In one of the article titles in this issue of Wavelength, there is a question that not only relates to the subject being addressed but is also relevant to other topics or issues in shipping and beyond. The question referred to is: ‘’Who’s Really in Charge?’’, and I am fairly confident that most of you have wondered about it, or discussed it.
In the article that raises the question, which is meticulously answered by Capt. Delson Roche, the subject is ‘’Handing over the Conn’’. Without giving too much away and spoiling your read, the article examines the connection between control, procedure and duties in the context of command.
Another section in which this connection comes to the fore is Safety First. While the vast majority of you, our Seafarers, would agree that you are not in charge of assigning jobs or drawing up documented procedures, you do have a degree of control in terms of how you respond. This is apparent, for instance, in your ability to use the SWO, to speak up when you have safety concerns and to say something when risk normalization threatens safety protocols. The same applies to drills, in which it is vital for you to treat them as real life situations.
As regards mental and physical wellness, the same principle operates. You, our Seafarers, have control over how you spend your rest periods, or how much sugar you consume, but the advice you are given comes from experts, and is relayed to you by departments ashore, whose policy is to enhance your welfare. Of course, there are occasions when a policy such as the Health & Safety Campaign on Drug and Alcohol Awareness allows for no control with regard to consumption as it is a zero tolerance policy. However, you do have control over your response in terms of manner and degree of participation as exemplified by the
Goa Officers’ Forum
crews on board M/T Yannis P. and M/T Kapsali, which is featured in Voices from the Fleet.
Implicit in giving control is that it comes with trust, which has risks attached. Control, either real or perceived, can be abused in a number of ways, one of which was highlighted in the Goa Officers’ Forum. In the Forum, our Seafarers made a firm commitment to combat bullying and harassment that can result from a breach of that trust. So, please bear in mind the responsibilities that come with being in charge, being in control, abiding by procedure and performing your duties. The Company believes in you, our Seafarers, to remember that each of these ultimately leads to the achievement of GOAL ZERO.
Thanks are due to each and every one of you who made a contribution to this issue, especially our Seafarers, who yet again gave us a glimpse of life at sea. Captain Gubaton Erwin gave us his view on leadership and management, which complements Capt. Delson Roche’s piece and briefly reinforces how important the discussion on command, control, responsibility and trust is. Other parts of the Voices from the Fleet section feature a competition on board M/T Sundoro and a creative learning experience on M/T CE-Hamilton, where Capt. Hassan Md Moin uddin implemented inspiration to give learning a new dimension.
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
Best wishes, Nick Seaman
Read about the Goa Officers’ Forum on page 4.
All Officers with Capt. Delson Roche
In the first quarter of 2025, there were no fewer than forty two promotions across the Company fleet. The list of those ratings and officers who gained a deserved promotion along with their vessels and promotion details in chronological/alphabetical order appears in the table below.
NAVARRO Meletio Jr. DUKE II ASD to BSN
01.02.25 PERALTA John Michael PHILIPPOS A. WPR to ASE
03.02.25 DURILAG John Carl AGIOS NIKOLAOS WPR to ASE
03.02.25 GOMITO Kierl Loi POLYMNIA OS to ASD
KUMAR Ranjan DINO TNO to 3/M
DEOCAMPO Mark KAPSALI ASD to 3/M 06.02.25 BERIN Ren Jay RUBY D/Tr. to OS
Among those promoted, there was one promotion to the top rung of the promotion ladder. This Seafarer was Jimcon Torres aboard M/V Philippos A., who is now a Chief Engineer. There were also two who reached the second to top rung. George Dalmeida and Bobby Balbido were both promoted to Chief Officer aboard M/T Mikela P. and M/V Danae respectively. The majority of those promoted are ratings, whose promotions should serve as a motivator. That is exactly how a recent contributor to Wavelength, 3/M Rusty John Bacaton, saw his promotions. He kindly sent in his account of life with the Company, and emphasized how important it has been for him to embrace perseverance, especially when his career path seemed
SANTOS Anthony Miguel ALLIANCE D/Tr. to OS
KUMAR Udyank MERAPI TME to 4/E
DALMEIDA George MIKELA P. 2/M to C/O
13.02.25 SALGADOS Shinley AMALIA M. OS to ASD 14.02.25 ESPINOZA Allan YANNIS P. C/Tr. to A/C 15.02.25 KUMAR Rajpal CEBERMUDA TME to 4/E
21.02.25 PACIONAL Paul NIRIIS OS to AB 01.03.25 CONCEPCION Clark Kent RUBY OS to AB 04.03.25 DANESCO Gabriel PSERIMOS E/Tr. to WPR
06.03.25 GONZALEZ Kenneth SMYRNA WPR to OLR
13.03.25 SORIANO Johari SMYRNA D/Tr. to OS 15.03.25 YURABA Christian King MERBABU C/Tr. to A/C
16.03.25 ECHEVARRIA John Renard APAGEON OS to ASD
17.03.25 KAJARE Sahil Prabhakar AGIOS NIKOLAOS TME to 4/E
20.03.25 BATICA Oscar Avelino Jr. POLYMNIA ASE to 4/E
20.03.25 BELLEZA Kenneth POLYMNIA WPR to ASE
20.03.25 PRONIUK Andrii POPI P. APR/ENG to 4/E
26.03.25 ESCOBIO Loriel DANAE ASD to 3/M 27.03.25 BALBIDO Bobby DANAE 2/M to C/O
27.03.25 MANGAOANG John Paulo DANAE OS to AB
30.03.25 ASTORGA Remy Jr. COSTAS P. WPR to ASE
steep. Another important point he mentioned was that he has always done his best to learn and has always been thankful to those fellow crewmembers who have taught and mentored him, something that the Company strongly advocates.
There are also several of our Seafarers on the list who have “followed in his footsteps”, and have deservedly become officers. So those ratings who have their sights set on a ‘’first stripe’’ as a primary goal should keep on going and they will be similarly rewarded.
Congratulations are due to all those on the list. You have all demonstrated the qualities and abilities required to advance further in your careers.
Our recent Officers’ Forum in Goa was more than just a gathering of professionals—it was a dynamic two-day exchange of knowledge, experience, and genuine connection. Held on 25–26 February 2025, the event brought together our officers, shore staff, and special guest speakers to engage in thought-provoking sessions and collaborative activities.
Across the two days, a wide spectrum of critical topics was addressed—from safety, environmental compliance, and engine maintenance to mental health, communication, and leadership. The agenda reflected both the technical challenges of modern shipping and the human side of life at sea. Highlights included sessions on SIRE 2.0, collision response, MARPOL violations, ShaPoLi implementation, mental well-being, harassment awareness, and cold weather operations, along with interactive breakout activities like the popular CENTROQUIZ. As part of the session on harassment and bullying, participants were invited to reflect and share their personal commitment by adding messages to a poster designed as a tree of positive values—a powerful and collective visual reminder of the culture we strive to uphold.
One of the most cherished moments of the forum was the dinner party with our Seafarers' families. It offered a heartfelt opportunity not just to celebrate our Officers’ contributions, but to meet the people behind their strength— their spouses, children, and loved ones. Their presence reminded us of the larger support network that sustains a life at sea.
By Chara Markatzinou
The Officers’ Forum was a celebration of professionalism, personal connection, and the shared commitment to safer, smarter, and more compassionate shipping. All of this could not have been realized without the invaluable contribution of Capt. Delson Roche and his wife, Aarina, whose support and coordination behind the scenes made a lasting impact. Equally instrumental was the everlasting enthusiasm and dedication of the Forum Committee and the Cenmar INDIA Team, whose tireless efforts ensured every detail—from content to hospitality—was thoughtfully executed. We extend our sincere thanks to all who participated and contributed to its success.
We were honoured to welcome external speakers including Capt. Chong from Britannia P&I Club, as well as some of our younger colleagues, George Stavrakis, Apostolos Serraos and Yannis Makrantonopoulos, representing the fresh perspectives of the new generation. Their insights reminded us that learning is continuous and that innovation often begins with listening to new voices.
The traditional photo with all the participants
The Cenmar INDIA Team
Voices from the Fleet
This issue features three different activities. One was a basketball tournament aboard M/T Sundoro from 25th March to 1st April 2025. The second was a fun, innovative scavenger hunt game with creative clues, during which the crew got to know their ship better. The third was a ‘’Familiarisation refresher Bingo’’, which was another novel learning idea also introduced by Captain Hassan Md Moin uddin aboard M/T CE-Hamilton. The enthusiasm of the participants as well as the basketball commentator is quite apparent from the photos kindly submitted by our Seafarers. In addition, there is positive news relating to a current Health and Safety Campaign. But first, we are going to hear from Captain Gubaton Erwin, currently on board M/T Pserimos, who took the time to give us his insight into sharing his advice, mentoring and motivating as leadership qualities. Here is what he shared with us:
What is one piece of advice you regularly share with younger crewmembers or cadets on board?
Do not look for a saviour; instead, help yourself because seafaring life is a daily learning experience. Do not let the questions in your mind remain unanswered when you leave the vessel after every tenure. It is better to be foolish once than to be foolish forever.
Can you describe a time when someone mentored you at sea and how it influenced your leadership style?
I was a junior officer way back, when a very compassionate Master told me: "When you are building your seafaring career and reaching top position, you will work with many different leadership and management styles. Pick and adopt the effective one, not necessarily the best one."
How do you promote open communication and build trust within your team, especially during stressful situations?
Mentoring and motivating them — I always look for trust and develop the strengths of each member, and help them improve their weak side as an individual.
(Continued on page11)
Introduced and Compiled by Chara Markatzinou
During the Forum
The new generation: G. Stavrakis, Y. Makrantonopoulos, A. Serraos
While posting Seafarers’ personal commitment against bullying and harassment
Water Treatment: Importance & Key Considerations for the Optimal Performance of Machinery (Part
Evaporator Water Treatment
2)
The evaporator is one of the most crucial pieces of machinery since it produces fresh water for various functions on board such as cooling major machinery and catering for the crew’s domestic needs. Hence, water treatment is essential in order to control and avoid the formation of scale and foam in the evaporators and ensure their optimal operation. This can be achieved by the use of appropriate chemical liquids such as “Vaptreat” produced by Wilhelmsen (or equivalent), which keeps heat transfer surfaces free of scale, gradually removes existing scale, when dosed at twice the normal rate, and has high antifoaming properties, ensuring high distillate quality.
Water Testing & Dosing Rates of Chemicals
It is important to carry out regular tests of the water in the aforementioned systems in order to monitor water quality and adjust the dosing rates of the chemical liquids in use. The values of the various parameters of the water have to be maintained within the limits specified in the recommendations made by equipment makers and chemicals suppliers. The crew must stay vigilant, and ensure there is a sufficient stock of necessary test kits and their consumables so as to maintain the quality of the water.
Boiler Water Testing
Condensate DEHA
0.08-0.3 ppm DEHA
Boiler Conductivity Boiler <2250 mS/cm
Table 5: Control Limits of the various Parameters of Boiler Water
Dosing rates to maintain high quality of the Boiler Water
A representative sample of Boiler water should be drawn for analysis on a daily basis. The sample should always be taken from the same point after blowdown, cooled and tested immediately.
Table 6: Dosing rates of chemicals like “Autotreat” (or equivalent) for various P-Alkalinity values
Procedure for Boiler water testing to measure
By Prokopis Kassos
Procedure for Boiler water testing to measure chloride
Procedure for Boiler water testing to measure pH
Dosing rates to maintain low oxygen quantity in the water
A representative sample of Condensate should be drawn for analysis daily. The sample should always be taken from the same sampling point, cooled and tested immediately.
Table 7: Dosing rates of oxygen scavengers for various Condensate DEHA values
Procedure for Boiler water testing to measure DEHA
Cooling Water Testing
Proper dosing rate of chemicals has to be adjusted, in order to maintain the presence of Nitrite in the water of a cooling system within the normal limits of 1000-2400 ppm.
Table 8: Dosing rates of Nitrite chemicals for various Nitrite levels
Procedure for Boiler water testing to measure nitrite
The pH should be maintained between 8.3 and 10 by the treatment, depending on the manufacturer’s recommended value, and chloride levels should always be as low as possible. The ship specific engine manuals that are available on board should always be followed.
Procedure for cooling water testing to measure pH
Procedure for cooling water testing to measure chloride
Almost all our fleet vessels are equipped with “Waterproof”, a supporting application produced by Wilhelmsen, one of our major chemical suppliers. This application allows the crew to upload the results of the water testing carried out on board, and in any case where the recommended limits are exceeded, specific guidelines are proposed by the application in order to adjust chemical dosing rates.
In addition to the above and as per the Company’s PMS, authorized service engineers from Wilhelmsen attend all the vessels in our fleet at least twice per year at convenient ports such as Singapore, Fujairah and Piraeus in order to take water samples for analysis at authorized laboratories. Based on the results of the analysis, ship specific guidelines are provided to each vessel in order to adjust the dosing rates of the various chemicals in use and maintain proper quality of the water.
Handing over the Conn: Who’s Really in Charge?
Ever heard someone say “The pilot has the conn” and wondered what it means? In naval tradition, the “conn” (pronounced “con”) is simply the job of steering a ship – not a mystical power. The term comes from “conduct” (meaning to direct). In practice, one person at a time gives all the helm and engine orders – “helm starboard 10,” “half ahead,” etc. – and that person is said to have the conn. As one naval guide puts it: “One person gives orders to the ship’s engine, rudder, lines and ground tackle. This person is said to have the ‘conn.’ In short, the conn means control of the ship’s immediate movements.
Conn vs. Command: Clearing Up the Confusion
A common mix-up is thinking that handing over the conn means giving up command of the vessel. It doesn’t. The Master (Captain) always remains in command. Industry guidance is crystal clear: “The Master has always overall command of the vessel but not necessarily the Conn.” In other words, you can hand control of the wheel to someone else without surrendering your ultimate authority. As the Nautical Institute notes, having a pilot “conduct” the ship (i.e. handle navigation for a stretch) must not be confused with handing over the ship itself. Even with a pilot on the bridge, “the presence of a pilot… does not relieve the Master or Officer in charge of the watch from their duties or obligations for the safety of the ship.” The pilot may be giving steering advice or orders, but the Master is and remains in command – ultimately responsible for the vessel, crew and cargo.
What Having the Conn Actually Means
So what does the person with the conn actually do? In essence, the conning officer is “in operational control” of the ship, responsible for executing the passage plan moment by moment. Their duties typically include:
• Setting course and steering: This involves calling helm orders (e.g. “port 10°, steady”) and using autopilot functions as needed. They literally direct the ship’s steering – the very definition of “conn” is “to conduct or direct the steering of a vessel.”
• Engine commands: These are ordering engine/ thrust changes (“half ahead,” “slow astern,” etc.) to control speed and stopping distance.
• Maneuvering gear: This requires managing anchors, thrusters or mooring lines, tugs, during docking or anchoring.
• Team coordination: This means informing the bridge team of planned manoeuvers, delegating tasks, and inviting challenges. The Bridge Procedures Guide-style advice is that the conning officer “informs all team members about planned manoeuvres…and shall request challenges from team members” if limits are being approached. In other words, good practice is for the person at
the conn to communicate clearly and encourage a “challenge-and-response” culture for safety.
These responsibilities are often carried out while the conning officer is physically at the helm, the officer with the Conn “will be in operational command of the vessel” and should constantly monitor progress, but remember – even with the conn comes only operational control, not giving up command.
The Master Always Stays Captain
By Captain Delson Roche
Passing the conn is not like handing a captain’s hat to someone else. The Master remains the ultimate boss on deck at all times. For example, a Nautical Institute report quotes a classic line from the Canadian Royal Commission: “the fact that a pilot has been given control of the ship… does not mean that the pilot has superseded the Master. The Master is, and remains, in command” Delegating the conn (to an officer or pilot) is just one way the Master exercises authority; it does not involve relinquishing it. In practice, this means the Master (or senior officer) supervises and can overrule at any time. If a pilot does something risky, the Master is expected to intervene immediately – even “verbalising take-over of the conn” so the action is recorded. Likewise, our procedures and the Bridge Procedures Guide always stress that it must be clear to everyone who is conning at any given time, and any change is communicated and logged. This ensures there is no ambiguity with regard to responsibility on the bridge.
Pilots, Advisors and Industry Guidance
When a harbour pilot comes aboard, the handshake moment is the Master/Pilot Information Exchange. The pilot has local knowledge and guides the ship, communicates with the tugs (usually in local slang), communicates with the mooring gang and with the port control, but he is usually considered an advisor to the bridge team unless formally given the conn. Since the pilot acts as a link between the bridge team and the shore team- and it is he who understands the limitations of the local tugs and people, it has been found to be more efficient and safer for the pilot to also give orders of the ship’s engines. During this practice, the advisory role also becomes a conning role.
The pilot is an expert member of the team, but never let doubt creep in about the Master’s responsibility.
Why SIRE 2.0 Is Watching
The Oil Companies International Marine Forum (OCIMF)’s updated SIRE 2.0 inspection regime has put a spotlight on bridge organization and pilotage. Inspectors now drill down on bridge team habits and pilot integration. For instance, SIRE question 4.3.3 asks if Masters and officers know the company procedure for bringing a pilot into the team. In other words, handing over the conn (or not) is no longer just tradition – it’s a documented procedure. We now have clear policies (in NAVI) on how to carry out the change of conn. In short, SIRE 2.0 means every officer
should be ready to explain who has the conn, when and how it is handed over, and what the duties of each person on the bridge are at all times.
Clear Communication and Good Practice
To keep things safe and smooth, follow these simple rules when dealing with the conn:
• Announce changes out loud. Logging the change in the deck log is a must.
• Know your roles. Master = overall command (ultimate responsibility), Conning Pilot = operational control (steering and speed), so it should always be clear who is doing what. Never let ambiguity cast doubt on who’s got the wheel.
• Use checklists. Make sure the Master/Pilot Exchange form is filled out (who is conning, who is navigating, who calls engine orders, etc.). Follow NAVI pilotage procedures religiously.
• Challenge and respond. Encourage the Officerof-the-Watch and lookouts to speak up if something seems off. The conning pilot should welcome questions. Good bridge teamwork is about everyone watching each other’s backs.
• Keep the Master engaged. Even if the pilot is in conn, the Master should stay on the bridge (or nearby) during critical manoeuvers and keep monitoring the situation. After all, “the buck stops with the Master,” as the saying goes.
Handing over the conn to a pilot (or another officer) is a routine part of navigation, but it must be done with care. It’s about passing control of the wheel – not the ship – to a trusted colleague for a time. By communicating clearly, following industry guidance, and remembering that the Captain never really hands over command, deck officers can keep every arrival and departure on course and safe. After all, when it comes to conning, it’s teamwork on deck –not a game of “hot potato” with responsibility.
Takeoff Crew Department
From Terminal to Terminal: Seafarer Tips Before
Being a seafarer means travelling the world, braving the oceans, and sometimes spending more time on water than on land. But before you step onto the gangway and the ocean becomes your office again, there’s one stop every seafarer has to make: the airport.
Airports may not be as thrilling as the open sea, but they can still throw a few surprises your way. So, let’s go over some handy tips to keep in mind before your departure.
Get There Early
While transfers are usually arranged by our manning agencies or local agents, make sure the person responsible for your ride gets you to the airport on time. As a rule of thumb, you should arrive at least 3 hours before an international flight. That gives you enough time to check in, pass through security and immigration, and handle any unexpected delays.
Pro tip: Our current policy requires all our Seafarers to check in physically at the airport; no online check-in is allowed.
Once you’ve made it past the formalities, it’s time to relax, grab a snack, and maybe even check out the duty-free shops!
Important: Please remember that bringing alcohol on board is strictly prohibited. Our Company strictly enforces a zero-alcohol policy, and you definitely don’t want to make an unacceptable first impression.
Keep Your Documents Handy
by Dionysis Bogdanos
Don’t wait until you’re at the check-in counter to start digging through your bag. Keep your passport, seaman’s book, Company joining letter, and any other essential documents in an easily accessible spot.
Pro tip: Always carry your certificates and documents in your hand luggage. Checked baggage can be delayed or lost, and you’ll want to be prepared. It’s also smart to pack a clean change of clothes and your phone charger in your backpack, just in case.
Keep Cash On You
Even though most of us use phones or cards to pay these days, some places still prefer cash. Also, if your phone runs out of battery or you can’t find an ATM, having some local currency could really save the day.
Breathe. Chill. Prepare
Use the airport wait time to take a deep breath and relax—it’s the last time for a while that no one will need you for anything, so use it wisely. Talk to your family, go over your duties on board, or just sit back and watch the planes take off.
Being a seafarer is something to be proud of, and the airport is where every journey begins and ends. A little planning goes a long way, so keep these tips in mind and start your next contract the right way.
Basketball Tournament
Voices from the Fleet
The champions in action
Scavenger Hunt & Bingo
To promote group activity and to motivate learning with fun, a ‘Know your Ship Better’ scavenger hunt game was played on board. Following the trend in the movies, team ‘ Gryffindor’ won by solving 12 clues, four of which are quoted below“Lying idle on your ship
I’m the smallest of five sisters, Throw me out when you need me, But know me, because, your life matters.”
“Round and bright, floats with ease. Thrown out to help a friend in seas,
Commentator getting caught up in the excitement
It smokes, it shines to help you see, For your sake, take care of it please.”
“Wood and strings, I make sweet sound, Pick me up and play around, Don’t be shy, sing your song, dance and relax, Remember what you heard in ‘mental wellbeing’ round.”
“I hear everything you say, ‘see’ everything you do, Sitting in a remote corner, I spy on you,
H & S Campaign
Our ongoing Health & Safety Campaign on Drug & Alcohol Awareness (01_2025) promotes a zero-tolerance policy to ensure safety at sea. Several vessels have shared photos of their crew proudly wearing campaign T-shirts and displaying personal pledges against D&A abuse. This active participation reflects strong commitment and is helping to raise important awareness throughout the fleet.
Remember your training, follow the procedures, I’m not your enemy, I’m here to protect you.”
The voluntary participation of 24 crew members and their overwhelming enthusiasm during the hunt was a proof that learning can be promoted in ‘exciting’ ways as well.
Thanks & Best Regards Capt. Hassan Md Moin uddin Master of CE-HAMILTON
YANNIS P. HS Campaign 01_2025 DA Awareness
M/T Kapsali HS Campaign 01_2025 DA Awareness
MESSAGE FROM THE DPA:
“Safety isn’t a checklist — it’s a mindset.”
Dear seafarers,
True safety culture is built daily, through habits, discipline, and vigilance. These important pillars of our safety culture can be applied in numerous cases. Let’s think about how we can adopt them through random examples:
SAFETY HABITS: “Speak up!”
- There is true power in these words. Use your SWO with determination and confidence.
- Do not be reluctant- see a relevant incident on the next page of this “Safety First” section.
SAFETY DISCIPLINE FOR DRILLS: “Train like it’s real!”
- When performed with focus and realism, drills help develop “muscle memory”, allowing crew members to respond instinctively and efficiently, even in highpressure situations.
- Training must evolve with complexity. Standard drills are not enough. Crews must be prepared for unpredictable, high-stress scenarios.
- Treat every drill as if it were a real emergency
VIGILANCE FOR SAFETY DURING SIMOPS: “Evolve the communication between Vessel and Office”
- Be prepared, be alert when it comes to the complexity of SIMOPS.
- Proper planning involves a joint effort from the vessel, office and 3rd parties.
- Discuss, elaborate, and repeat important parts of safety precautions.
- Think about what can go wrong through your Risk Assessment process.
I wish you safe voyages and a safe return home,
Elli Moretti
Ellie Moretti, SQE Manager /DPA
LEARNING FROM 3RD PARTY SHIPPING COMPANY INCIDENT:
Tanker allision with berth
A laden tanker was significantly damaged during berthing operations after an allision with the terminal.
The ship had a pilot on board, and the bridge management team included the Master and Chief Officer. The pilot utilized his Portable Pilotage Unit (PPU) for the inbound transit and subsequent maneuvering towards the terminal.
Two tugs were made fast on the starboard side. The vessel continued to drift slowly and carefully to starboard as intended for the approach.
The bridge team noticed that the vessel was positioned slightly closer to the terminal than usual, but given that the rate of turn remained consistent and the speed continued to decrease, the team did not immediately perceive the imminent risk. The tugs worked in parallel to slow the vessel, with the bow thruster hard to starboard.
As the vessel continued its approach, moving ahead at approximately 1 knot, the bridge team questioned the pilot on whether the engines should be stopped and astern propulsion applied. The pilot reassured the Master that the berth was still approximately 240 meters ahead.
The forward mooring crew reported that the vessel was very close to the berth. Upon receiving this information, the Master determined that the pilot was incorrect and immediately ordered the engines to go full astern. The impacts included a hole in the bow centerline and damage to the berth, gangway, and loading arms.
Preliminary Findings by Operator
• Preliminary investigation shows that there was no ship’s machinery impairment or failure before or at the time of the allision.
• All the ship’s navigational equipment and engine/steering machinery were in good working order.
• The pilot’s use of the PPU and its apparent discrepancy of 240m is considered a major contributing factor.
• The use of the Stop Work Obligation was ineffective.
Opportunities to reinforce
• Navigational training emphasizing the Company’s procedures for approaching a berth
• Review good seamanship practices with bow lookouts giving incremental distances during the approach.
• Use all available means to monitor vessel movement.
• Raise questions and use the Stop Work Authority if the situation does not seem right.
• Verify that tools being used by pilots coincide with other means of vessel navigation.
(these are the initial findings and the investigation is ongoing for more detailed root causes)
LESSONS LEARNED
• Technology enhances but doesn’t replace human judgment. Even the best systems depend on skilled, alert operators.
• Use your SWO with determination and CONFIDENCE
Figure 2: ARPA Screen Showing Vessel Position on Contact with the Berth
Source: CHEVRON Q1 2025 BULLETIN
Figure 1: PPU
(Figures 3 & 4)
M/T MERAPI
was caught in a very difficult situation while alongside at Port Sudan. This was an area with an elevated geopolitical tension, but just when the relevant authorities, the P&I Club, security consultants and other third parties with extensive experience of the area deemed that things had calmed down, it happened to escalate again without any warning while the vessel was alongside during the night.
''More specifically, several drone attacks could be witnessed in the vessel's vicinity and explosions could be heard ashore in the distance. Thankfully, the Terminal and the vessel were not targeted. All cargo operations ceased immediately and the crew reacted in a professional and resilient manner by withdrawing to safety. The Terminal shore personnel were seen running away, and the Terminal and vessel's deck lights were switched off. Soon thereafter, there was no communication between the vessel and the Terminal. The vessel's crew were unable to cast off or do anything more in the circumstances, so they waited patiently for the wave of attacks to be over. During the night, the Master, Capt. Chandan Sharan, remained in constant communication with our Company Security Officer, George Koutroubousis, who provided feedback from all available sources.
We were all so grateful that things ended up without any harm to our crew. But this was an unprecedented shock for all of us, by far exceeding other relatively low risk operations like transiting the Red Sea or the Gulf of Aden.
Such circumstances create anxiety, fear and emotional strain, which are natural human reactions to an uncertain, high-alert environment.
Our Seafarer's courage and resilience were what I wanted to bring up and share in this short article which cannot, of course, capture the actual experience of situations like this.
Our Seafarers:
- showed trust in the ship's security procedures and their training.
- relied only on official updates from the bridge or the Company.
- avoided unverified sources, which can spread misinformation and heighten anxiety.
Please remember that the safety of each and every one of you is our top priority.
No task or timeline is more important than your well-being.
Mental Well-Being
Digital Wellness on Board: Finding Balance with Technology at Sea
Technology is a lifeline for seafarers. It connects us with our loved ones, entertains us, and even helps us learn. But too much screen time — or using it the wrong way — can affect our mental health, sleep, and relationships on board. That’s why digital wellness is so important, especially at sea.
What is Digital Wellness?
Digital wellness means using technology in a way that supports your health, safety, and quality of life. It’s about finding balance — staying connected without letting screens take over your mind, mood, or time.
Why It Matters at Sea
Onboard life can feel repetitive. It’s easy to fall into routines of scrolling through social media, watching videos for hours, or gaming late into the night. This might feel relaxing at first, but too much screen time can lead to:
• Poor sleep
• Eye strain and headaches
• Less interaction with your crewmates
• Feelings of loneliness or anxiety
• Increased homesickness
Just like physical safety, mental balance requires attention.
Signs You Might Need a Digital Break
Ask yourself:
• Do I feel anxious when I don’t check my phone?
• Do I scroll without really enjoying it?
• Do I stay up late online and feel tired the next day?
• Am I ignoring conversations or duties because I’m on a device?
If you answered “yes” to any of these, it might be time to rethink your tech habits.
Tips for Healthier Tech Use On Board
Here are some ways to maintain digital wellness while at sea:
1. Set screen time limits.
By Chara Markatzinou
Try to take breaks from screens every hour. Use built-in app timers if you need help.
2. Prioritize real connections.
Spend time talking with your crewmates. Share a coffee, a card game, or a story. Simple moments build strong teams.
3. Make sleep a priority.
Turn off screens at least 30 minutes before bed. The blue light affects your body clock and can disturb sleep.
4. Choose quality over quantity.
Not all screen time is equal. Watching a good film, calling family, or learning a new skill is better than endless scrolling.
5. Try offline hobbies.
Bring a book, sketchpad, journal, or cards. Offline activities help your mind rest and stay sharp.
6. Respect shared spaces.
Use headphones when listening to music or watching videos. Keep common areas social and open.
Encouraging a Balanced Tech Culture Onboard
Leaders and senior crew can support digital wellness by setting a good example:
• Don’t allow tech use to interfere with duties or meals.
• Encourage group activities after hours.
• Create quiet spaces without screens for reading or relaxing.
Final Thought
Technology is a gift — especially at sea. But like all powerful tools, it must be used wisely. Digital wellness isn’t about giving up your phone; it’s about taking care of your mind, your relationships, and your rest. Small changes make a big difference.
Let’s look after ourselves — and each other — by staying connected in a healthy way.
By Chara Markatzinou
Why Gut Health Is Important
Here are just a few things your gut does for you:
• It digests food and absorbs nutrients your body needs to stay strong.
• It supports your immune system—about 70% of it lives in your gut!
• It communicates with your brain through the “gutbrain connection,” helping regulate mood and stress levels.
• It helps prevent illness and fight off infections, especially during long trips when medical care is far away.
When your gut is healthy, you feel more energetic, focused, and in control. But when it’s not, you may notice problems like:
• Bloating or stomach pain
• Constipation or diarrhea
• Feeling tired, low in mood, or getting sick often
• Poor appetite or food cravings
Common Challenges at Sea
Life at sea can make gut health tricky. You might experience:
• Limited food options –Meals may lack fibre and fresh produce.
• Stress – Tight schedules, long hours, and time away from home affect your digestion.
• Irregular meals – Due to shift work, you may eat too quickly or too late.
• Low water intake – Dehydration slows digestion and affects gut bacteria.
• Too much sugar or processed foods – These feed the “bad” bacteria in your gut.
Simple Ways to Improve Gut Health Onboard
Even in a shipboard environment, there are easy ways to care for your gut:
1. Eat More Fibre
Fibre is food for your good gut bacteria. Choose whole grains (like brown rice or whole wheat bread), beans, oats, and fruits/ vegetables whenever they’re available. Even canned or dried fruit is better than none.
2. Stay Hydrated
Drink plenty of water. Aim for 6–8 glasses a day, and more in hot climates or if you work in the engine room.
3. Add Fermented Foods
If possible, include small servings of yogurt (with live cultures), pickles, or fermented vegetables in your meals. These are natural sources of probiotics—friendly bacteria for your gut.
4. Cut Down on Sugar and Junk Food
Too much sugar feeds harmful bacteria. Choose healthier snacks and limit sodas, candy, and deep-fried foods when you can.
5. Eat Slowly and Mindfully
Chew your food well and avoid eating in a rush. This helps your digestive system do its job more effectively.
6. Reduce Stress
Take time to relax when off duty—deep breathing, listening to music, or staying in touch with family helps reduce stress, which directly affects your digestion.
7. Keep Active
Exercise keeps your digestive system moving. Even a short daily walk on deck or light stretching in your cabin can help.
Listen to Your Gut
If you notice ongoing digestive problems—like frequent stomach discomfort, bowel issues, or fatigue—it’s worth talking to the ship’s medical officer. Your gut could be trying to tell you something.
In Summary:
Your gut health plays a bigger role than you might think. Taking small steps to eat better, stay hydrated, and manage stress can make a big difference to how you feel—physically and mentally. A healthy gut means a healthier, happier voyage.
In this installment it is the turn of another seven members of the Marine Operations Department. Most of them are new contributors to Wavelength, but there are two who have made a significant contribution to the evolution of the Company’s publication. I am sure you will be able to identify them, so let’s hear what they and their five colleagues have to say about themselves.
PRASHANT KUMAR
I am proud to have been a part of the Company family since 2000, when I began my journey primarily as a seafarer. Over the years, I have served as Chief Officer and Master, sailing mainly on tankers and bulk carriers. These experiences at sea laid a strong foundation for my current role as a Marine Superintendent. From 2007 to 2012, I worked as SBTRN, which gave me a valuable opportunity to gain insights from a shorebased perspective while staying closely connected to the evolving practices on board. This phase helped me grow professionally and prepared me for the transition to full-time shore duties.
In 2021, I officially began working full-time ashore as a Navigation and Marine Superintendent. I consistently strive to bridge the gap between ship and shore, ensuring seamless communication and efficient operations. I particularly enjoy engaging with the shore team on technically challenging tasks and finding practical, effective solutions.
It has been a rewarding journey so far, and I look forward to continuing to contribute to our shared goals with dedication and teamwork.
EVA MALEGOU
Hello! My name is Eva, but you most probably know me as ELM. Even though I come from a different academic background, shipping has always been a family affair, so I naturally got involved with my true calling.
It is a privilege to have been part of the Company family for almost 3 years now. I'm a Marine Operations Assistant, whose main responsibility is to tackle vetting tasks, while ensuring that everything is in line with other departments. With your valuable cooperation and assistance, those of us ashore strive to guarantee that every single vessel can function without unforeseen setbacks.
Thank you all for your constant support without which we would not be able to reach such a high level of efficiency.
Stay safe and wishing you calm and safe seas ahead!
ELEFTHERIA LEMONTZOGLOU
Hello everyone!
I am Eleftheria Lemontzoglou and I have had the honour of being a part of the Company family since 2018. I hold a university degree in shipping, which has provided me with a solid foundation in maritime operations, logistics, and international trade. I have been working in the shipping sector since 2006. My academic background, combined with my hands-on experience in the industry, has equipped me with the skills and knowledge necessary to handle the dynamic and challenging nature of shipping operations. In the Company, I hold the position of a Ship Operator in Fleet 1 who handles the operations of Suezmax tankers. I manage and coordinate various logistical and operational tasks to ensure smooth shipping processes. My tasks include monitoring the vessels and their voyages, cargo operations and other operations from a commercial perspective to ensure that safe, secure and cost effective voyages are being carried out. A basic element in commercial operations is to monitor charter party commitments, make sure they are being fulfilled and ensure that voyage orders are being complied with, while continuously striving to secure the best terms for Owners.
It is also very important to maintain good communication within the Company, with the Captains and crew on board the vessels and with various other departments, including the Chartering, Bunkering, Technical and SQE departments. It is also important to engage effectively with external parties so that vital information is continuously being shared and all operations are being proactively and efficiently coordinated.
I would like to take this opportunity to thank all my colleagues in the office and our team on board the vessels for all their support and excellent cooperation. I feel very proud to be part of this wonderful team, which truly inspires me. Through teamwork and genuine commitment, the Company's growth and success has been evident. Here's to the shared vision for the Company's continuous success, through safe and high quality operations. When we all work together for a common goal, the sky is the limit! Wishing you safe seas and clear skies!
27 years together- a lifetime in shipping. My journey with the Company began 27 years ago. I still remember the day I first walked into the building. I was young at the time, very anxious, but also eager to learn.
My first step along my career path was taken in the telex department. At that time technology worked differently, but the technological progress made since then has not affected the essence of communication and consistency within the Company. Next, I found myself at the reception desk, where I got to know my colleagues and our associates better. I also met some of our Seafarers, and I learned the importance of first impressions, politeness, and organization.
Today, I work in the Marine Operations Department, in which my job is demanding yet satisfying and every day is different. I feel grateful for the opportunities I have been given, for what I have learned and for having met such supportive people. The Company is more than a professional place for me. It is a part of my life – full of memories, experiences, and development. I look forward to continuing this journey with the same passion and dedication.
NANTIA LOUTINSKAYA
I joined the Company in 2024 as a Dry Bulk Operator, bringing with me valuable experience gained since I first entered the shipping industry in 2016.
Over the years, I’ve had the opportunity to be involved in various aspects of vessel operations, which has deepened my understanding of the complexities and fast-paced nature of our field. My role today involves the coordination and oversight of dry bulk vessel operations, ensuring smooth execution and timely communication across all parties involved (Masters of vessels, Charterers, agents etc.)
Every day presents a new challenge, and I embrace each one as an opportunity to learn, adapt, and grow both professionally and personally. What drives me is the dynamic environment of the shipping industry, where no two days are the same and where success depends on precision, teamwork and clear communication. I take pride in contributing to the efficient operation of our fleet and upholding the values and standards of the Company.
Working alongside such experienced and supportive colleagues motivates me to always give my best.
I am grateful to be part of a team that values collaboration, professionalism, and mutual respect.
LYDIA MAVROPOULOU
I joined the company a little bit over 2 years ago, as an Operator in the dry cargo fleet. Over this time, I have not only gained valuable experience in managing complex vessel operations — including cargo planning, scheduling, and coordination — but I have also developed a deep passion and respect for the maritime industry as a whole. I continuously strive to improve my skills, increase my knowledge and optimize all aspects of the vessels’ daily operations.
My goals are to contribute meaningfully to my team, to the Company and, most importantly, to the crew members on board by creating a safe and trusting work environment, building and maintaining a strong relationship with them as well as providing assistance and support ,while learning from their expertise and experience.
Be proactive, pay attention to detail and sail safe!
NENA LAINA
My name is Nena Laina and I joined the Company in April 2024.
In my current role as Marine Operations Assistant in Fleet 2, I am involved in a variety of tasks.
My responsibilities include coordinating the supply of paints, updating vessel positions and checking telegrams daily. Additionally, I monitor and follow up on drug and alcohol procedures and the monthly updates of charts and publication. Handling the purchase of IMO Symbols and keeping track of specific ISM forms are also my responsibility. Last, but certainly not least, I provide administrative support to our operators, assisting with any issue that may arise during daily operations.
Over the past year, I've been grateful to be part of the team, working in a spirit of cooperation and mutual support with both MY office colleagues and our crew at sea. It has been a rewarding experience to contribute to the smooth and efficient operation of our fleet and to be part of such a dedicated and professional environment.
Wishing all our Seafarers fair winds, calm seas, and safe voyages always.
Moving Forward, Looking Back
By Vaia Kyrodimou
In the vast majority of cases, an employee who takes up a position requiring specific qualifications and experience follows a career path that does not deviate to a great degree. However, there are occasions when a ‘senior’ member of staff with 20 years of experience is transferred to another department, or chosen to lead a newly-formed department during a company’s restructuring process.
Obviously, in the latter scenario, such an individual will have the backing and support of the company as he or she is deemed to have the necessary attributes to qualify for the new position. Nevertheless, there will probably be some challenges that are associated with this kind of transition.
An example in this Company of someone who has been appointed to a management role in a new department is Mr. Ploutarchos Paneris. I have been fortunate enough to interview him about this move and for him to share his experience. Let’s hear what he has to say.
VEK: Why did you decide to study Naval Architecture and get involved in this industry?
PP: Growing up in a sea orientated family, I spent several days during the summer holidays at small repair yards in Perama. When I look back, I realise that these experiences ignited my interest in Naval Architecture.
VEK: You were with the Company as a Superintendent Engineer from 2004 to 2024, and then you became Purchasing Manager. How did it feel to move to a new department after so many years?
PP: When I was informed that I had been selected and entrusted to take up a new role, I felt very honoured. However, it was not an easy decision to take since I highly appreciated my previous position in which the demanding challenges made me more determined to succeed.
VEK: How difficult was the move from one field to the other?
PP: Having a background in the Technical Dept. and being able to continue to work in the same environment as regards cooperating with the same colleagues, which I had done for several years, made the transition as smooth as could be expected. Of course, any challenges resulting from new types of assignments require attention and a significant effort to cope with successfully.
VEK: Do you miss the onboard visits? Do you miss the contact with the vessels and crew?
PP: One of the most interesting and challenging parts of the job scope of a Supt. Engineer is the onboard visits. Sometimes it might be a routine visit, but it can also develop into a more complicated and demanding case. Onboard visits allow you to understand
clearly the vessel’s and crew’s needs, so the relationship with the crew is strengthened with direct contact. For all the above reasons I miss the onboard visits.
VEK: What has been the biggest challenge you have had to confront in your new role? How demanding is the role of a manager?
PP: The structuring of the new Purchasing Dept. came with expectations and goals to organize and fine tune the operation of supply chains in an ever changing environment.
The Manager’s role is quite demanding since Managers don’t just manage tasks — they also manage people, their progress, and their potential to improve.
VEK: Nowadays, more than ever before the generation gap is becoming more evident. How do you try to smooth out this intradepartmental change?
PP: Each generation tends to bring its own values, work styles, communication preferences, and expectations. Smoothing out this change that is evident in most departments of the organization is a challenge that can be effectively addressed by promoting mutual understanding, encouraging open communication, and emphasizing shared goals and values.
VEK: Would you like to share some thoughts about your new department and how you would like it to be in the future?
PP: Our primary target is to supply the vessels and crew on board effectively with necessary commodities, thereby ensuring the uninterrupted operation of the vessel, crew safety and well-being. We aim to create a working environment on board and at the office where the vast majority of requirements can be handled efficiently, competently and in a timely manner.
MV APAGEON - In Ballast Tank
Leif Erikson
Although the dates of Leif Erikson’s birth and death are not precisely known, they have been narrowed down from the 970s to between 1018 and 1025 CE. Even his place of birth is in doubt, but it was most probably Iceland, where his parents met. His father Erik the Red, had made the journey from Norway as a child after Leif’s grandfather had been banished from that country after having committed manslaughter. Subsequently, Leif’s father was banished from Iceland. He moved to Greenland but returned briefly to Iceland to fetch his family and other Norse colonisers in Iceland back to a settlement in the east of Greenland. It was there that Leif grew up on his family’s estate with his two brothers and sister.
While Leif was growing up, Bjarni Herjolfsson, a Norse Icelandic explorer became the first European to see mainland America. Apparently, during a return voyage to Greenland, the explorer’s ship veered off course because of adverse conditions, and instead of landing on the southern tip of Greenland, journeyed on to America. He did not, however, land on the continent.
About 15 years after this event had become known to those living on Greenland, Leif Erikson bought the boat used by Bjarni Herjolfsson on that wayward voyage. He then gathered together a crew and sailed towards America. The first place he set foot on was described as a rocky desolate spot that he named Helluland, which is widely believed to be Baffin Island.
The next stage of his voyage included a visit to a forested area he called Markland, which was in all likelihood near to Cape Porcupine in Labrador. After a short trip to an island (perhaps Belle Island), he returned to the mainland, where he eventually landed in an area with a mild climate. It was there that Leif Erikson and his crew made more extensive explorations.
Source: en.wikipedia.org
They found salmon in abundance and wild grapes growing. The latter discovery led to the area being called Vinland. It was there that Leif Erikson established a small settlement which was named after the explorer by subsequent visitors from Greenland.
As regards archaeological evidence of his setting foot on the American continent hundreds of years before Columbus, a Norwegian team found remnants on the northern tip of Newfoundland at L’Anse aux Meadows. Carbon dating methods put them at around 1000 years old, which tied in with tree ring analyses.
By all accounts, Leif Erikson was wise and considerate, which stood him in good stead when he became Chieftain on his father’s death shortly after his return from Vinland. He was last mentioned in 1018 and records show that Thorkel had had the chieftancy passed on to him by 1025. Thus, Leif Erikson must have passed away between those two years.
In the late 19th century Nordic Americans began to celebrate the accomplishments of Leif Erikson as having been the first European explorer of the New World. Then, in 1925, to mark the 100th anniversary of the arrival of the first official immigrants from Norway, President Calvin Coolidge acknowledged to a Minnesota crowd that Leif Erikson had indeed been the first European to discover America. Almost forty years later, Congress approved a public resolution that authorized President Johnson to formally declare 9th October to be Leif Erikson Day. Today it is over a millennium since the intrepid Leif Erikson and his crew ventured into the unknown. What he did was quite remarkable and has justified all the tributes paid to him.
Modern recreation of the Norse site at L'Anse aux Meadows. Source: en.wikipedia.org
Modern artistic rendering of Leif Erikson in Leif Erikson Park, Duluth, Minnesota. Source: en.wikipedia.org
Erikson commemorative stamp, issued 9 October 1968, Leif Erikson Day.
The shore staff in the photos have been introduced in Wavelength. Use the first letter of each individual’s initials to form a word that describes something you can see in every photo. HINT: It may be very faint.
Test
Brain your
1. Make the names of TWO Company vessels using all the letters in the following sentence: ONE MAN IS INDIAN.
2. Make the name of a sea from all the letters in the chemical symbols for bromine, selenium, astatine and nitrogen
3. Which three-letter word can be used to complete the following words: ROOF_ _ _ , _ _ _ OGRAPHY, _ _ _ SAIL and OC_ _ _ US ?
4. Which three-letter word can be placed after the words to the left and before the words to the right? MOUNTAIN - -DECK SOFT CLASS SPINNING SECRET
5. In 5 steps change the word HEAD to FOOT by changing on letter at a time to form intermediate words.
6. A family of five (2 parents and 3 children) have a combined age which is equal to the square of the age of the eldest child. The ages of the other two children combined equal the age of the eldest child. How old is the eldest child if the combined age of the parents is 80?
1. One of the metals used to make propellers is manganese. What is the chemical symbol for manganese?
A. Mg B. Md C. Mn D. Ma
2. Which one of the following Company vessels sails under the Maltese flag?
A. M/V Danae B. M/V Nilos
C. M/T Mikela P. D. M/T Pserimos
3. Which of the following ports is the furthest south?
A. Manzanillo, Mexico B. Mumbai, India
C. Manila, Philippines
D. Dakar, Senegal
4. Which of the following elements contributes to water hardness?
A. sodium B. potassium C. lithium D. calcium
Answers
5. How long is an STCW certificate valid for?
A. 2 years B. 3 years C. 4 years D. 5 years
6. Which of the following is NOT a factor in a pressure surge on a tanker vessel?
A. high flow rates B. rapid valve operations
C. low barometric pressure D. ship and shore tank elevation differences
7. What nationality was the 16th- century explorer, Jacques Cartier?
A. French B. Belgian
C. Spanish D. Portuguese
8. In the Can Test to test a cargo susceptible to liquefaction, what volume of the can should be occupied by the cargo sample?
A. 50% B. 25% C. 75% D. 100%
Answers at the foot of the page Answers at the foot of the
Survival at Sea
Rose-Noelle Crew
One the first day of June 1989, the Rose-Noelle, a 6.5 tonne, 40foot (12.1m) trimaran, departed from New Zealand’s South Island for Tonga. Aboard the vessel on this adventure trip were John Glennie (skipper), Rick Hellriegel, Jim Nalepka and Phil Hofman. They were not friends, with only Hellriegel and Nalepka being acquaintances. The first three days were plain sailing, but on the morning of 4th June, a storm blew up, creating 60-knot winds and large waves. One of the waves was so big that it roared before striking the trimaran and flipping it over effortlessly.
As it was still hours from dawn, the four men were forced to spend their time in a small dark space in one of the hulls. After sunrise, they set up the emergency position-indicating radio beacon (EPIRB), which operated over a radius of 100 miles (160km). Their signals were not picked up and on 13th June, the EPIRB stopped functioning. Meanwhile, an Air Force Orion spent two days searching an area between the Kermadec Islands and Tonga, which was a long way from where the Rose-Noelle was drifting. So, the search was abandoned with the crew being presumed drowned somewhere in the vicinity of the search, which was conducted according to data that predicted drifting South America. That scenario would have resulted in their certain demise. Instead, winds and currents luckily pushed the upturned trimaran in a wide loop.
Another piece of luck the four men had was that the Rose-Noelle was well built and quite well stocked as it was actually John Glennie’s ‘home’, and not just a recreational vessel. As a result, Glennie made several dives into one of the submerged cabins where his stocks of food were stored. However, as there were four people to feed, rations were meager. As regards water, the 40-litre tanks emptied slowly after having been damaged in the storm. Luckily, there was plastic piping on board, so they were able to set up a rainwater collecting device by splitting lengths of the pipe. Later on, while they were drifting, marine growth on the Rose-Noelle began to attract fish, which they caught using a gaff.
Another problem they had to deal with was the friction among the four men, which was most intense when bad weather forced them to stay in the small submerged space for days on end. However, when they realised they needed to depend on each other for their survival, they began to tolerate one another.
After 119 days away, the trimaran washed up on a remote part of Great Barrier Island in the Hauraki Gulf. Once again luck was on the crew’s side as they ‘landed’ in one of the spots were they could walk ashore. If they had washed up in a location where there were sheer cliffs, they may well have perished. Once ashore, they found a dwelling near the beach. Nobody was home, so they broke in. They washed, showered, trimmed their hair, shaved, changed into clothes stored in a wardrobe and cooked themselves a meal. The following day, the phone rang, and it was a party line a resident from a nearby property picked up. He then went out on a farm bike. Before long, he spotted the crew. He was flabbergasted and soon contacted the local policeman, who collected the survivors in a truck.
They were safe, but their ordeal was not quite over. Many doubted their story, and questions began to surface. Why did the men look so fit and healthy apart from the fact they were thin? Why didn’t they have extensive salt sores if they (as reports alleged) had survived by clinging to the hull? How did they fortuitously end up at Little Waterfall Bay, where they could easily walk ashore?
Could they have sailed to South American and back as smugglers in that time frame? In light of all these questions, an investigation into their account of what had happened was launched.
The lead investigator, Captain Mel Brown, went to Great Barrier Island, where he enlisted the help of the local law enforcement officer. They searched the site of the Rose-Noelle grounding in dive gear. Their findings revealed that the crew had indeed been telling the truth about what had happened to them, with the barnacles growing on the hull being the most significant piece of evidence that showed the trimaran had been floating upside down for months over 1850 miles (3000km).
The four crew members were relieved. However, those who had not known each other prior to their quest for survival at sea expressed their desire never to see each other again in the strongest terms. Their adventure, though, would “bring them together” in articles, books and a TV film called Abandoned which was released in 2015 and directed by John Laing.
Route taken by drifting RoseNoelle. Source: www.popularmechanics.com
Phil Hofman, Jim Napelka, Rick Hellriegel and John Glennie. Source: www.factrepublic.com
Picture of Waterfall Bay, where Rose-Noelle landed. The crew escaped the vessel, climbed along the beach to the waterfall to the left of the reef and up the river. Source: www.en.wikipedia.org /
