishing their sentences
• having difficulty expressing your feelings or opinions
• feeling foolish when asking for clarification when you don’t understand someone’s explanation
• finding yourself diverting or ending conversations that don’t interest you
• having difficulty understanding things from someone else’s point of view
• struggling to resolve problems without losing control of your emotions
Every person has a unique communication style. There are three main styles and while people use a combination of these, they usually have a dominant style.
Passive communicators put their feelings and needs last. They feel uncomfortable expressing their feelings or needs, instead allowing others to express themselves. This approach can lead to misunderstandings, anger or resentment.
Aggressive communicators put their feelings and needs first, at the expense of others, and are defensive or hostile when confronted. They tend to speak loudly in a demanding voice and dismiss, ignore or insult the needs and feelings of others.
Assertive communicators express their needs and feelings in
a respectful way while balancing their rights with the rights of others. They own their feelings and behaviours without blaming the other person by using ‘I’ statements.
Understanding how you and others communicate helps get your message across. Here are a few tips to help you become an assertive communicator:
• Use ‘I’ statements.
• Maintain good eye contact.
• Learn to say ‘no’.
• Practise what you want to say.
• Keep emotions in check. If you are feeling too emotional, wait a bit before continuing.
• Express your needs and wants confidently.
Remember: being assertive takes time and practice.
“Listen with the intent to understand, not the intent to reply.”
Stephen Convey
Effective communication goes hand in hand with active listening. Active listening helps us build relationships, solve problems, improve understanding, resolve conflicts and retain more information. It is more than just hearing. There are five main techniques.
1. Pay attention.
• Face the speaker.
• Do not be distracted by your thoughts, feelings or biases.
• Do not mentally prepare a reply.
• Avoid distraction from other things (for example, background activity and noise or your mobile phone).
• Pay attention to the speaker’s non-verbal cues (for example, their body language, tone and volume of their speech) to pick up hidden meaning.
2. Show that you are listening.
• Combine eye contact with smiles to encourage the speaker.
• Keep your posture open and interested – so try not to cross your arms or legs.
• Try not to distract the speaker by playing with your mobile phone, fidgeting, looking at a clock or watch etc.
3. Give feedback.
• Reflect on what is said and the non-verbal cues.
• Ask questions.
• Summarize the speaker’s comments.
4. Keep an open mind.
• Try to think about the situation from the speaker’s perspective.
• Allow the speaker to finish each point before asking questions.
• Avoid jumping to conclusions.
• Avoid interrupting with counter arguments.
Women in Maritime
Following a resolution being adopted by the IMO, 18th May has been made the International Day for Women in Maritime. In this first year of celebrating women in maritime, two of the main goals set by the IMO are the creation of a barrier-free working environment and the recruitment of more women into the industry to address the current gender imbalance. They are goals that will inevitably benefit everyone as even now, when they constitute a minority of the maritime workforce, women have played an integral role in numerous maritime activities.
The inaugural International Day for Women in Maritime has arrived more than three decades after the IMO’s gender programme was initiated in 1988. Back then, maritime training institutes were not readily accessible to female students, but this has changed. Nowadays, thanks to
5. Respond appropriately.
• Be open and honest in your response.
• Give your opinions respectfully.
• Don’t offer opinions or solutions unless asked to do so.
• Treat the other person in a way that you think they would want to be treated.
Effective communication is always about understanding the other person, not about winning an argument or forcing your opinions on others. Studies have proven that your overall happiness, career and life success, and income improve when you are an effective communicator.
IMO policies and procedures, training and employment opportunities for women in the maritime sector have become much more widespread.
One way of gauging the success of such policies, procedures and opportunities is through numerical evidence. BIMCO and ICS report published in 2020 revealed that just 1.2% of seafarers are women.
Source: www.imo.org
While this figure may be viewed as disappointing, it does represent a rise of almost 50% on 2015 figures. As regards shoreside staff, women are much more strongly represented. Indeed, in some sectors such as the cruise industry, crewing agencies and insurance women sometime outnumber their male colleagues.
With regard to the success of creating a barrier-free working environment, an IMO and WISTA survey showed that women are still vastly underrepresented in higher level positions. Although this finding is far from ideal, it appears that the Women’s International Shipping and Trading Association’s efforts to support the advancement of women into leadership roles are paying off. Since 2015 a number of women have helped to remove the glass ceiling, thereby paving the way for others to enhance their career prospects. Some of these trailblazers are listed below.
- Kathy Metcalf, President and CEO of the Chamber of Shipping of America, Chair of the ICS Environment SubCommittee (2015)
- Captain Kate McCue, the first American woman to captain a cruise ship (2015)
- Pailette Paleologou, VP, Hellenic, Black Sea and Adriatic Zone Bureau Veritas Hellas A.E. (January 2017)
- Carol Howle, Executive VP, BP Trading and Shipping (2022)
- Captain Amy Bauernschmidt, Commanding Officer of the USS Abraham Lincoln, the first woman to lead a nuclear aircraft carrier (January 2022)
- Melina Travlos, the first female head of the Union of Greek Shipowners in its 106-year history (February 2022)
- Dorothea Ioannou, CEO of the American P&I Club Managers (March 2022)
It may be tentatively concluded that the move towards the advancement of women in maritime into leadership roles is gaining momentum. This is a positive indication that barriers are being removed and that career paths in the industry are no longer solely determined by gender. It is a step towards a time when the degree of media coverage relating to women in maritime will be based purely on their achievements and recognition rather than on their gender.
Of course, striving to remove gender bias within maritime is nothing new. A decade before the IMO’s gender programme began, a trailblazing female ship owner, headed a shipping company in a male dominated sector. We often refer to the founding fathers of nations or industries or clans. However, modern Greek shipping owes a lot to a founding mother: Athena (Nounou) Martinou. No tribute to women in the maritime industry would be complete without mentioning this living legend. Ms. Martinou set out independently from her family business in the late 1960s with a couple of ships. In the 1970s she was gradually joined by her three sons and their company, Thenamaris, grew steadily through the acquisition of secondhand vessels and new-buildings, and managing a diversified fleet. Apart from her undisputed business success, Ms. Martinou is noted for the favourable environment she has created among personnel and peers for novel ideas, enterprise and initiative. A significant number of Greek shipowners (presently controlling perhaps over 350 ships) can attribute directly or indirectly their involvement with this business to her, either having worked for her company, or having been assisted, guided, or inspired by her. Thenamaris and the other shipping companies that have emerged from the family presently control in excess of 250 large cargo vessels of all types, ensuring that the legacy of Nounou
Martinou will be carried onwards by the next generations, both in way of the shipping industry, and her extensive philanthropic and charity work.
Communication is also key to integrating women into maritime and furthering their careers. An event recalled by Carla Chamorro, a Rightship Vetting & Dry Cargo Inspections Superintendent, illustrates just how important it is. She described how certain crew members were shunning her. She assumed she had offended them in some way, so she sought answers from one of the crew. She discovered that in the belief system of the crew in question, talking to women outside their family without express permission was a sign of disrespect. Indeed, they believed that not talking to her was a display of deference. The explanation led to the elimination of any misunderstanding, and by sharing the experience, Carla Chamorro has made other women in maritime aware of such potential pitfalls.
Superintendent, and Romina Perrone (right), during the inspection of the APAGEON in April 2022. Source: www.rightship.com
Currently, organisations within maritime have a solid grasp of how women can move forward into and in the industry. Their career prospects are better than ever, and hopefully, this will result in more women adding to a much-needed diversity dimension among the seafaring workforce and staff in leadership positions. In the spirit of the IMO’s International Day for Women in Maritime, the Company would like to acknowledge the invaluable contributions made by senior female shore staff, and gain an insight into their perspectives on a career in the industry. Here are some of their reflections, observations and experiences relating to their time in shipping.
Athena (Nounou) Martinou
Gerda Tiemersma - Personnel Manager
Despite hailing from another seafaring nation, I had very little prior knowledge of the maritime industry when I joined the company in 1991. I have not regretted it ever since as they were exciting years with lots of challenges, opportunities and changes. With respect to the role of women in Maritime, I am proud to say that we, as a company, have always had our fair share of women across the departments in roles ranging from Spares Purchaser to Accountant and from Bunker Purchaser to Chartering Broker. Over the years, more and more highly educated women have joined the company taking up important posts such as that of DPA, departmental Coordinator and ICT Specialist. The difference with 30 years ago is that we now also count among our staff female Technical Superintendents and Operators, positions that were traditionally male-dominated.
Dedicating a day to Women in Maritime, however, could give one the impression that it is not as common as we wish to believe. Of course, there is always room for improvement but that applies to all sectors of the economy. Personally, I believe that the Maritime industry with its international approach and outlook continues to have a great future ahead with people at sea and ashore who love what they do, appreciate each other’s work and respect one another regardless of gender, nationality, religious, social or cultural background. In the end it is up to each and every one of us to make a difference.
Marianna Doumouliaka - Bunkers Purchasing Officer
“I have been working in this company for over 27 years now, starting off as a school leaver in the Chartering department as a secretary, and then on to an assistant in the Bunkers purchasing department. I found this role very interesting and I have now moved on and am now responsible for bunker purchasing for half the fleet reporting directly to my immediate superiors and top Management.
What initially motivated me to join a shipping company was that I love the sea and that my father was a seafarer and he always recalled many of his stories at sea when I was a child. My brother also followed in his footsteps as a serving seafarer (Officer).
I am very happy to be working in an international environment and meeting people from all over the world where we face daily commercial challenges, so no two days are ever the same.”
Christina Toki - Site Manager, Samsung Heavy Industries, Korea
Natassa Sakellariou - Site Supervisor, Samsung Heavy Industries, Korea
“On the occasion of the International Day for Women in Maritime which was inaugurated this year by IMO, we would like to share some thoughts from the side of two marine engineers working in the technical department, attending vessels and supervising newbuilding projects as the owner's representatives. Nowadays, female representation in maritime still has a way to
go in order to achieve a gender balanced working community, especially in stereotypically male positions like marine engineers, seafarers of all ranks, project leaders, surveyors, managers of shipping companies or other maritime organizations and, in general, in positions of leadership and decision making.
In addition, for women already working in the maritime sector prejudice, distrust and unequal treatment are sometimes still present. Thus, while a gender diverse workplace is a main goal, a parallel effort should be made in order for discrimination and biased behavior to be eliminated.
And if all competent and motivated women can one day get the job they deserve in maritime or any other sector, we should never forget those women who do not have the fundamental human rights to education, freedom of expression and self-determination to manage their own lives.”
Johanna Durana - CENMAR Manila Acting General Manager
“I was initially hired as Documentation Officer when CENMAR was established in Manila back in 1996, and am now Acting General Manager. Since the pandemic I have been monitoring the daily operation of the office, including all crew changes of the Filipino crew with the guidance from the Principal’s Crew Dept. The most challenging aspect of my job is managing the staff and crew so that we can meet the timeline set by our Principals for crew changes. What I find most interesting being in the Maritime Industry is that it allows me to work in a job that is constantly changing because of the people in it—the shore based staff and onboard crew.”
I, ASD Juaton, Edgar Charles S., currently on board MV APAGEON, belonging to the CENMAR crew since 2013, have a lot of good memories with our Company, especially during the company forums that are held in Manila, Philippines. This is the most awaited event of the Company because this is where we have a chance to meet and greet the Greek Management personnel and all the Filipino crew.
First day of the CENMAR Forum is when various topics are being addressed. CENMAR highest ranking officials present their topics, whether it is about Navigation, Quality and Safety, Marine Operations, Technical, or Manning and Training. Also, I must admit the food during lunch is awesome. The second day is my favourite. After completing the presentations, it is time for the group photos.
M/V CE-Duke
I have been with the Company since 2013 and my memorial vessel is M/V CE-Duke, where I served twice as a Chief Officer in 2013-2014 and 2016-2017.
In my bright memory is the visit of our Eng. Supt. Mr. Christos Chatzigiaklou (CCH) in Lianyungang, China at the end of February 2014, where we inspected all ballast tanks, all cargo holds together and I reported to him all true vessel's present condition. It was a nice inspection and visit.
M/V Philippos A.
Then, before the end of the day, there is a basketball game that all Filipino crew enjoy. Here is one of the photos that I kept because for me this is a memorable experience.
Thank you very much and looking forward to other great memories with the Company.
I also performed a dry dock on M/V CE-Duke in 2016 and during that time got experience and knowledge from attending Supt. Eng. Mr. Michalis Maritsas (MAR). It was a good and interesting time at Shanhaiguan Shipyard, where we worked and talked with all Office staff, Technicians and Superintendents.
Finally, I was the last Officer of the Company who stepped out from M/V CE-Duke after the vessel was sold in 2017. It was a fetching experience.
M/V CE-Duke was demanding, but I learned a lot during my stay on this vessel.
On the 26th April 2014 during the calm weather at Dangjin, South Korea Anchorage No. 2 the above mentioned officers and crew demonstrated with confidence the proper launching and maneuvering into the water of both Rescue Boat and Free Fall Lifeboat to the rest of the observing officers and crew of MV Philippos A. under the Command of Capt. Marvin R. Sagum, the provider of the said photos.
Blessed are all those officers and crew who share their knowledge and experienced to the fleet with confidence.
Brgds/Master
M/V Smyrna
Truly yours, ASD Juaton, Edgar Charles
Rank and Name, in order, with pride and still working with the Company are as follows: 3rd Engr. PIMENTEL NELSON GINGOYON, Chief Officer MENDONES
WILLIE GALVAN now Master Mariner, 2nd Mate GALLEON ADRIAN PAUL
VICENTE now Master Mariner, 3rd Mate QUITAN ROGELIO III BASILIO now 2nd Officer, ASD DUMENCEL JUN JUAN now 3rd Officer, Oiler REJANO JOEL MARTINEZ, Mman IGNACIO JO-AD ESTRADA
Fleet Supervisor Technical Mr. Chatzigiaksoglou in Lianyungang, China
M/V Duke at Shanhaiguan Shipyard
The Inuit
The Inuit are indigenous people who live in Arctic and subarctic regions. With an estimated population of 180,000, they inhabit areas of Arctic Canada, Greenland, Alaska and Russia. Although the origins of the Inuit have not been accurately determined, it is known that they have been eking out an existence in the extreme cold for thousands of years. More precisely, they have been around for at least 3800 years as evidenced in an archaeological site in Labrador.
Due to their settlements being located in coastal areas, the Inuit culture is primarily based on their maritime activities. In the past they had to construct a craft with limited materials so that they could hunt seals, walrus and whales in the open ocean and among ice floes. Most of these craft, known as kayaks, were simple skin-on-frame constructions with scraped seal skins covering a driftwood frame lashed together with seal ligaments. The risks of using such a flimsy craft in dangerous waters were mitigated by the Inuit ability to navigate and the speed and seaworthiness of their kayaks. Their seafaring skills even impressed European explorers who witnessed their maritime exploits.
In addition to hunting maritime mammals, they caught fish and tracked caribou on dogsleds. Today, the dogsleds have been largely replaced by snowmobiles and the bows and arrows used to make the kill have given way to rifles. At sea, their traditional craft frames are glued with epoxy resins and covered by nylon fabric. Fibreglass is another material that is now often used in modern kayak building. Such changes are indicative of the need for Inuit peoples to adapt to the demands of our globalized world.
1845 expedition who died from botulism, scurvy, exposure and cannibalism were not able to benefit from Inuit help. One reason for this was that the crews did not find the indigenous people until it was too late. When their paths crossed, the crew had already lost their minds. As a result, the Inuit, who had never seen Europeans before were terrified of strange beings who were babbling in a language they had never heard before. Despite their fear, the Inuit did offer some assistance to a few explorers. They constructed an igloo and left them food in the form of seals, but to no avail. When the Inuit returned, they found the seals untouched and the igloo full of lost souls.
In certain cases the Inuit have been forced to take drastic steps. For instance, many have abandoned their nomadic hunting culture to work in mines and oilfields. On the other hand, there are those working tirelessly to revitalize traditional Inuit culture in North America. This has involved forming cooperatives to market handicrafts, produce and tourism as well as becoming politically organised. Founded in 1977, the pan-Arctic Inuit Circumpolar Council (ICC), a non-governmental organisation, has helped strengthen unity among the Inuit, promoted Inuit rights and protected Inuit culture. The Inuit have also been able to advance their rights to self-determination, especially in Slope Borough, Alaska and in Nunavut and Nunatsiavut in Canada. Put simply, they were given a voice that was also heard at the climate change talks in Glasgow (COP26) and by the IMO in January 2022, when they were included in talks regarding underwater ship noise pollution in the Northwest Passage. Indeed, the IMO agreed to take into account indigenous knowledge in their development of a plan to reduce such pollution created by ship traffic.
Another occasion on which Inuit knowledge in the form of oral history has proved invaluable was the discovery of Erebus in 2014. Stories of the Franklin expedition passed down through generations of the Nesilik Inuit of King William Island in conjunction with modern science and exploration techniques led Parks Canada to conclude their search for this vessel.
Unfortunately, those on board Erebus and Terror in the
Conversely, prior to Robert Peary’s expedition to the North Pole, the explorer and his support network lived with Greenland Inuit known as the Inughuit. He gained vital knowledge from his hosts during his stay. This served him well in his journey to the Pole, but it was ultimately the assistance of four Inuit in his party that allowed him to succeed in his expedition along with Matthew Henson. Unsurprisingly, Egingwah, Ootah, Ooqueah and Seegloo, without whom Peary would not have reached the North Pole, were never formally acknowledged for the vital role they played.
Over the past 50 years, the Inuit have faced great challenges. Social and economic inequities, political marginalization, shrinking communities together with climate change have posed a serious threat to Inuit culture. Thankfully, agreements with the Canadian government and the formation of the ICC have given the Inuit a way of revitalizing their culture. Moreover, their voice is now being heard to the benefit of both Inuit communities and those organizations willing to heed what they have to say.
Poster from COP26: Inuit voices being heard Source: www.inuitcircumpolar.com
The four Inuit guides without whom Peary would not have reached the Pole Courtesy of: www.berkshiremuseum.org
Endurance Found
In 1915, Ernest Shackleton’s exploration vessel, Endurance, was trapped in sea ice. There, she remained for several months before being crushed by shifting ice and sinking to 10,000ft (3048m) below the surface.
Ever since Endurance sank, there had been speculation as to where the ship lay and whether she would ever be found. Such was the interest in locating her that a project, Endurance 22, was initiated by the Falklands Maritime Heritage Trust (FMHT). With the aid of a South African icebreaker, Aghulhas II, and several remote controlled submersibles, experts from the FMHT finally found the wreck in March this year. It was aptly a triumph of endurance on the part of those involved in the search as they had to battle shifting sea ice, blizzards and temperatures as low as -18oC.
The wreck was spotted while an area containing several promising targets was being combed. Following the discovery, a record of the stricken ship and the surrounding debris was painstakingly compiled. Images have revealed that Endurance is almost in the same condition as she was when she disappeared. There is some damage to the bow and the masts are down, but the hull and timbers have suffered little deterioration.
The only real change has been the colonization of the vessel by such marine species as sea squirts, anemones and sponges. Fortunately, the waters where she lies are too cold for wood-
Food Culture
Deruny
Source: anya.photosvit.com
Deruny is the name given to a potato pancake dish in Ukraine. Once cooked mainly on Sundays or on festive occasions, the Ukrainian comfort food is served on a much more regular basis these days. The small pancakes with their browned crusty exterior and soft moist interior have become part and parcel of Ukrainian cuisine, especially in the north, where a deruny festival is held in Korosten in early September.
The basic ingredients for deruny are potatoes, onions, eggs, flour, salt and pepper, but as there are many recipe variations, these can be supplemented with such ingredients as mushrooms, cabbage, carrots, hard cheese and even ground meat. The pancakes are cooked in sunflower oil and served hot with sour cream.
Source: www.smithsonianmag.com
munching aquatic worms. Other things that have been spotted in the images captured by the submersibles include boots and crockery, and while there are those who would jump at the chance to examine the artefacts on board, none will be removed from Endurance. This is because the wreck has been designated a monument under the International Antarctic Treaty and is, therefore, not to be disturbed at all.
Sources: www.bbc.com, www.smithsonianmag.com
As well as achieving comfort food status, deruny has literally saved thousands of lives. During the Ukrainian Terror Famine of 1932-3, people relied on the dish for their very survival. During that period any ingredients available like linden leaves, sorrel leaves or left over nuts and grains found their way into the pancakes.
Like many iconic dishes, deruny has gone international. In the aforementioned festival held in Korosten, chefs from different countries exhibit their deruny-making skills in competitions. Outside Ukraine, there is a festival at the Ukrainian Embassy in The Hague. At this festival, master classes are held, one of which was given by the Ambassador of Ukraine to the Netherlands in 2017.
With the humble potato as its main ingredient, deruny has become one of Ukrainian cuisine’s most important dishes. Not only has it saved lives but it has also become a medium through which chefs can exhibit their culinary skills and pass them on to those deruny lovers who wish to take their potato pancake creations to another level.
Named after a trading port on the Malay Coast which is also known as Melaka, the Strait of Malacca is estimated to be around 7 million years old. Lying between the east coast of Sumatra and the west coast of the Malay Peninsula, this relatively narrow body of water covers an area of approximately 25,000 square miles (65,000 sq. km) and is now the second most densely trafficked shipping channel in the world.
The 500-mile (800-km) channel that connects the Indian and Pacific Oceans is utilized by more than 400 shipping lines and links over 700 ports worldwide. As regards vessel numbers, approximately 100,000 ships pass through the Strait of Malacca annually. These vessels carry about 80% of the oil transported to North East Asia and over 30% of the world’s traded goods, figures that reveal just how important the Strait is in global shipping.
Source: http://www.marsecreview.com
The significance of the Strait of Malacca is further underlined by the fact that it is the shortest sea route between India and China. Voyages via alternative routes like the Sunda and Lombok Straits add 1.5 and 3 days respectively to journey times, which makes them less financially viable. However, using such alternatives has on rare occasions been unavoidable. In August 2009 and in May 2010, for example, when the Strait of Malacca was blocked at Port Dickson and Changi terminal, affected vessels were forced to increase their voyage times by up to 50% for this leg of the voyage. In addition to blockages, there are other threats to a smooth transit of the Strait. Firstly, heavy rain and squalls often decrease visibility sufficiently enough to create navigational difficulties. Visibility can also be compromised by the haze created during forest and bush fires. Secondly, there are chokepoints in the Strait, most notably at Phillips Channel, where the shipping waterway narrows to about 1.3 miles (2.1km).
Thirdly, islets and wrecks also constitute hazards that must always be borne in mind. Last but certainly not least, there is the threat of piracy that can be tracked back to the 14th century in these waters. This threat has been addressed by the largest antipiracy initiative in Asia. Called the Regional Cooperation Agreement on Combating Piracy and Armed Robbery against ships in Asia (ReCAAP), this initiative, which was launched in 2006, has reduced the chance of attack to less than 0.1%. Nevertheless, vigilance must be maintained at all times.
Besides the tankers that transport more than 15bn barrels a day through the Strait of Malacca and the container vessels together with the bulk carriers, which account for over 75% of the traffic, there are other vessels that ply their trade within this body of water. These include fishing vessels whose catches comprise mainly of mackerel, sardines, prawn and squid.
Extensive damage resulting from collision in May 2021 incident in the Strait of Malacca
Source: www.maritime-executive.com
There is little doubt that the Strait of Malacca, the largest shipping channel in the world, is extremely important in the context of world trade. And if predictions that it will one day become the most densely trafficked shipping channel by displacing the Dover Strait prove correct, then transiting the Strait of Malacca may become even more challenging. Therefore, proper voyage planning, a strong safety culture, well-trained and qualified crews as well as flawless watchkeeping will be even more fundamental to safe passage if incidents such as the collision between a container ship and a bulk carrier in July 2021 are to be avoided.
An idea of how busy the Strait of Malacca can be www.nippon-foundation.or.jp
1. Make the names of two countries using all the letters in the following sentence: A LARGE MAN BIT VIU.
2. The letters in the chemical symbols for argon, nitrogen, phosphorus, tellurium, and tungsten can be rearranged to form the name of a large European port. What is the name of the port?
3. I am in people different forms, and I house people in need of reform. I am a single part of a hive, and I can power what you drive. What am I?
4. Which three-letter word can be used to complete the following words: EX_ _ _ D, S_ _ _ GLED, PRO_ _ _ E and COM_ _ _ ION?
5. When he travels, Anton prefers to visit Africa, especially Cameroon. He has also enjoyed visiting Greece, Laos and Peru on other continents. His favourite animals are the lion and the alpaca
1. Which of the following future marine fuels has as its main advantage a high specific energy value?
A. methanol B. ammonia C. hydrogen D. biomethane
2. What was the name of the vessel that took the first Welsh emigrants to Patagonia in 1865?
A. Mayflower B. Speedwell C. Mimosa D. Empire Windrush
3. Off which Mediterranean island was the wreck of HMS Urge found? A. Cyprus B. Malta C. Crete D. Sardinia
4. Which of the following countries does not border the North Sea? A. Denmark B. Belgium C. Sweden D. Finland
5. In which Scottish island town is there an annual Viking festival? A. Kirkwall B. Lerwick C. Stromness D. Stornoway
6. What does the ‘S’ in STCW stand for?
A. Standards B. Seafarers C. Safety D. Security
and his favourite beverage is coffee. His is also very interested in literature. By the same token which fruit would he rather eat an orange or an apple? Why?
6. Which five-letter word can be placed after the words to the left and before the words to the right? BLOOD
PIT
PRIZE TRAIL POCKET SUPPLY
7. In 5 steps change the word ROAD to LANE by changing one letter at a time to form intermediate words.
8. What is the last number in the following sequence: 6, 6, 7, 9, 8, 6, ? (Hint: This is a complete sequence)
7. In terms of the number of ships registered, what position does the Marshall Islands occupy on the list of top maritime registries?
A. third B. fourth C. fifth D. sixth
8. On which vessel did Ronald Amundsen explore the South Pole between 1910 and 1912?
A. Fram B. Discovery C. Aurora D. Nimrod
9. Which of the following substances is not susceptible to spontaneous combustion?
A. fool’s gold B. soybean C. olive oil D. sawdust
10. What was the approximate percentage increase in the number of ships in the world merchant fleet between 2016 and 2021? A. 3% B. 5% C. 7% D. 9%
Find a keyword associated with several articles in this issue by solving the clues and rearranging the letters in the boxes with black borders.
1. Type of manufacturing aka 3D printing
2. A lack of this can lead to an accident
3. Channel chokepoint in Strait of Malacca
4. Coast off which the Jascon-4 tug sank
5. Country where Inuit live
6. Wreck found in March 2022
7. Place famous for its deruny festival
Hint: To grow or advance
Harrison Okene
At the age of 29, Harrison Okene was working as a cook on board the tugboat, Jascon-4. He was one of a twelveman crew at the mercy of heavy seas in the Gulf of Guinea, approximately 20 miles (32 km) off the Nigerian coast on 26th May 2013. At around 5 am, Mr Okene had to use the bathroom. He unlocked his cabin door and made his way down the corridor. Moments after he reached the bathroom a rogue wave struck the tugboat, capsizing the vessel and sending it 100ft (30.5m) below the waves to the sea floor.
A rescue operation began in which a diving crew located the stricken tugboat and marked it with buoys. They banged on the hull, but they heard no response. So, they had to call off the initial rescue attempt because they were not equipped for deep diving for long periods of time. In the meantime, Harrison Okene had found an air pocket. He had also heard the banging, but his attempt to get the divers’ attention was in vain.
After spending about a day in the bathroom, Harrison Okene decided to leave the air pocket, which was by then providing air of very poor quality. He set out to find another source of oxygen, so he swam to the engineer’s office. Fortunately, he discovered one in the form of a 4-foot (1.2m)-high air pocket. That solved one problem, but he had a second one to overcome. The water temperature was low, and as the body loses heat around 25 times faster when wet, he had to somehow stave off the effects of hypothermia. He did this by fashioning a makeshift platform from a mattress and wall panelling on which he could keep most of his body out of the water. Even though he had reduced heat loss, Harrison Okene was cold and thirsty. Moreover, his tongue had begun to peel and the magnified sounds in the darkness did nothing to allay his fears. To mitigate them, he thought about his family and prayed.
Above the waves, nearly 2½ days after the rogue wave had struck Jascon-4, a six-man dive team reached the capsized tugboat to retrieve bodies. The cook heard them breaking into the boat, which took about an hour. It took so long because security protocols dictated that the latches be secured from the inside due to piracy issues. Shortly afterwards, Harrison Okene saw the light from a diver’s torch in the hallway. The diver noticed the cook, believing he had just found a corpse, so when the lone survivor touched him, he was more than a little surprised. The diver immediately notified the rest of his team.
Source: www.gcaptain.com
They used hot water to warm up Mr Okene and fitted him with an oxygen mask. After receiving advice from medics and experts aboard the rescue vessel, Lewek Toucan, the divers put a diving helmet and harness on the cook before shepherding him into a diving bell.
When he was found, Harrison Okene was short of breath and delirious. According to calculations, the air pocket that had kept him alive was about to become lethal. Carbon dioxide poisoning had begun, so Mr Okene would not have lasted much longer. Indeed, the only reason that the air space had not become a death trap was the slightly alkaline sea water had absorbed just enough carbon dioxide to keep the concentration of the gas just below the fatal limit.
Harrison Okene is the only person ever to have survived on the sea floor in an air pocket for 60 hours, a time which he estimated to have been only 12 hours. He now works in a restaurant and has never returned to the sea as during his predicament, he made a pledge never to do so if he was rescued. He has made a full physical recovery, but suffers from PTSD, which causes him to wake up screaming when he has a recurring nightmare of his ordeal.
Following the demise of 11 of the crew aboard the tugboat, questions were asked about whether the security protocols in place due to piracy issues had compromised crew safety. The fact that the only survivor was not locked in his cabin fuelled speculation that locked doors may have prevented an escape. However, given the circumstances of this incident, there are too many unknowns and hypotheticals to say with any degree of certainty that unlocked cabin doors would have led to more crew surviving.
