Editorial
Dear seafarers,
This editorial will be brief as I believe it should give way to the following article that highlights the relevance of the Company’s ‘’Be Aware, Take Care’’ motto. All I want to do is thank Ioannis Pantos, Captain Prashant Kumar, Yannis Makrantonopoulos, Yannis K. Prokopiou', Elli Moretti, Captain Eleni Lykofridi, Chara Markatzinou, Vaia Kyrodimou, interviewee Captain Delson Roche and our Seafarers who have made quality contributions to this issue.
I also wish to express my gratitude to members of the Chartering Department: Nikos Stavrakis, Pavlos Mizithras, Evangelos Kollintzas,
Georgios Malles, Georgina Verropoulou, Naya Moutevelli and Margarita Tsaousi, whose evaluation of our Seafarers ties in with the actions described in the aforementioned article.
Best wishes, Nick Seaman
Captain Adesh Tungare Responds to Help a Fellow Passenger
One of our Company’s values is that of helping each other, while one of our principles is ‘’how we respond matters’’. What happened on 18th March 2024 is a perfect example of both. Our Shipboard Trainer, Captain Adesh Tungare, was flying from Singapore to Amsterdam when there was a medical emergency. His quick action and his calmness not only helped the passenger but also set a good example for the plane crew on how to handle similar situations. His action highlighted the fact that no matter what training one may have received, it is the actual time they need to put into practice what they have learned that matters. It was only a few hours after take-off when the air-hostess announced there was a medical emergency on board and requested assistance from any person with medical training. Our Captain Adesh volunteered without hesitation. The patient, a 70-year-old male, who was travelling with his wife, had already fainted once and had vomited twice. He was in obvious discomfort. Captain Adesh administered first aid to the man by tackling the vomiting first. Then he gave him some electrolytes
Our Shipboard Trainer, Captain Adesh Tungare
Posidonia Run 2024
It was with great pleasure that the Centrofin Running Team participated in the 4th Posidonia Running Event, which took place on Sunday 2nd June, highlighting the importance of Piraeus to the global maritime community. The streets of Piraeus welcomed over 2000 maritime professionals who were running for a good cause. Proceeds from the race went to such organisations as the Municipality of Piraeus and the Public Benefit Municipal Corporation of Piraeus.
The atmosphere was great and although some sections of the course presented some difficulty in the heat, the Centrofin team really enjoyed it, with each member making it to the finish line. To
to restore body fluids. The situation was exacerbated by the fact that the Medical Box on the plane had run out of medication for the restoration of body fluids. The flight was an additional seven hours and Captain Adesh saved the situation once more. He showed the hostess how to prepare a solution of salt, sugar and water to give to the patient whenever he asked for water. Our Captain remained with the patient until he was feeling better.
Being in the middle of the ocean or at 35,000 feet should not make any difference when an emergency arises. And in this case, as in all others, keeping calm and practising what one has learned was what saved the situation and the 70-year-old passenger. The actions of our Captain Adesh are a prime example of how we respond to a situation actually matters.
We would like to congratulate him on handling this situation and remember the saying that extending your hand in a time of need can change the course of someone's life. Captain Adesh is living proof of this belief.
wind down after the 5km run, the team got together for refreshments. Our team consisted of Apostolos Serraos (TEC), Athina Reppa (REC), Christos Kartsonas (TEC), Elli Moretti (SQEDPA), Giorgios Kamaras (MAROPS), Manolis Kazaos (MAROPS), Maria Vamvaka (MAROPS), Prashant Kumar (MAROPS), Vaia Kyrodimou (SQE) and Maria Malegou (INS/FC).
I sincerely hope 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. 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
. Company News
Onboard Promotions
In keeping with the increased number of onboard promotions over the past year, the number of our promoted Seafarers reached an impressive thirty-seven individuals. The list of those promoted during the 1st quarter of 2024 along with their vessels and promotion details in chronological/alphabetical order appears in the table below.
2/M to C/O
01.02.24 BARANOV Danyil POPI P 2/M to C/O
01.02.24 MELNYK Oleksiy POPI P 2/M to C/O
10.02.24 HAMLAG Hobert SEMERU OS to ASD
12.02.24 CALVEZ Jessie KAPSALI C/O to MSTR Date of
12.02.24 DEIMOY Ralph Anthony GUARDIAN D/Tr. to OS 16.02.24 ALMOJALLAS Jesser MERBABU ASD to BSN
20.02.24 BELEN Ralph Christian CE-HAMILTON C/Tr. to A/C
20.02.24 GONZALEZ Kenneth CE-HAMILTON E/Tr. to WPR
26.02.24 COOPERA Angelo ALEXIA WPR to ASE
26.02.24 FETALINO Ian Carlo ALEXIA C/Tr. to A/C
26.02.24 VILOAN John Mark ALEXIA OS to ASD 28.02.24 KURALOV Mykela NAMRATA 3/M to 2/M
01.03.24 CHAWLA Aditya COSTAS P 4/E to 3/E
01.03.24 PERIABRAS Gabriel RUBY E/Tr. to WPR
02.03.24 MATIAS Melchor ALEXIA WPR to ASE
06.03.24 PASCUA Ronald Jr. NIRIIS OS to ASD 08.03.24 AMIT Francis Aurella SUNDORO C/Tr. to WPR 09.03.24 SORIANO Eric MERAPI C/Tr. to A/C
19.03.24 SHETVE Vishvanath Suresh SEMERU TNO to 3/M
20.03.24 CRISTOBAL Roberto YANNIS P. 2/M to C/O
27.03.24 RANJAN Prashant SUNDORO 3/M to 2/M
28.03.24 ROSETE Amado Jr SMYRNA ASD to BSN
Each and every one of you on this list is to be congratulated on your work ethic, which has led to a move up the promotion ladder. All of you now have more responsibility. It is a responsibility that you are ready to undertake, and one that will stand you in good stead for your next promotion.
Those who have reached the highest levels of responsibility on board are newly appointed Masters, Naveen Kumar and Jessie Calvez along with Reiner Roxas, who has been promoted to Chief Engineer. Your abilities and your loyalty to the Company have taken you to the top and now you have the chance to mentor others just as you yourselves have been mentored.
Once again, all our Seafarers have shown how worthy they are of our appreciation, and why they are held in such high regard. You all deserve the utmost respect for doing such a demanding job so well!
Shipboard Incineration of Sludge
Oil residue (sludge) means the residual waste oil products generated during the normal operation of a ship such as those resulting from the purification of fuel or lubricating oil for main or auxiliary machinery, separated waste oil from oil filtering equipment, waste oil collected in drip trays, and waste hydraulic and lubricating oils.
Oil residue (sludge) may be disposed of directly from the oil residue (sludge) tank(s) to shore reception facilities through the standard discharge connection referred to in MARPOL AnnexI, Chapter 3, Regulation 13, or to any other approved means of disposal of oil residue (sludge) such as an incinerator.
In accordance with MARPOL, Annex I, Regulation 17 (Oil Record Book Part I – Machinery space operations), the collection and disposal of oil residues (sludge) shall be fully recorded without delay in the Oil Record Book Part I, so that all entries in the book appropriate to that operation are completed.
The Company has also developed a relevant Environmental KPI, where the volume of oil residues (sludge) produced on board is measured per month per vessel. These figures are reported on a monthly basis to the Office through the "Form INV-001Vessels Monthly Objectives Performance" and closely monitored in order to meet the annual target of 1% reduction and control the environmental impact of vessels' operations.
Shipboard incineration of the following substances shall be prohibited:
1. residues of cargoes subject to Annex I, II or III or related contaminated packing materials
2. polychlorinated biphenyls (PCBs)
3. garbage, as defined by Annex V, containing more than traces of heavy metals
4. refined petroleum products containing halogen compounds
5. sewage sludge and sludge oil, either of which is not generated on board the ship
6. exhaust gas cleaning system residues
Shipboard incineration of polyvinyl chlorides (PVCs) shall be prohibited, except in shipboard incinerators for which IMO Type Approval Certificates have been issued.
The incinerators of Fleet vessels are designed in accordance with IMO MEPC 76 (40) and MEPC 244 (66) (Standard Specification for Shipboard Incinerators) depending on the year of build.
Operating requirements of incinerators
The incinerators are designed and constructed for operation under the following conditions:
- Maximum combustion chamber flue gas outlet temperature 1,200°C
- Minimum combustion chamber flue gas outlet temperature 850°C
- Preheat temperature of combustion chamber 650°C
For Batch Loaded Incinerators, there are no preheating requirements. However, the incinerator should be designed that the temperature in the actual combustion space should reach 600°C within 5 minutes after the start.
Figures 1, 2: Standard discharge connection for disposal of sludge to shore reception facilities
Figure 3: Incinerator general view Figure 4: Incinerator control panel
Figure 5: Recording of collection & disposal of oil residues (sludge) in Oil Record Book Part I
By Ioannis Pantos, Technical Director
Prepurge, before ignition: at least 4 air changes in the chamber(s) and stack, but not less than 15 seconds
Time between restarts: at least 4 air changes in the chamber(s) and stack, but not less than 15 seconds.
Postpurge, after shut-off fuel oil: not less than 15 seconds after the closing of the fuel oil valve.
Incinerator discharge gases: Minimum 6% O2 (measured in dry flue gas).
- Incinerating systems are to be operated with underpressure (negative pressure) in the combustion chamber such that no gases or smoke can leak out to the surrounding areas.
- The control equipment should be so designed that any failure of the safety devices will prevent continued operations and cause the fuel supply to be cut off.
- A flue gas temperature controller, with a sensor placed in the flue gas duct, should be provided in order to shut down the burner if the flue gas temperature exceeds the temperature set by the manufacturer for the specific design.
- A combustion temperature controller, with a sensor placed in the combustion chamber, should be provided in order to shut down the burner if the combustion chamber temperature exceeds the maximum temperature.
- A negative pressure switch should be provided to monitor the draft and the negative pressure in the combustion chamber. The purpose of this negative pressure switch is to ensure that there is sufficient draft/negative pressure in the incinerator during operations. The circuit to the program relay for the burner will be opened and an alarm activated before the negative pressure rises to atmospheric pressure.
- The incinerator should have a flame safeguard control consisting of a flame sensing element and associated equipment so as to shut down of the unit in the event of ignition failure and flame failure during the firing cycle. The flame safeguard control should be so designed that the failure of any component will cause a safety shut down.
The majority of Fleet vessels are equipped with “TeamTec” and “Atlas” incinerators.
For the proper incineration and elimination of sludge on board, the operation and maintenance of incinerators as per the Company’s PMS, which is based on the Maker’s recommendations, should be strictly followed
TeamTec’s guidelines for the proper operation of their incinerators are the following:
a. Keep the incinerator chamber air inlets and outlet clear, and keep the burner parts clean. Inspect daily before starting in the morning, and clean as required.
b. Never throttle the air/steam needle valve less than ¾ turn closed. If the pressure increases above the green area, clean the sludge burner nozzle.
c. Never turn off the main power before the chamber temperature is below 170°C.
d. If experiencing any problem with a high temperature in the combustion chamber, flue gas or control of sludge dosing, replace the dosing pump stator.
e. In a single tank system, do not transfer sludge to the service tank during sludge burning (can damage the refractory).
f. As a minimum, heat the sludge overnight without starting the circulation pump. Next morning drain off the free water, and then start the sludge program.
g. Never load glass, lithium batteries or spray cans into the incinerator. Additionally, large quantities of oily rags or filter cartridges may damage the flue gas fan.
h. Inspect the cooling jacket every 6 months (open the 8 cover plates) and clean as required with steam or hot water.
i. Read the instruction manual, and never change any settings unless instructed by TeamTec.
Atlas guidelines for the proper operation of their incinerator are the following:
a. Do not put glass, bottles or other materials which may not be burnt into the combustion chamber.
b. Do not introduce wet solid waste into the combustion chamber more than one hour before starting the incinerator.
c. When burning oil-containing materials such as filter cartridges, oily cotton waste, and scrapings from the purifiers, do not put more than (see warning plate) litres per charge into the combustion chamber.
d. When burning material with high calorific value with explosion-like combustion e.g. plastic, max. (see warning plate) kg per charge is allowed to be fed into the incinerator.
e. Do not overload the incinerator with waste. Max. (See warning plate) kcal per charge of solid waste and max. 20% of the volume of the combustion chamber (see warning plate) litres.
f. When the incinerator is cold, remove ashes and slag from the combustion chamber. The ashes and the slag must be carefully removed. Do not knock or hammer on the sides of the combustion chamber.
g. Do not burn explosive materials such as closed containers or aerosols.
h. Make sure that the air inlets for the combustion air are always unblocked.
i. Do not feed the incinerator without a min. (-) 10 mm vacuum in the combustion chamber; check the U-tube (UM).
j. Too much draught can disturb a constant flame and prolong the heating-up time. In this case, the damper in the exhaust gas uptake should be adjusted accordingly.
k. Power loss during operation might cause overheating and consequently damage the incinerator.
For the proper performance of incinerators their inspection & maintenance as per PMS which is based on the Maker’s recommendations should be strictly followed.
A summary of the main maintenance jobs can be found in the tables below:
TeamTec Incinerators
Interval Maintenance jobs
Daily
Weekly
- Check the combustion chamber. Remove all ash and slag after burning is finished.
- NOTE: The combustion chamber inlets in the bottom must always be cleaned.
- Check diesel oil pressure. Normal reading is 16 bar.
- Check sludge pressure. Normal reading is 0.3 bar.
Atlas Incinerators
Interval Component Maintenance job
Gear motor for W.O dosing pump
Regularly
- Clean the photo resistor on the burner.
- Check that the combustion air inlets and cooling air inlets are free from obstructions. Clean if necessary.
Monthly
- Check the fan belts and tensions.
- Check the condition of the refractory.
- Check the diesel oil burner.
- Check the sludge oil burner.
- Lubricate all movable parts.
- Check the spark arrester (if installed) and clean if necessary.
6 monthly
- Check the filter on the diesel oil pump and clean if necessary.
- Check the filter on the diesel oil line and clean if necessary.
- Check the rotor and replace the stator on the sludge dosage pump.
- Change the grease on the flue gas fan bearings.
- Check visually the condition of the thermocouple for the combustion chamber.
Mill pump
500h Flame detectors
Waste oil burner
1000h
W.O dosing pump
Mill pump
Oil level to be controlled
Photo cell to be cleaned
To be cleaned and inspected for wear and tear
Check the stator, rotor and mechanical seal
Check the impeller and mechanical seal
- Oil nozzle to be changed
Primary and Secondary Burners
- Oil filter on diesel oil pump to be cleaned, electrodes to be checked
Thermocouples
2000h
Refractory lining
Self-cleaning strainer for waste oil
To be cleaned and controlled; to be exchanged in the case of a fracture
Inspection and repair if necessary
Deposit to be removed
Control Panel
Thermal relay (motor overload protector) to be checked (setting). Terminals to be tightened up
Yearly
- Same as 6-monthly jobs, but the rotor on the sludge dosage pump should also be changed.
5000h
Solenoid valves
To be checked for proper function. Electrical connections to be tightened up and cables to be checked
Pressure control
Doors
To be checked for proper function; to be adjusted if necessary
To be checked for possible leaks
The condition of the refractory is of paramount importance for the proper operation and performance of incinerators.
- Atlas inspection guidelines for the refractory can be found with the photos below:
Figure 6: If the condition is found to be as shown as above, please use the hammer to gently hit the surface. If the walls are found to be firm and if they have not been damaged by this, repairing the refractory can be postponed.
Figures 7, 8: If condition is as shown above, we recommend repairing the refractory. Pieces of refractory are missing, and surface seems to be porous, which means that more damage will occur when gently hitting with the hammer. If the vessel is under repair/drydocking it makes sense to repair refractory as well.
9, 10: If the condition is found to be as shown above, renewal of the refractory is required. The casing is visible and the steel is damaged.
- TeamTec recommends a monthly check of the refractory If pieces of the refractory have fallen out so that the insulation or steel is visible, then use of the incinerator must be discontinued until a repair has been carried out.
The repair of the refractory is highly recommended to be carried out by TeamTec’s service engineer.
The performance of incinerators is evaluated by the Makers and Technical Department every month.
Last but not least, the recommended spare parts from the Makers should be always on board and the inventory of spare parts should be always kept updated.
Figures
Figures 11, 12, 13, 14: Renewal of refractory of a TeamTec incinerator on a Fleet vessel
Peril at Sea: Navigating the Risks and Challenges of Maritime Operations
By Captain Prashant Kumar
The sea has always held a dual nature of allure and peril. For centuries, sailors and maritime professionals have ventured into the vast, unpredictable expanse, facing numerous risks and challenges. Despite advancements in technology and safety protocols, the inherent dangers of maritime operations remain ever-present. This article delves into the various perils at sea, their implications, and the measures taken to mitigate these risks.
The Perils of Maritime Operations
1. Natural Hazards
a. Severe Weather
Severe weather conditions, including storms, hurricanes, and typhoons pose significant threats to ships and their crews. High winds, massive waves, and torrential rain can lead to capsizing, loss of cargo, and even sinking. Mariners must constantly monitor weather forecasts and adjust routes to avoid severe weather systems.
b. Rogue Waves
Rogue waves, often described as “walls of water”, can appear suddenly and reach heights of over 30 metres. These waves can severely damage vessels, leading to catastrophic failures.
c. Icebergs and Sea Ice
In Polar regions, icebergs and sea-ice present formidable
challenges. Ships navigating through these waters risk hull damage and potential sinking if collisions occur. Icebreaker ships and advanced navigation systems are essential for safe passage.
2. Human Factors
a. Human Error
Human error is a leading cause of maritime accidents. Mistakes in navigation, miscommunication, and improper handling of equipment can result in collisions, groundings, and other incidents. Continuous training and adherence to protocols are vital to minimize human error.
b. Fatigue
Long hours and the demanding nature of maritime work can lead to fatigue among crew members. Fatigue impairs judgment and reaction times, increasing the likelihood of accidents. Implementing adequate rest periods and monitoring crew health are crucial for safety.
3. Technical Failures
a. Engine and Machinery Failures
Technical failures such as engine breakdowns or malfunctions in critical machinery can leave a vessel stranded at sea. Regular maintenance and inspections are necessary to ensure all systems are functioning correctly.
b. Structural Failures
The structural integrity of a ship is paramount for safe operations. Corrosion, metal fatigue, and improper repairs can compromise a vessel’s structure, leading to catastrophic failures. Rigorous inspections and timely repairs are essential to maintain integrity.
4. Piracy and Armed Robbery
Piracy remains a significant threat in certain regions, particularly in the Gulf of Aden, the Strait of Malacca, and off the coast of West Africa. Pirates can hijack ships, take crew members hostage and steal cargo. Enhanced security measures, including onboard armed guards and secure transit corridors, help mitigate the risk of piracy.
5. Environmental Hazards
a. Oil Spills and Pollution
Maritime operations carry the risk of oil spills and releasing other environmental pollutants. These incidents can have devastating effects on marine ecosystems and coastal communities. Strict regulations and robust response strategies are essential to prevent and address environmental hazards.
b. Marine Life Encounters
Collisions with marine life like whales can cause significant damage to ships and harm marine creatures. Implementing measures such as speed restrictions and marine mammal detection systems can reduce the frequency of such encounters.
Mitigation Strategies
1. Advanced Technology
Modern ships are equipped with advanced technology to enhance safety and navigation. Automated systems, real-time weather monitoring, and sophisticated navigation tools help crews avoid hazards and respond effectively to emergencies.
2. Training and Education
Comprehensive training programmes are crucial for preparing maritime professionals to handle various perils at sea. Simulationbased training, safety drills and continuous education ensure that crews are well-prepared for emergencies.
3. Regulations and Standards
International maritime regulations such as those set by the International Maritime Organization (IMO) establish safety standards and protocols. Adhering to these regulations is essential for minimizing risks and ensuring safe operations.
4. Emergency Response Plans
Every vessel must have a well-defined emergency response plan. This includes procedures for abandoning ship, fire-fighting, medical emergencies and communication with rescue services. Regular drills and updates to these plans are necessary to maintain readiness.
Conclusion
The perils at sea are both numerous and varied, ranging from natural hazards to human factors and technical failures. While the maritime industry has made significant strides in improving safety, the unpredictable nature of the sea means that risks will always exist. By leveraging advanced technology, adhering to strict regulations, providing comprehensive training and maintaining robust emergency response plans, the industry can navigate these risks and ensure the safety of maritime operations. The key to mastering the peril at sea lies in preparation, vigilance, and continuous improvement.
Crew Department
New Onboard Medical Equipment
In modern times the industry has realized the importance of the human factor in creating a safe environment in shipping. The active participation of the crew to increase safety during all onboard activities is a crucial factor in the effort to create such an environment.
In addition, the Company’s contribution is vitally important. The crew on board must be safe and feel safe. When it comes to health, confidence should exist that the best personalized medical attention is given in a timely fashion, accurately and with the utmost care.
The Company has a long history of handling urgent or difficult medical cases on board. The services of Medico Rome have been very helpful over the years. However, the time has come for a more specialized service to our valuable human element, our crew.
As you may already be aware, the Company has made an agreement with Tritan, an established telemedicine company that provides medical guidance of the highest standards by well trained personnel to any crew on board requiring attention or advice on a 24/7 basis.
To further increase safety on board, all vessels will shortly receive the following medical equipment: a defibrillator and a diagnostic kit provided by Tritan and their affiliates. A defibrillator is a device that applies an electric charge or current to the heart so as to restore a normal heartbeat. If the heart rhythm stops due to cardiac arrest, also known as sudden cardiac arrest (SCA), a defibrillator may help it start beating again. A sudden cardiac arrest is fatal unless treated right away with CPR (cardiopulmonary resuscitation) and a defibrillator.
The accompanying diagnostic kit consists of an ECG (a machine which helps to check the heartbeat by recording the electrical signals in the heart. Test results can help diagnose heart attacks and irregular heartbeats called arrhythmias.), a blood pressure meter, oximeter, glucometer, thermometer and a troponin test. This is a blood test that measures the levels of troponin proteins, which are found in heart muscle cells, and are released into the bloodstream when the heart is damaged. The higher the troponin levels, the more severe the heart damage. A troponin test is used to diagnose heart attacks and other heart-related problems.
Detailed information about the operation of the defibrillator will be provided together with the equipment. It goes without saying that Tritan is well familiar with the specific equipment and will be providing detailed instructions in case of any unfortunate event on board requiring medical care.
Taking the opportunity, we kindly remind you that at the end of the day the health of individuals is a very personal matter since it greatly depends on such factors as eating a balanced diet, exercising regularly, adopting a healthy lifestyle, avoiding smoking etc.
Be aware, take care, every time everywhere!
Defibrillator
Troponin test
Editors: Yannis Makrantonopoulos & Yannis K. Prokopiou
Introduced and compiled by Chara
Markatzinou
Since the launch of our Care & Welfare Manual in March, our vessels have welcomed the programme with great enthusiasm. Building a network of Ambassadors seems very inspiring and the feedback we have received looks very promising. Despite the demanding schedule our Seafarers have, finding time to bond, share and take care of each other is what keeps their mental health and morale elevated. The success of the programme relies mainly on the Seafarers’ dedication and participation and we believe it will evolve in the months to come. I would personally like to thank you for your participation and for making us part of your everyday life on board by sharing moments and pictures.
(continued on page 19)
Recreation time on board M/V Irina
Sports activities on board M/T Leni P.
Celebrating ETO TOADER’s birthday on board M/T Leni P.
Recreational activities on M/V Alliance
SAFETY FIRSΤ!
MESSAGE FROM THE DPA:
Fleet Vessels remaining accident free over the years
Dear seafarers,
I am happy to commend your colleagues on board the below mentioned vessels, who have kept their safety intact and their safety culture on the rise:
- On board 11 of our vessels since these have been delivered
- On board 18 of our vessels within year 2023 (compared to 14 in year 2022)
Since delivery (11 vessels)
M/V Philippos A.
Since 2011, has remained accident free for the past 13 years!
M/V SMYRNA
M/V GUARDIAN
M/V DUKE II
M/V ALLIANCE
M/V ANDONIS
M/T MERAPI
M/T COSTAS P
M/T DIMITRI
M/T DINO
M/T POPI P
Within 2023 (18 vessels)
M/T AG.NIKOLAOS
M/T ALEXIA
M/T APANEMO
M/T APNOIA
M/T CAPTAIN A. STELLATOS
M/T CE-BERMUDA
M/T CE-HAMILTON
M/T MERBABU
M/T MIKELA P.
M/T NAMRATA
M/T PSERIMOS
M/T SEMERU
M/T YANNIS P.
M/V CALLIOPE P.
M/V EVGENIA P.
M/V NILOS
M/V POLYMNIA
M/V STEFANOS
Ellie Moretti, SQE Manager /DPA
AUDITING YOUR COWORKER:
A Seafarer's Perspective
Working at sea is one of the most unique and fulfilling experiences, but it comes with challenges. Challenges like maintaining the ship's safety and efficiency often involve inspecting equipment and auditing coworkers. One of the Company's procedures is the Remote Internal ISM Audit. During this process, the Deck audits the Engine Department and vice versa.
But how easy is it to audit your colleagues on board? Let's dive into this topic.
Inspections and audits are crucial. On a ship, the stakes are incredibly high. Any oversight can lead to severe consequences, including accidents, injuries, or even fatalities. Regular audits help maintain safety standards, ensure equipment is in good condition, and confirm that everyone is adhering to safety protocols. When auditing your colleagues, the goal is to ensure everyone performs their duties correctly and safely.
At sea, crew members often become more than just colleagues; they become your family. Auditing a buddy can sometimes feel like you are questioning his competence or integrity, which can be uncomfortable and might strain your relationship. Moreover, the hierarchical structure of a ship can make it tricky to audit someone senior to you. There is always a concern about how your comments will be perceived and whether they will be seen as stepping on toes. Another concern is that working remotely and being isolated can result in the quick escalation of any tension. Disagreements over audit results or critiques can become personal due to the close-knit nature of the crew.
How can we overcome these challenges?
Communication is the Key! The foundation of a smooth audit process is clear and respectful communication. Ensure that everyone understands the importance of such processes and sees them as a team effort to enhance safety and efficiency. Stick to the facts! Focus on the standards rather than personal judgments. Use checklists and established protocols to guide the audit process. This helps maintain consistency and fairness. Finally, when you identify issues, offer constructive feedback and potential solutions rather than just pointing out problems. This approach helps build trust and ensures that your coworkers see you as supportive rather than critical.
How easy it is to audit your coworkers depends mainly on the culture and communication within your team. It is not just a task; it is a responsibility that contributes to the success of the
entire crew. While it comes with challenges, adopting a respectful, objective, and supportive approach can make the process easier and more effective. Remember, at the end of the day, every audit is a step towards a safer and more efficient workplace, which every Seafarer values.
So, next time you're gearing up for an audit, consider it a way to take care of your shipboard family. Approach it with a positive attitude, clear communication, and a focus on safety, and you'll find that auditing your buddies becomes a part of your routine.
Safe Seas – Always!
Chief Engineer auditing the Deck Department, M/V Guardian
Chief Officer auditing the Engine Department, M/V Guardian
By Cpt. Eleni Lykofridi – ELL
Mental Well-Being
Bullying
on board a vessel can manifest in
various forms, reflecting the confined and hierarchical environment of maritime life. Verbal harassment is common, including insults, threats, and derogatory remarks aimed at belittling crewmembers. Physical bullying might involve pushing, hitting, or other forms of physical intimidation. Social exclusion, where certain crewmembers are deliberately isolated or ignored, is another tactic used to undermine individuals. Manipulating work assignments to give someone the most undesirable tasks or setting them up for failure is another subtle yet harmful method. Additionally, cyberbullying can occur through derogatory messages or spreading rumours via onboard communication systems. Power dynamics on a vessel can exacerbate these behaviours, especially if higherranking personnel misuse their authority to control or intimidate subordinates. Such bullying not only affects individual well-being but also undermines teamwork and safety on board. Addressing these issues promptly is crucial to maintaining a healthy and efficient working environment
By Chara Markatzinou
The responsibility lies with each one not only to resist becoming a bully but not to accept bullying as well. What can one do to realize that he is bullying others? Recognizing that one is becoming a bully to others involves a combination of self-reflection, awareness of behaviour, and sensitivity to the reactions of those around oneself. Some key signs that can help identify bullying behaviour are the following:
Aggressive Behaviour: If one finds oneself frequently resorting to aggression—whether verbal, physical, or emotional—this might constitute bullying. Aggression can manifest itself through yelling, name-calling, hitting, or making threats.
Manipulation and Control: Bullying often involves a desire to control others. If one constantly manipulates situations to one’s advantage or pressure people into doing things against their will, this is a red flag.
Lack of Empathy: A significant indicator of bullying is a lack of empathy towards other people’s feelings. If one dismisses or belittles people's emotions, or if one derives satisfaction from another individual’s discomfort, this is a clear indication of bullying behaviour.
Pattern of Harm: Take note if personal actions repeatedly cause distress or harm to others. This pattern can be verbal insults, spreading rumours, physical confrontations, or exclusion from social groups.
Power Dynamics: Bullying often occurs in relationships with
“We have got to dispel this myth that bullying is a normal rite of passage.’’
imbalanced power dynamics. If one exploits a position of power, be it physical strength, social status, or other advantages in order to dominate or belittle others, this is a strong sign of bullying.
Feedback from Others: Pay attention to feedback from friends, family, or colleagues. If multiple people suggest that one’s behavior is hurtful or oppressive, it is important to take these observations seriously.
Introspection and Guilt: Reflect on your interactions and ask yourself if you feel guilt or shame about how you treat others. This internal conflict can be a sign that your behaviour is inappropriate. After identifying the bullying behaviour, what can you do to tackle it?
Addressing bullying behaviour requires acknowledging the issue and committing to change.
Seeking help from a counsellor or therapist can provide strategies to improve your behaviour and develop healthier relationships. Remember, recognizing the problem is the first step towards becoming a more respectful and empathetic individual
A QUOTE TO BEAR IN MIND
Barack Obama
Nutrition & Physical Health
One of the factors affecting our mental health is our physical health. Hence, we have decided to include short pieces on topics related to physical health. It goes without saying that any advice included in this column is general and one should follow their doctor’s advice. This column will also serve to raise awareness on common health issues. The first issue is hypertension.
Hypertension,
or high blood pressure, is a serious medical condition that can increase the risk of developing disease of the heart, brain, kidney and other conditions.When a seafarer has high blood pressure, dietary choices play a critical role in managing and reducing this condition. Here is a guide on what foods to eat and what to avoid:
Foods to Eat
1. Fruits and Vegetables
Leafy Greens: Spinach, kale, and other leafy greens are rich in potassium, which helps balance sodium levels in the body.
Berries: Blueberries, strawberries, and raspberries contain flavonoids that can help lower blood pressure.
Citrus Fruits: Oranges, lemons, and grapefruits are high in vitamin C and potassium.
2. Whole Grains
Oats: Oatmeal is high in fibre and has been shown to lower blood pressure.
Whole Wheat Bread and Pasta: These provide essential nutrients and fibres that aid in heart health.
3. Lean Proteins
Fish: Salmon, mackerel, and sardines are rich in omega-3 fatty acids, which reduce blood pressure and inflammation.
Poultry: Skinless chicken and turkey are good low-fat protein sources.
4. Nuts and Seeds
Almonds: A handful of almonds provides healthy fats and magnesium.
Flaxseeds: High in omega-3s and fiber, flaxseeds can help lower blood pressure.
5. Dairy
Low-Fat Dairy: Skim milk, low-fat yogurt, and cheese are good sources of calcium and vitamin D.
Foods to Avoid
1. Salt
Processed Foods: Canned soups, snack foods, and processed meats contain high levels of sodium.
2. Sugar
Sugary Beverages: Sodas and energy drinks can lead to weight gain and increased blood pressure.
Sweets: Cakes, cookies, and pastries should be limited due to their high sugar content.
3. Saturated and Trans Fats
Fried Foods: Avoid fried and fast foods that are high in unhealthy fats.
Red Meat: Limit consumption of fatty cuts of meat, opting for leaner alternatives.
4. Alcohol
Excessive Drinking: Limit alcohol intake as it can raise blood pressure.
5. Caffeine
High-Caffeine Drinks: Limit intake of coffee, tea, and energy drinks as they can cause short-term spikes in blood pressure.
Maintaining a balanced diet rich in whole foods, low in processed items, and moderate in sodium and unhealthy fats is key for seafarers with high blood pressure. Regular monitoring and adhering to these dietary guidelines can help manage and reduce high blood pressure effectively.
Seamen on board a vessel can engage in a variety of exercises to help manage hypertension, even with limited space and equipment. Here are some effective exercises:
Aerobic Exercises
1. Walking or Jogging
Utilize available deck space for walking or jogging laps. Aim for 30 minutes of brisk walking or jogging most days of the week.
2. Jumping Rope
If space allows, jumping rope is an excellent cardio workout. Start with short intervals and gradually increase the duration.
3. Stair Climbing
Use the ship’s stairs for an effective cardio workout. Climbing stairs can help boost heart rate and improve cardiovascular health.
Strength Training
1. Bodyweight Exercises
Push-ups: Strengthen chest, shoulders, and triceps. Perform 3 sets of 10-15 reps.
2. Squats: Target legs and glutes. Do 3 sets of 15-20 reps.
Lunges: Work on lower body strength. Aim for 3 sets of 10 reps per leg.
Planks: Improve core strength. Hold for 30-60 seconds, repeating 3 times.
3. Resistance Bands:
Band Rows: Strengthen back muscles by pulling the band towards your torso.
Band Chest Press: Mimic the bench press using a resistance band. Band Squats: Add resistance to traditional squats.
Flexibility and Balance Exercises
1. Stretching
Incorporate daily stretching to improve flexibility and reduce muscle tension. Focus on major muscle groups, holding each stretch for 20-30 seconds.
2. Yoga
Practice yoga poses that can be performed in a limited space. Poses like the downward dog, child’s pose, and seated twists are beneficial.
Practical Tips for Seamen
1. Routine
Establish a daily exercise routine that fits into your work schedule. Use Available Space: Make use of any open spaces on deck or in common areas.
2. Stay Hydrated
Drink plenty of water, especially during and after exercise.
3. Buddy System
Exercise with a fellow crew member to stay motivated and make the workouts more enjoyable.
4. Monitor Intensity
Ensure that the exercise intensity is moderate to vigorous, but not overwhelming. Listen to your body and adjust as needed.
By incorporating these exercises into their daily routines, seamen can effectively manage hypertension, improve cardiovascular health, and maintain overall fitness while on board.
In our second installment of this new section the members of our CHARTERING DEPARTMENT are going to introduce themselves. So, let’s meet them!
STAVRAKIS NIKOS
My name is Nikos Stavrakis and I have been working for the Company for the last 23 years. I started in the Bunkering Dept. and then moved to operations where I gained significant experience over 8 years. In early 2010 I joined the Chartering Dept., where I was responsible for lr1, vlcc, suezmax and capesize vessels. Today, I am in charge of the whole tanker fleet and my main focus is the suezmax fleet. Our main goal as a department is to find the best possible employment for the ships to maximize their returns. It is a very challenging job that requires continuous effort in a very volatile environment. I feel very grateful to be working for this Company and being part of its growth and success.
TSAOUSI MARGARITA
Dear readers,
First of all, I would like to thank and congratulate the editor of our "Wavelength" for this column, giving the chance to our shore staff to communicate with all of you!
I'm Margarita, a mother of two, a daughter of a Captain, and I have been a member of this Company since its infancy and hopefully not a big pain for many of you when I used to call on board in the middle of the night :)
Having grown up in Andros, a Greek island with a long tradition in shipping, I feel my engagement in this sector was a destined path awaiting my exploration. People say "the right path is not easy" and I tend to agree. Like many of us at some point in our lives, I was blessed with opportunities! By fighting the "fear" of change, working hard and being committed to both my personal and the Company's values, I was given the chance to work in various positions in the Marine Operations Department, where I gained invaluable knowledge that has served me well.
I recently embraced a new challenge when I joined our Chartering Department. I became part of a dynamic group who have welcomed me and have inspired me to progress. In short, my new role in the Company is to evaluate and select the best cargo offers through reputable broker channels, negotiate the voyage rates and terms and finally fix the best possible employment for our vessels at the given time. However, chartering is not only about numbers! Besides securing a good revenue, we first take into account safe cargo operations, safe routes and most importantly the well-being of our seafarers. In a very demanding and high speed market our competitive advantage is the quality of our Seafarers ! So, this is a great opportunity to thank you all for keeping our fleet on the front line!
Wishing you all fair winds and following seas and I hope to meet you in person again soon!
MIZITHRAS PAVLOS
I have been a Chartering Broker of Tankers looking after the CPP trade of our ships since 2022, when I joined the Company. My journey in shipping started about 12 years ago in Rotterdam, where I worked with Chemical Tankers from 4k up to 44k dwt. Living abroad was a colourful and enriching experience and certainly a cultural awakening for me. I'm happy to be back in Athens as I cherish the excellent collaboration within our team and with other departments and I am looking forward to wearing the Company emblem with pride for years to come. My work ethic is strong, I am a people person and I prefer to be transparent with my colleagues. I am a “family guy”, I enjoy professional basketball, travelling and trying new cuisines. I look forward to meeting all our Seafarers ashore or at sea in the near future.
Wishing safe seas to everyone!
KOLLINTZAS EVANGELOS
My passion for shipping manifested itself from an early age and I believe that to date, I have taken the crucial steps in my education and work experience to be well-equipped and confident in my potential to make a positive impact on the Industry.
Coming from a shipping family I had the benefit of sensing the demanding world of shipping from within. I have been involved in shipping since my early steps at university and I gained invaluable experience in several Shipping and Trading companies.
I joined the Company 5 years ago and I feel very proud to be a member of this family. Our paths crossed at the right time and since then I have been responsible for the chartering of the Dry Bulk fleet. Sports are very close to my heart and have played a big role in creating the human being I am today. My competitive nature is what leads the way, along with the discipline that professional sports involve. In my work I am methodical, resourceful and goal oriented. I enjoy taking responsibility and leading by example. After all, a smooth sea never made a skilled sailor
MALLES GEORGIOS
I have been with the Company for a little over three years. I currently work in the Chartering Department as a broker for the Company’s Dry vessels. My main objective in this position is to find the most befitting cargo for our vessels and secure an advantageous revenue.
My career path thus far in the maritime industry that began in the early 2010s has been varied and has required me to be versatile, with positions in different departments, such as Chartering, Operations and Crew.
Every day there is something new to learn and a new situation to adapt to due to a plethora of parameters that we take into account before making a decision. However, the criterion that underpins everything is the safety of our Seafarers and the safety of the vessel as a whole.
The room for professional development and growth within the Department is everything one can wish for. The Company’s embrace of newcomers together with the mutual respect and kindness that rules these corridors is what our Company is all about.
Stay Safe.
VERROPOULOU GEORGINA
I joined the Company in November 2019 as a Fleet Administrator in the Marine Operations Department. Then, a year and a half ago, I transitioned to the Chartering Department as an Assistant.
At the same time, I began an MBA course in Shipping Management, as one of my most significant aspirations is to maintain constant growth in the ever-evolving shipping industry.
Some of my main responsibilities are assisting the brokers, cross-checking recaps as well as preparing working copies of Charter Parties, market information and estimation reports.
Throughout the years I have learned that maintaining efficient communication, showing respect and staying resilient are the key components that keep productivity flowing in the right direction.
I am more than grateful to work in such a value-driven environment along with experienced and reliable colleagues both ashore and on board.
MOUTEVELI NAYA
I have been a Chartering Assistant for the past five years, during which time my responsibilities have led me to take on a multifaceted role. I am actively engaged in the day-to-day operations of the Department, providing support to the chartering team and contributing to the team’s efficiency. I assist in preparing documentation, charter party agreements for internal use and classifying incoming messages related to vessels, cargoes and other critical aspects of chartering.
I truly appreciate being able to work in this active environment that values collaboration, respect, and growth.
(continued from page 11)
Exercising on M/T Dino
Recreational activities on M/V Ruby
Table tennis aboard M/T Agios Nikolaos
Our Galley Team
Captain Andriy Gamulyia would like to congratulate the safest and friendliest galley team on board M/V Duke II.
In the photo from left to right: C/Cook Galve Marionito, Messman Gamarcha Alven, Steward Abalos James.
As Captain Andriy states: " In our case, I think this is a successful combination of the sea experience, i.e. skills of two senior members with usual support (mentoring) in relation to a new recruit (Messman Gamarcha Alven- first time at sea) as well as supervision/guidance from the head of department.
So, such collaboration helps to overcome all the hardships of the routine jobs in the galley and this is reflected in the form of tasty and healthy food for crew."
According to statistics revealed by the Managing Director of Posidonia Exhibitions, this year’s exhibition attended by 2,030 exhibitors from 82 countries is the largest ever. While those figures are impressive, they do not tell the whole story as it was not only the quantity of exhibitors that stood out but also the quality.
Firstly, the quality of the products and services was of a seemingly higher standard, which bears testament to the progress made by research and development teams across the globe. Secondly, and perhaps more importantly, the level of engagement between the exhibitors and the visitors reached new heights.
Although this second observation was primarily based on personal experience, it has since been supported by other visitors that I have spoken to. On previous visits to Posidonia exhibitions, whenever I stopped to admire a piece of equipment or a model, I was acknowledged with a smile. On this occasion, when I was taken by the ‘beauty’ of a model of part of a pump with a section cut out to reveal the inner workings, the Sales Director of Marflex, (J.v.d.K), welcomed my curiosity and began to describe the features of the pump. Thanks to my scientific background and the generous time afforded to me by members of the Company’s Technical and Marine Operations Departments, I was able to
follow his explanation and engage in a meaningful conversation. All this occurred even after I revealed who I was and that I had no clout whatsoever with regard to business deals.
Shortly afterwards, I had a similar experience with S.H.H. of PureteQ after I had seen a model of a carbon capture technology. Again, I was informed of the improvements made in the specifications of the scrubbers manufactured by his company and their progress with carbon capture installations. In both encounters, the commitment, drive and willingness to share knowledge was evident.
What is more, it was abundantly clear that concepts like sustainability and energy efficient are no longer banded about for the sake of adopting buzzwords to impress. Instead, rigorous testing ensures that when such terms are used with a product or service, there are no ambiguities.
Finally, I would like to thank the organizers for facilitating face-toface interactions, the exhibitors for freely engaging with visitors, irrespective of their positions and all the other personnel who helped the events run smoothly, including those who ensured that traffic arrived safely and pedestrians moving to and from the exhibition centre did so without incident.
Posidonia 2024
Thetrends in digitalization and connected technology seen on ships have not only improved navigational safety but have also optimized the efficiency of maritime operations.
How has navigation changed over the past 20 years?
Let’s explore how different navigation is today with the assistance of Navigation Superintendent, Captain Delson Roche
Q1. How long have you been with the Company and what were your first impressions when you joined?
DAR: I joined the company as a 3rd officer in 2004, so it’s been a solid 20 years! I liked the camaraderie and the supportive working culture. There seemed to be a good balance with the office providing support without excessive interference, creating a great atmosphere on board for learning and personal growth.
Q2. How do you feel now that you have been with the Company for 20 years?
DAR: After 20 years with the Company, I feel like I'm part of a large family, both in the office and on board. There's a profound sense of belonging and pride in working for our organisation, especially when we consistently receive positive feedback from third parties like inspectors and fellow sailors who endorse Cenmar as a good company to work for.
Q3. How different is navigation today from what it used to be like when you were a cadet?
DAR: With improved technology, navigation today has become remarkably accurate, allowing vessels to explore more ports and areas than ever before. Many of these locations were inaccessible in the past but are now safely navigable thanks to better information and communication systems.
Reflecting on my early days - GPS was not even available on my first ship; instead, we relied on a NAVSAT (transit system) that provided position updates infrequently, along with Decca and Loran systems for coastal navigation. Radars were primarily used during port arrivals/departures and in congested waters like the English Channel. I still remember the gyro room on board, housing a gyro as large as a car!
Weather reports were sparse, inaccurate and relied on the Master’s interpretation skills for safe navigation. Seamanship was paramount to ensure the safety of the vessel and the crew. There is a downside, too. Increased automation has led to a reduction in the application of human skills, raising concerns about mental health among crew members. The importance of human adaptability cannot be overlooked in ensuring the safety and well-being of everyone on board.
Q4. Name one or two things that haven't changed in our Company (or on board) since you joined.
DAR: Firstly, the enduring support network among colleagues,
both on board and from the office, remains unchanged. This sense of camaraderie and assistance has been an integral part of our Company culture.
Secondly, in terms of navigation, the limited practice of celestial navigation and the lack of visual navigation skills among deck officers has remained the same.
By Vaia Kyrodimou
Q5. Why do you think there has been no change in these cases?
DAR: Humans naturally crave connection and social bonds. Our ability to communicate and form meaningful relationships sets us apart from other species. Hence, the innate desire for continual support from colleagues is always present.
Regarding navigation practices, technology has undoubtedly made life easier and instilled a belief in its infallibility. This false sense of security can lead to complacency, where we may overlook the importance of traditional skills such as celestial navigation and visual navigation. This can be attributed largely to overreliance on technology.
Q6. How do you imagine navigation will advance in the next decade? How will technological advances affect vessel traffic management and vessel tracking?
DAR: One immediate change could be the adoption of 3D charts, replacing traditional 2D ECDIS charts. This shift may reduce the need for people to visualise and analyse when making navigational decisions.
The next logical step would be the introduction of AI. We witness its nascent presence in some applications. AI could revolutionize hazard identification, ship handling, and collision avoidance, perhaps with technology facilitating communication between vessels without involving humans.
The integration of AI into navigation could lead to a kind of efficiency surpassing human capabilities. Many aspects of vessel traffic management could change to algorithm-based solutions, with AI entrusted with decision-making tasks. As automation increases, vessel traffic management could evolve into a streamlined system resembling a vending machine that offers numerous options while maintaining precision and order.
Q7. I know that this is a difficult question to answer, but what do you believe the future holds for this Company and the industry as a whole?
DAR: Predicting the future is challenging! I would like to believe that our company will do well due to our forward-thinking approach and adaptable staff both on board and ashore.
Throughout history, the shipping industry has demonstrated resilience in adapting to evolving technologies, societal demands and commercial pressures. Our current challenge is addressing the environmental impact of transportation as there is a growing need for green transportation solutions. By embracing innovation and sustainable practices, we can contribute to a more environmentally conscious industry.
If we look to the future, the horizon for navigation technology looks even brighter. Artificial intelligence has the potential to further transform marine navigation, making it even safer, more efficient and more sustainable.
Amerigo Vespucci
Amerigo Vespucci was born in Florence, Italy in 1451 at the height of the Renaissance. Little is known about his early years except or his education. Unlike his brothers who were prepared for and attended the University of Pisa, Amerigo Vespucci was educated by a potential uncle called Georgio Antonio Vespucci, who was a Dominican friar. Under his tutelage, Amerigo developed an interest and demonstrated an ability in astronomy, maths, navigation and foreign languages.
Another of Nastagio Vespucci’s brothers gave Amerigo a job when he was in his early 20s. Guido Antonio Vespucci, who was the ambassador of Florence sent his nephew on a brief diplomatic mission to Paris. This may have sparked his enthusiasm for travel and exploration, but when he returned to Florence he merely did some more jobs in that city.
When he reached the age of 24, his father, who was a notary, encouraged him to go into business. His ventures took place in Spain, where he entered the banking sector with another businessman from Florence called Gianetto Berardi. As an agent for the Medici family, Berardi was engaged in the fitting out of ships. Amerigo Vespucci, therefore, also became involved in preparing ships, including those that served Columbus on his 2nd and 3rd expeditions. When Gianetto Berardi died, Amerigo Vespucci took over the managerial of the Seville agency, where he became known to the merchants who supplied Columbus and where he grew more intrigued about the search for a northwest passage to India.
Amerigo’s first voyage took place in 1497, when he was in his early forties. In that year he sailed from Cadiz through the West Indies to Central America. The voyage took approximately five weeks. Little is known about this expedition although it might have served as a springboard for his next one that began in May 1499.
In that month Vespucci joined an expedition that again left Cadiz sailing under the Spanish flag. The explorer Alonso de Ojeda led the expedition on which Amerigo Vespucci served as an astronomer and mapmaker with the goal of discovering a passage to India when they reached the north-east coast of South America. At that point de Ojeda and Vespucci parted ways. The former explored the Venezuelan coast while the latter headed south to the coast of Brazil. There he charted constellations, which he compared to those visible in Europe. He also came upon a river that he assumed was the Ganges. He had, of course, discovered the Amazon. In addition, Amerigo Vespucci documented the diverse flora and fauna in the region. He was impressed. Indeed, the scenes he gazed upon with their abundance of trees and colourful birds led him to describe what they had found as an earthly Paradise no less. His third voyage began in May 1501. This time his search for a passage to India was conducted under the patronage of King Manuel I of Portugal. After being asked, Amerigo Vespucci
Posthumous portrait at the Uffizi in Florence, attributed to Cristofano dell’Altissimo c.1568.
Source: www.wikipedia.org
Statue of Vespucci outside the Uffizi in Florence, Italy.
Source: www.wikipedia.org
assumed command of the expedition. His ships took a route along the South American coast from Cape Sāo Rogue to Patagonia during which time he discovered present day Rio de Janeiro and Rio de la Plata. As there were none of the riches associated with India, he realised he had not found the sought after passage. However, based on his observations and what he had learned from Columbus’s discoveries, he concluded that he had found a huge landmass, which he dubbed ‘Mundus Novus’ or ‘New World’. He returned via Sierra Leone.
Vespucci’s fourth and final voyage began in 1503. Again he sailed under the Portuguese flag accompanied by Gonzal Cuelho. When no new discoveries were made, the fleet split up. Amerigo Vespucci travelled to Bahia and the island of South Georgia before returning to Lisbon prematurely in 1504.
A year later, he became a naturalised citizen of Spain and had the title of Master Navigator of Spain bestowed upon him in 1508. This position entailed recruiting and training navigators, gathering data from New World expeditions and taking charge of the country’s map collection. It was a post he held until he died from malaria in Seville in February 1512.
Perhaps his greatest legacy is lending his name to a continent. In 1507, the German cartographer, Martin Waldseemüller, drew a map of the continent and named it ‘Americus’ in Vespucci’s honour. Although none of his ships called San Antiago, Repertaga, Wegiz and Girmand gained no fame, there is a tall ship that bears his name today. She is used as a school ship and her home port is Livorno
Sources: www.britannica.com, www.biography.com, www.history.com. www. commonswikimedia.org
Amerigo Vespucci in New York 1976. Source: www.wikipedia.org
OK, he’s either on to something or…
If you want to control your opponent’s mind on court, you move like this and say "Your eyes are feeling heavy"…
Oh my goodness. Don’t look now, but you’ve just hypnotized someone!
… now you are asleep and under my control.
Test
Brain your
1. Make the names of two seas using all the letters in the following sentence: I CAN BE A SPRING.
2. The letters in the chemical symbols for iridium, molybdenum, phosphorus, selenium and sulphur can be rearranged to form the name of a Company vessel. What is the name of the vessel?
3. My name rhymes with what is used to make hair neat, and a city where the Tiber and Aniene Rivers meet. I can be sprayed into tyres and used to put out petrol fires. What am I?
4. Which four-letter word can be used to complete the following words: R_ _ _ _TING, B_ _ _ _ AGE, CL_ _ _ _LY and S_ _ _ _ ITY?
5. Indira likes travelling. She prefers Greece to Morocco, and the Sargasso to the Caribbean. She likes the
Guggenheim more than the Uffizi art museum. She also prefers Tottenham to Liverpool. As regards dogs, her favourite breed is the terrier. By the same token, which would she prefer: blackberries or strawberries?
6. Which six-letter word can be placed after the words to the left and before the words to the right?
7. In 7 steps change the word SAIL to MAST by changing one letter at a time to form intermediate words.
8. What is the missing number (X) in this sequence?
Quiz
1. Which of the following vessels was under the command of Captain James Cook?
A. Endeavour B. Golden Hind C. Victory D. Beagle
2. What is the capital of the Bahamas?
A. Majuro B. Monrovia C. Hamilton D. Nassau
3. Which of the following is a greenhouse gas covered in the ‘’Well-to-Wake’’ approach of the IMO’s MEPC 80 summary?
A. nitric oxide
C. carbon monoxide
B. methane
D. sulphur dioxide
4. In ship-to-ship operations the POAC plays a pivotal role. What does the ‘A’ in POAC stand for?
A. Associate
C. Authoritative
Answers
B. Advisory
D. Administrative
5. The Phillips Channel is the narrowest point of the Strait of Malacca. How wide is it at this point?
A.
6. From which country does the traditional boat called the phinisi originate?
A. Philippines B. Malaysia C. Indonesia D. New Guinea
7. What is the name of the maker of the Ballast Water Treatment System on board M/V Casta Diva?
A. SunRui B. Hyundai C. Samsung D. Hanla
8. What is the maximum advised time for a seafarer to use a high speed rotating tool without a break unless the risk assessment indicates a shorter time?
Survival at Sea
Tami Oldham Ashcraft
Source: www.nzherald.co.nz
OnHurricane Raymond
Source: www.ranker.com
Source: www.thoughtnova.com
22nd September 1983 engaged couple Tami Oldham Ashcraft and Richard Sharp left Papeete Harbour in Tahiti on board a 44-foot (13.4m) yacht called Hazana. It was to be a 31-day journey to San Diego, California, where they had agreed to sail the vessel for her owners. The journey started quite well. Although conditions were not ideal, sailing was manageable for the couple as they were familiar with the region, having sailed there for nearly two years.
On 2nd October Hazana crossed the equator and shortly afterwards, Tami and Richard became aware of a tropical depression near Panama. According to the forecast they heard, the weather system was heading west and increasing in intensity. They decided to try and get out of its path, but unfortunately, the hurricane picked up speed reached them before they could take evasive action. Storm Raymond hit them hard on 12th October.
In the time they had after realizing they could not avoid being struck, they prepared as best they could. They battened things down and removed objects from the deck, but the 50-foot (15m) waves and high winds which had blown off the top of the mast made them terribly vulnerable. Despite the conditions, Richard, who had secured himself in the cockpit with his safety harness on, was coping with the fury of the hurricane. Tami was below deck, but heard Richard shouting about a rogue wave that was about to enter the equation.
Shortly afterwards, the yacht became airborne and pitchpoled (went end-over-end) before striking the water with great force. The shock caused Tami to lose consciousness. Her next memory was of her seeing the tether where Richard was secured without her fiancé at the end of it. The D-ring to his harness had failed to hold him.
One of the most catastrophic storms called Raymond had swept Richard away, leaving Tami Ashcraft alone. For the next five days she used the VHF radio to send a distress signal at regular
intervals, but water damage led to the radio failing. She used a sextant to navigate, but had no timepiece, which meant only her latitude was available to her. Meanwhile she kept on boiling water out of the small craft and fortunately found a working watch while doing so.
Now that she had both longitude and latitude available she was able to set a course for Hawaii. Despite her improved situation, she still had a real fear that she might not reach her destination. This fear was triggered by a number of setbacks. Firstly, the emergency position-indicating radio beacon (EPIRB) was no longer functioning. Secondly, two ships passed by without stopping and a small military plane passed overheard but did not spot her. Thirdly, and most significantly, she thought she had sighted land in the distance, but when clouds descended she could no longer see it, giving her the impression that it had been a figment of her imagination. Terribly disappointed, she went below deck, where not for the first time she had the feeling that her fiancé, Richard, was still with and telling her not to give up as she was almost safe.
The psychological boost gave her hope, so she ventured out onto the deck. The clouds had lifted, allowing her to see the island clearly. She had not gone mad! On 22nd November, forty one days after the boat had been pitchpoled, she reached Hilo Harbour in Hawaii.
Apart from navigating and bailing out water, Tami Ashcraft kept a meticulous record of her struggle to reach safety alone. This record was what the film, Adrift (2018), was based on.
Moreover, her log provided her with valuable information about surviving in adverse conditions at sea, which she was able to share with the Royal National Lifeboat Institution in 2019. She has also written two books, and still enjoys sailing.
Source: www.mli.org, www.sanjvanislander.com, www.cosmopolitan.com, www.thesun.com
Hazana pictured in Hilo Harbour
Richard Sharp with Tami Oldham Ashcraft prior to their fateful journey