In the face of growing uncertainty across the globe, the maritime sector has emerged as a beacon of hope for the maintenance of global stability. Indeed, the rise in seaborne trade has reinforced the view that our industry has an unwavering responsibility for delivering cargoes that societies worldwide are dependent on for their well-being. Thus, in order to bolster the reliability of the shipping industry, numerous companies have increased the size of their fleets.
Our Company is one of those, and the Technical article brings uplifting news of the eight newbuidings that are to be constructed by the end of 2026. The article also highlights the ways in which our newest vessels will underscore the Company’s commitment to enhancing our Seafarers’ safety, ensuring the sector’s sustainability and protecting the integrity of ecosystems.
The Company’s prioritization of well-being is the focus of other articles in this issue as well. For instance, the Mental Well-Being and Physical Health sections deal with the insidious practices of engaging in potentially addictive activities on line, and failing to adopt medically recommended sleep patterns and routines. Additionally, the Safety First contribution aims to reinforce established practices, and features an impassioned piece whose message leaves no room for ambiguity.
The aforementioned piece was composed by a colleague ashore who has extensive experience of working on board, which facilitates communication with our Seafarers as they essentially ‘’speak the same language’’. For those of us who have, at best, a limited understanding of what life at sea is really like, the Voices
from the Fleet section assists greatly in bridging the gap. In this installment, you Seafarers have once again readily presented your perspectives on several themes, which serves to reveal your thoughts and feelings to those of us ashore without seafaring backgrounds. I would, therefore, like to thank all of the contributors to this section for making us all aware of where you stand on issues like harassment. Your stance and the way you have communicated it are a credit to your integrity!
Last, but certainly not least, there is a revealing interview with the founder of Wavelength, Cmdr. Nicholaos Iliopoulos, in the Moving Forward, Looking Back section. Without wishing to issue a ’’spoiler alert’’, I will say that his promotion of a people-centric shipping industry aligns perfectly with the Company’s immutable position of valuing every member of the family, and providing support and encouragement whenever possible.
I would like to express my gratitude to the other contributors, too. Your submissions certainly indicate that we are all on the same wavelength. A case in point is the Crew Department article that gives valuable guidance to our Seafarers so that they can ascend the promotion ladder, something that the Company actively encourages and nurtures.
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
. Company News
Best wishes, Nick Seaman
Read about the Company’s Newbuildings on page 5.
Steel Cutting Ceremony of Hull No: HL-882K-43
This time we are hosting a living legend, so our column will be more like a tribute rather than an interview. I have known about him for many years, so it was eventually an honour and a pleasure to finally meet Cmdr. Nicholaos Iliopoulos. He visited our premises on July 22nd and I received him along with our COO Anthony Lambros, whom I had to recruit to prepare this interview, as they have known each other for almost 30 years.
Cmdr. Iliopoulos has dedicated a lifetime to the maritime field, with a diverse career spanning seven decades. He started out in the Royal Hellenic Navy, graduating from the Naval Academy in 1963 as a sub-lieutenant. He ended up commanding Frigates and Fast Patrol Boats, and after he left the Hellenic Navy in 1976, he moved on to a variety of commercial vessels including tankers, bulkers, cruise ships, mega yachts and even an FPSO. After a ten-year spell at the Royal Hashemite Court serving under His Majesty, the late King Hussein of Jordan, he joined our Company for fourteen years. During this period Cmdr. Iliopoulos was able to provide assistance in many fields with his wide experience. Additionally, and most notably, he set up the CENMAR offices in Manila, Mumbai and Odessa. His legacy also includes this very newsletter, Wavelength, which he founded in 2001 and remained the editor of until he left the Company in 2007.
By Vaia Kyrodimou
their father figure - an Army Major. On finishing my elementary education, the school teacher awarded me the book “Travels in Italy” by C.Ouranis, whilst a neighbouring R.N. Captain kept telling us of his naval war stories. I disobeyed my father and joined the Navy to explore the planet!
2 VEK: Which are, in your view, the highlights or the turning points of your career?
NAI: a). Entering “Varvakeion” High School in Athens, ranking 8th among 807 applicants and eventually being selected for its choir (my musical ear!). Self-confidence, at an early age!
b). Serving for eleven years the court of H.M. King Hussein of Jordan as Chief Marine Superintendent in Aqaba. He was a grand persona and my Mentor. Also being a PR to His distinguished guests, one of whom was the Company’s founder.
Recently he was based mostly in the Far East, acting as a visiting lecturer at Dalian Maritime University and the Dalian-COSCOGroup Training Tanker Centre, doing what he enjoys most –coaching and training the next generation of Chinese and Filipino senior officers.
In retrospect, one could say he was a pioneer, dedicating his life to excellence, integrity and a strong sense of duty. Many of his ideas were ahead of his time, and he was not always able to communicate them effectively to his colleagues, who often described him not only as an extraordinary and private individual but also a source of quiet strength, whose enthusiasm never waned. Over the years he has earned deep respect, not just for what he has achieved but also for how he has lived.
Questions for Cmdr. Iliopoulos
1 VEK: It is a great pleasure to meet you in person. Can you share with us what first drew you to the maritime field? How did it all start?
NAI: The honour and pleasure is mine visiting again this beautiful building and meeting its wonderful old and new colleagues. The times we spent together here are treasured in my mind amongst my happiest memories.
It all started from my early childhood, in a family of four, following
c). Having the opportunity to get involved in Manning and Training activities in a multitude of seafaring countries (Philippines-IndiaChina-Ukraine-Greece-England-Singapore) in various centres, vessels, institutions, conferences and workshops, and interacting with multinational, multi-religious, multicultural people.
3 VEK: You have a wide experience with various types of vessels – military, merchant, cruise ships, etc. Which type of vessel has offered you the fondest memories and why?
NAI: All vessels at sea (including submarines, yachts, power boats, dinghies) are graceful!
All ships have their own unique personalities that create fond memories: beautiful, elegant, never boring, and parting with one was always a sad event.
4 VEK: I understand that you were involved in the early footsteps of the Company with the delivery of the first tanker, the NINEMIA in 1993. How different were the early days compared to the time you left the company in 2007?
NAI: Correct. Tremendously high.
The first tanker NINEMIA was delivered in Denmark. Then followed two more, of smaller GRT, LENI & APNOIA.
Changes had come about ‘mostly’ due to the pollution accidents of the 80s and 90s. An avalanche of stricter mandatory Rules & Regulations were issued by the IMO, to improve the training of the seafarers and further protect the environment; STCW, MARPOL. The new STCW was substantially revised and entered into force in February 1997, after a number of issues and the potential implications of the ISM Code (in force on July 1st 1998) had been explored. Many other Rules & Regulations followed gradually. Modern seafarers are working under increased pressure trying to find time for extra responsibilities, and it is not easy!
5 VEK: The world has changed, and with it the maritime industry has as well. How would you describe the changes in shipping over the decades?
NAI: Indeed it has and change has come incredibly fast! Necessary, but at times difficult and also contradictory since we do not pick the times we live in: all we can do during these times of calm or great turmoil is work at making sense of what is happening around us.
As for the Human Element: The late HM Queen Elizabeth was quoted to have said and abided by: ‘If we want things to stay as they are, then they All must Change’... It’s the same in every corporation or vessel – like the monarch, the Captain must cultivate a smile, (neither forced nor condescending), and act with charity and good sense.
If one had a short sentence or phrase that expresses a rule for sensible behaviour, I wouldn’t disagree to use that of “The Educated Seafarer’’!
6 VEK: Using your experience what advice would you give the new generation in order for them to succeed in shipping, either on board or ashore? What are the key qualities or characteristics one should have in today’s environment?
NAI: TEAM WORK. “The “Educated Seafarer” hand in hand with “Emotional Intelligence” both aboard and ashore.
The essence of a team is Common Commitment and an effective team is always worth more than the sum of its parts. The technical and functional expertise have been determined by years of ship design and sea-going experience. However, what seems to be missing sometimes is Communication between the team ashore and the group on the vessel. This in turn depends on interpersonal skills.
By this I mean “Emotional Intelligence” amongst its members, creating a feeling of mutual trust, sense of identity, and a feeling of efficacy.
Under these recognized conditions, the objectives achieved are on higher levels of participation, cooperation and collaboration. The ability to face high risk challenges at sea has to be strengthened in many ways.
People draw their emotional cues from those around them. We consider it to be the top management’s responsibility to have established the norms for both clashing and caring. The former may seem illogical, but it isn’t; the group must feel comfortable enough to speak up appropriately, in either direction.
Caring is easier; it usually only needs concentration from top to bottom on the small matters. It is profoundly important to display a positive regard, appreciation, respect and compassion.
Prudence is a key skill. The ideal seafarer is the one who says and does the proper thing, in the proper way and at the proper time; a
person who has developed sea sense and nautical perceptiveness. Reading your bulletin one understands that WAVELENGTH aspires to develop your willing and talented junior mariners to the point of eventually surpassing their seniors in knowledge and ability, benefiting themselves, their families, the Company and striving for a safer planet.
Q: Who are the best team members?
A: Those who anticipate the needs of others!
7 VEK: What do you miss most from the time you were working in our Company?
NAI: The Earth!
‘Being an eager beaver’, enjoying challenges, fond of mandated duties, amused by travelling, being creative from scratch and finally delivering my assignments appropriately.
Having the Management’s trust, confidence advice and encouragement, support and inspiration, I committed myself to a mission: to address social, economic and environmental issues. Occasionally, there were obstacles; but obstacles are made to be overcome; as a “Calm Sea Makes Not a Skilled Seaman” to quote Christopher Columbus.
I considered it my home! A comfortable ambience
8 VEK: Finally, I know that you still receive “Wavelength”. What do you think of it almost 25 years after the first edition? Has the current Editor, Nick Seaman, and the team taken good care of your “baby”?
NAI: I am triumphantly happy with my “baby’s” progress, especially on its coming soon 25th anniversary.
So far it has been treated by its chaperone with encouragingly good behaviour, handsomely, properly, professionally and helping it to grow to a larger number of pages, and including a variety of contents by numerous authors who have enthusiastically contributed to its development. Important accomplishment!
It brings to mind Albert Einstein’s quote: “Imagination is more important than Knowledge”.
Sincere congratulations - you have it!
Newbuildings/Kamsarmax Bulk Carriers at “Hengli Shipbuilding (Dalian) Co. Ltd.”
Our Company has been consistently expanding the fleet for the past few years both by acquiring second-hand vessels and by ordering Newbuilding vessels.
A year after the completion of our Company’s last Newbuilding projects at “Samsung Heavy Industries”, a new contract for Newbuilding vessels was signed between our Company and “Hengli Shipbuilding (Dalian) Co., Ltd” in China for eight (8) Kamsarmax bulk carriers. This project will be the third time our Company has had Newbuilding vessels manufactured in China. In 2011 four (4) Capesize bulk carriers were delivered to our Company by “New Times Shipbuilding Co. Ltd.” and another three (3) Capesize bulk carriers by “Shanghai Jiangnan Changxing Shipbuilding Co. Ltd.’’
The new vessels will be provided with machinery and systems incorporating the latest technology. They will be energy efficient, environmentally friendly and will comply with the latest Rules and Regulations.
The vessels will be delivered within 2026 as per the following key events schedule:
The steel cutting of the first three (3) vessels has already started.
The supervision of the Newbuildings is being undertaken by our Site Team, consisting of Company personnel as well as local contractors:
P. Birleanu Site Manager / Naval Architect
K. Fountouli Hull, Outfitting, Painting and Machinery Supervisor / Naval Architect & Marine Engineer
Ch. Pantos Machinery and Electrical Supervisor / Electrical Engineer
K. Zervou Hull, Outfitting, Painting and Machinery Supervisor / Naval Architect & Marine Engineer
Local contractors Hull Supervisors / Naval Architects
Local contractors Painting Supervisors / FROSIO or NACE certified
The Site Team will also be occasionally supported by more Head Office colleagues who will join for fixed time periods. The principal particulars and the main characteristics of the new vessels are as follows:
Figure 1: Steel Cutting of Hull No.: HL-B82K-43
Figure 2: Steel Cutting Ceremony of Hull No.: HL-B82K-46
The vessels’ hull form has been optimized for better energy efficiency. The bow has a new design without a bulbous (SDARI design).
The vessels will also be equipped with the following Energy Saving Devices (ESDs): a Fan Duct forward of the propeller and a Propeller Boss Cap Fin (PBCF).
A high efficiency propeller design has been applied with increased diameter, low number of blades and low blade area ratio considering cavitation and the fluctuation pressure pulse level. The estimated fuel savings by combining the hull optimization and the energy saving devices is approximately 7%. For the underwater parts of the hull, antifouling paints of high performance based on silyl methacrylate technology have been selected.
The vessels will comply with Energy Efficiency Design Index (EEDI) phase 3.
Main Engine Particulars
Main Engine
MAN B&W 6G50ME-C9.6 (Tier III HP SCR with Scrubber)
Main Engine Builder Hengli Engine Co., Ltd
Type of Main Engine
Ultra long stroke electronically controlled engine MCR
7,490 kW x 79 RPM NCR
6,292 kW x 74.5 RPM
Figure 3: General Arrangement
Figure 4: Improved bow design
Figure 5: Energy Saving Devices
Compliance with NOx requirements
Compliance with SOx requirements
Main Engine Particulars
Tier III with HP SCR system
Open Loop, U type Scrubber
Service Speed at design draft & NCR 14.0 knots
Fuel Consumption (at design draft & M/E NCR)
abt. 24.6 tons/day at Tier II mode abt. 24.7 tons/day at Tier III mode
Endurance abt. 25,000 n. miles
The Main Engine is a “G” ME-C electronically controlled type engine. The “G” prefix stands for “Green - ultra long”. The longer stroke of G-type engines results in a lower rpm for the engine driving the propeller. This lower optimum engine speed allows the use of a larger propeller and is, ultimately, significantly more efficient in terms of engine propulsion. Together with an optimized engine design, this reduces fuel consumption and CO2 emissions.
6: MAN “G”, “ME-C” Type Engine
In order to enhance the reliability and safe operation of Main Engine, as per our request a “M/E Bearing Temperature Monitoring System” will be provided in addition to the “M/E Bearing Wear Down Monitoring System”
Furthermore, the Main Engine will be equipped with the PMI ACCo system, which is an automated system ensuring optimal engine tuning across various loads, load ranges, changes, and fuel calorific values.
Depending on the load profile, this system can achieve additional fuel savings of 1 to 3.5 g/kW.h.
The Engine Control System is based on the new generation “Triton” Controller Platform.
The new controller platform is characterized by its:
- increased engine flexibility for improved performance due to higher computational power and more advanced control functions.
- advanced controls for increased fuel flexibility and emission reduction.
- modular architecture for future upgrades.
- preparation for simple interfaces towards other ship automation systems.
- enhanced digital offerings.
Compliance with NOx Tier III emission requirements
In order to achieve compliance with NOx Tier III requirements, the vessels will be equipped with a High Pressure Selective Catalytic Reduction (HP SCR) System for the Main Engine and a Low Pressure SCR System for the Diesel Generators
Figure
Figure 7: Fuel Savings with PMI ACCo System
Figure 8: Triton Controller Platform
Figure 9: Main Engine with HP SCR System
The NOx reduction is obtained by a catalytic process in an SCR reactor installed in the exhaust gas line after the combustion process. In the SCR reactor, the NOx is reduced catalytically to nitrogen and water by adding ammonia (as urea) that acts as a reducing agent.
In a High Pressure (HP) SCR the exhaust gas is led from the SCR reactor to the turbocharger, and for this reason the system is arranged close to the engine. The arrangement, which also includes a turbine by-pass, can be chosen according to engine room restrictions. Yanmar’s LP SCR system for Diesel Generators is provided with a by-pass piping arrangement with catalyst elements which results in an increase in their lifetime.
Compliance with SOx emission requirement
In order to achieve compliance with SOx emissions requirements, the vessels will be equipped with an Open Loop, U type Scrubber for the Main Engine and Generator Engines.
Mooring Arrangement/Deck Machinery
- The vessels comply with the neo-Panama locks mooring fitting requirements.
- For compliance with BHP Hay Point Terminal mooring requirements, the vessels are provided with twelve (12) mooring lines.
- All mooring drums are of the split type design and the brake band material is stainless steel.
- GRP gratings will be provided at the platforms of Windlasses & Mooring Winches. The gratings are certified for compliance with USCG fire resistance requirements.
Cargo Handling System
- The vessels are capable of carrying grain in bulk or sack, coal, iron ore and other dry cargoes.
- The Cargo Holds are coated with a very high abrasion resistant epoxy paint with a DFT of 300μm.
- No. 4 Cargo Hold can be used as a heavy weather ballast tank.
- “MacGregor” hatch covers which are of the 2-panel side rolling type are provided.
One hydraulic power pack consisting of two (2) electric motors, two (2) oil pumps (2 x 100% capacity) and other necessary accessories is provided for the hatch covers.
Figure 10: LP SCR system of Diesel Generators
Figure 11: Open Loop, U-Type Scrubber
Ballast System/Ballast Tanks
- Two (2) main ballast lines are provided in the pipe tunnel in double bottom.
- All ballast system valves are remotely controlled from the Ship’s Office.
- Two (2) electric driven ballast pumps (Capacity: 2 x 1,200m³/h) and two (2) ballast stripping eductors (capacity 2 x 100m³/h) are provided.
- The Ballast Tanks are coated with pure epoxy paint having a DFT of 320μ. in accordance with PSPC requirements i.e. 3-pass grinding of free edges, 2 stripe coats, 2 x 160μm=320 μm DFT.
It should be noted that a 15-years warranty period was obtained from “Chugoku Paints” for the coating of Ballast Tanks.
- For enhancing the protection against corrosion, aluminium anodes of bolted type and five (5) years lifetime are fitted in Ballast Tanks.
In order to comply with the Ballast Water Convention Regulations, the vessels will be equipped with “Techcross” full stream electrolysis Ballast Water Treatment System (BWTS), which is installed in Engine Room.
Treatment of Sewage, Grey Water & Bilges
- An IMO approved, biological type Sewage Treatment Plant with a capacity for 30 persons is provided.
- A Grey Water Collecting Tank with a capacity of about 40m³ capacity is provided.
- The vessels comply with the requirements of IBTS (Integrated Bilge Treatment System) The treatment of leaker water and oil is carried out separately in order to minimize the amount of oily bilge water generated in machinery spaces.
Machinery Equipment
The particulars of the basic machinery equipment can be found in the table in the next column:
Diesel generators
Generators
Basic Machinery Particulars
Emergency Generator Yanmar 6EY22ALW
Compliance with NOx Tier III with LP SCR system
Taiyo Electric
Output: 3 x 900kW
CPC
Output: 1 x 120kW
Composite Boiler Kangrim/Korea
Vertical, Cylindrical type Boiler
Steam production: 1,600kg/h (oil fired section) 800kg/h (exhaust gas section)
Ballast pumps Naniwa
Electric motor driven 2 x 1,200 m 3/h
Main air compressors
Working air compressor
Emergency air compressor
Tier III air compressors
F.O. Purifiers
L.O. Purifiers
F.W. Generator
Incinerator
Atlas Copco 2 x 180m 3/h
1 x 180m 3/h
1 x 15m 3/h
2 x 180m³/h
Alfa Laval 2 x 2,300L/h 2 x 1,400L/h
Alfa Laval Capacity: 25 tons/day
Team Tec Capacity: 500,000 kcal/h
Oily Water Separator Georim Capacity: 5m³/h
- The exhaust gases of two (2) Diesel Generators (except for the M/E exh. gases) pass through the exhaust gas section of the Composite Boiler.
- An L.T. F.W. Cooling System and a H.T. F.W. Cooling System are provided for cooling the Main Engine, Diesel Generators and other auxiliary machinery.
- A Marine Growth Prevention System (M.G.P.S.) is installed in the strainers of the sea chests.
- The impellers of the continuously running S.W. pumps are made of stainless steel.
- Mass flow flowmeters of the “Coriolis” type are provided.
- Two (2) stern tube bearings are provided and the aft seal of the stern tube is of the “air seal” type. The aft stern tube bearing is of the double slope design in order to reduce the risk of damage at its aft edge.
Accommodation
- The “Captain class” and “Senior Officer class” cabins are provided with a Day Room and a Bedroom.
- All cabins are provided with a private lavatory. A vacuum toilet system will also be provided.
- According to Company Policy to apply best practices throughout the Fleet based on the lessons learnt from incidents, all cabins and other Accommodation spares are provided with fire detectors.
- Additional equipment (Electric Deep Fat Fryer, Rice Cooker, Ice Cube Machine, Electric Microwave Oven) will be provided in the Galley.
- Separate air conditioning systems are provided for the Galley and Wheelhouse.
- The steering gear room will be used as a citadel with an Iridium telephone and a VHF radio telephone as means of communication.
A Garbage Compactor will be installed in the Garbage Store.
Navigation & Communication Equipment
The following navigation and communication equipment will be provided:
- Two (2) Furuno radars (X-band & S-band) of the latest technology (SSD type) without magnetrons
- Two (2) ECDIS
- An ECDIS/Slave monitor repeater is provided in the Captain’s day room
- It should be noted that Furuno will provide remote monitoring and troubleshooting of all equipment, free of charge, for a period of 3 years
- Two (2) Gyro Compasses
- An Auto Pilot with an E-Course Pilot function (fuel saving function)
- One (1) dual axis Doppler speed log with indication on the wheelhouse front wall, in the Captain’s day room and in the Engine Control Room.
- One (1) Inmarsat FBB 500
- Two (2) Inmarsat-C
- One (1) V-Sat system interfaced with the FBB and Ship’s LAN System
- A LAN System (Computer Network System)
- A Starlink System
Electrical & Automation Equipment
- The Engine Room Fans are provided with a VFD (Variable Frequency Drive) Control System. The VFD Control System provides precise control according to M/E & D/Gs load, E/R temperature and pressure requirements via PID control.
Figure 13: E/R Fans-VFD Control System
- Space heaters will be provided for the electric motors of the steering gear, emergency fire pump, M/E turning gear and E/R motors above 10 kW.
- A full AMS (Alarm Monitoring System) repeater will be provided in the Wheelhouse.
- LED lights will be provided in Upper deck area (including mooring stations).
- A CCTV system covering the Engine Room area,
forward & aft mooring stations and cargo area will be provided.
- A Ship Performance Monitoring System (SPMS) will be provided.
Progress of Construction
- Sub-assembly works for hull blocks fabrication are in progress
- So far, inspections of pipes (including pressure test) and of M/E major components (crankshaft, bed plate, cylinder frame box) for the Engines of our projects have been carried out.
M/E Bedplate
M/E Crankshaft
Mooring winch foundation
Windlass foundation
Fabrication of pipes
Marine Operations
Electronic Bills of Lading
As most of you are probably aware, a Bill of Lading (BL) is a foundational document in logistics, serving three critical legal functions: it acts as a receipt for the goods, it is evidence of the contract of carriage, and a document of title. This process relied on paper documents that were physically printed, signed and transported around the world via courier services. This paper-based system suffered a number of inefficiencies, including shipping delays, high administrative costs, and significant risks of loss, damage, or fraud.
By Yannis Ftoulis
The push for digitization was accelerated by global need for transparency in transactions and, of course, the COVID-19 pandemic, which highlighted a need for contactless solutions.
The legal validity of eBLs is established under frameworks like the United Nations Commission on International Trade Law (UNCITRAL) and the Model Law on Electronic Transferable Records (MLETR), which has been adopted by several countries, providing the legal equivalence for eBLs to function as documents of title. While some jurisdictions have fully embraced the MLETR, others do not yet recognize eBLs as documents of title, creating complexity for international transactions. However, this seems to have become less of an issue over the past few years as more and more jurisdictions recognize eBLs.
The process usually requires the Charterers’ Agents or the Charterers themselves to submit the drafted eBL on a secure platform where all parties engage in the approval process. Once the drafted eBL is approved by the Owners as well, then the eBL is transferred to the custody of the Shipper and the title is only held by them during the voyage as only one party can be the holder of the eBL. The Shipper will then endorse and transfer the eBL to a bank or directly to the buyer with a simple click. Once the end Receiver receives the title of the eBL and is the sole holder of same, they will transfer the document to the Owner’s account on the platform along with the details of their representative who will board the vessel and receive the cargo on their behalf.
The adoption of eBLs was initially slow, comprising only about 1.2% of global BLs as of 2021. At that time, the Company had also started exploring this option by enrolling a limited number of vessels to one of the pioneers in this field, namely ESS-Docs. It started as a trade requirement by the Major Charterers of the Capesize Bulk Carriers (BHP, Rio Tinto etc.), and over the last few years numerous voyages have been completed successfully without any issues.
The scene has changed considerably since then and nowadays Major industry players and Traders are engaged in promoting the adoption of eBLs. As a result, a number of new providers have been validated, audited and approved by the International Group of P&I offering eBL services.
The Company has recently decided to promote further the use of electronic Bills of Lading by enrolling to two additional platforms approved by the IG Group, namely edoxOnline and Covantis. In addition to this, the entire fleet of Bulk Carriers is now enrolled and ready to trade by issuing eBLs.
There are numerous advantages of eBLs. These are listed below:
• Transparent and secure transactions
These platforms ensure that each digital document is immutable and cryptographically secure, fulfilling the critical "document of title" function without a physical exchange. As critical trade documents, they become potential targets for hacking attempts, phishing, and unauthorized access. To address these concerns, eBL platforms deploy advanced security measures such as end-to-end encryption to safeguard data transmission, Multifactor authentication ensuring only verified parties can access or transfer documents and protected audit trails that provide transparency and accountability for every transaction.
• Reduced paperwork for the crew
It is often the case that an entire shipment may be represented by numerous BLs, where the Master is requested to sign / stamp all 3 original BLs for each set along with a large number of copies of each set.
• Efficient and speedy document issuance and transfer of title avoiding
Courier delays that may last days or even weeks are avoided, making the trade cycle quicker.
• Reduces environmental footprint
Using eBLs saves printing, courier, and storage costs; This sustainability aspect aligns with the Company’s broader environmental, social, and governance (ESG) goals and strengthens its commitment to greener operations. Adopting eBLs is not just an efficiency initiative but also a meaningful step towards corporate responsibility.
• Flexible to changes dictated by trading needs
Immediate amendments as per trading needs (e.g. splitting the total quantity into numerous smaller BLs, amending the notify party etc.) as well as easy correction of errors (e.g. a typo in a consignee's name can be amended instantly through the platform, whereas a paper BL would need to be physically returned, thereby causing significant delays).
Despite these clear benefits, the widespread eBL adoption faces obstacles due to Legal and Regulatory Variations.
The electronic Bill of Lading is a cornerstone of the modern digital supply chain. By addressing the inefficiencies and vulnerabilities of the paper predecessor, the eBL offers a future of faster, cheaper, more secure, and more sustainable global trade. While challenges related to global legal harmonization and interoperability persist, the industry's commitment is clear. The ongoing transition, led by major Charterers and Traders and supported by international legal frameworks, signals that the eBL is set to become the new standard, paving the way for a more resilient and efficient era for the shipping industry.
Crew Department
Promotion of Crew
The promotion of crew is a key factor in maintaining an efficient team of crew members on board.
Aspirations for promotion keep the interested crew motivated, which leads to a positive attitude towards work and duties on board.
After a certain period of sea service in a current rank (which depends on the rank), it is normal for all crew to progress and to develop their career at a higher rank - otherwise, crew members may become stagnant in a rank for many years, which affects their work performance.
By Yannis K. Prokopiou
Masters and Senior Officers have a key role in this process because they are the first to identify candidates, whom they to train and evaluate in order to propose their promotion.
The role of the Company is to filter all the available data before a promotion so that the promotion is safe and successful by checking the history of the crew member in the current rank. This involves evaluating the individual’s job performance, identifying any training that needs to be completed before the promotion, and making sure that all other factors aboard the vessel are suitable. These consist of the vessel particulars, the voyage and cargo commitments, the matrix combination of sea/rank services
with other crew and the fact that the Master or C/E who is on board can remain with the promoted officer for at least 2 months after promotion etc. Several requirements have been set out in Procedure 06 and the Crew Department is responsible for ensuring compliance.
In this process, deserving candidates for promotion are identified either during scrutiny of the evaluation reports every time a crew member disembarks, or during a cumulative research for promotion whenever a full review is made (usually twice a year) or whenever a Master (or C/E) specifically notifies the Crew Department.
What crew members looking for promotion need to do is continue with their work and with their interest in learning the duties of the higher rank, and follow the Masters' and Senior Officers' recommendations and assigned training in that respect. In case any crew member wishes to discuss promotion further, he should feel free to discuss the issue while with the Master on board, or while ashore with the person in charge at the place of recruitment in order to receive feedback about his current status in addition to personalized advice about what he should do to achieve promotion.
In this installment, we first have a short yet insightful interview with Captain Galleon, to whom we are extremely grateful for his contribution. Next, we have a rather unusually inspiring piece on Mr. Ditta, which was deemed worthy of inclusion by Training Superintendent, Captain Oleksandr Soshyn. His perspective gives us a glimpse of the environment he works in, and we are grateful for the understanding that gives our readers. Then there is irrefutable evidence of our Seafarers’ unwavering commitment to saying ‘’ No to Bullying and Harassment’’, which sends a powerful message of support for mutual respect among all members of the seafaring community.
In your experience, what practices or habits have helped you build resilience and manage stress during high-pressure situations?
The habits and practices that have helped me to build resilience include “Cultivating a Positive Outlook”- Staying hopeful, thinking positive on every challenge, focusing on things within my control and reframing challenges as opportunities for growth.
To manage stress during high pressure situation, I try to pause for a moment, take deep breaths and listen to music. This helps me to calm down, think more clearly and find better ways to handle the situation. I also keep in mind the mindset: “Do Your Best and God will do the Rest”.
How can leaders recognize early signs of stress or burnout in their teams, and what role should they play in supporting their people?
As a leader, the first important step is getting to know my crew onboard. This can be done through regular meetings, Open forums, Social activities, Crew welfare programs (Such as games,
gatherings or team-building etc.) and by monitoring their daily tasks. These allow me to better understand and notice early signs of stress or burn out, such as changes in behaviour, emotional shifts or a decline in performance and productivity.
Leaders should create a supportive environment- Emotionally, Mentally and physically, where crew members feel comfortable asking for help without hesitation. It’s also important for leaders to be ready to step in when needed, provide guidance and support their people requires.
If you could give one piece of advice to colleagues on staying mentally and emotionally ready for challenges, what would it be?
“IT IS ONLY IN THE MIND!!!” you have power over your thoughtsrest if you must but never “QUIT”. LOVE what you’re doing, stay focused on your dreams and remind yourself that you can do it. Always remember, there are people on board and ashore who are ready to help and support you anytime.
Mr. Datta ( Pumpman) has been with the Company for 21 years and proudly expresses his loyalty and dedication. To mark his 20th anniversary with the company, he had a tattoo made on his arm featuring our corporate symbol: "Be Aware, Take Care."
This tattoo serves as a constant personal reminder of the importance of safety and the values he has embraced throughout his career. Such a gesture stands as a powerful reflection of his deep-rooted dedication to our safety culture and Company values.
This was communicated to us by Training Supterintendent, Capt. Oleksandr SOSHYN.
Introduced and Compiled by Chara Markatzinou
Captain GALLEON Adrian Paul, on board M/V Danae
MESSAGE FROM THE DPA:
Speak up – Build the Trust!
Dear seafarers,
The title of this message is also the theme of our forthcoming forums.
I am touching on this subject one more time, but it is never enough. It has to become our ‘’second skin’’ and part of our daily life.
SMS NEWS
Have you seen our new Permit To Work (PTW) System in FIM, Chapter B, section2? Since June 25, it has been given a new format AND a fresh approach. It describes a more comprehensive PTW workflow. One example is the LOTO permit, PTW-008.
Note: The Lock-Out/Tag-Out (LOTO) procedure protects the crew and the environment from injuries, pollution, or equipment damage caused by the unexpected release of hazardous energy.
Active listening is the key. Because when we actually pay attention with empathy, that is how we build the Trust. Only then can your co-worker or your family member feel free to Speak up
Back home speaking up improves relationships, while onboard Speak up, saves lives.
We have had incidents where speaking up could have made a difference.
Speaking up also has added value for teamwork and caring.
And with Caring we improve our No Blame Culture and we create Psychological Safety.
This ‘’vicious cycle’’, (which is not vicious at all!) leads back to Speak up
I wish you safe voyages and a safe return home.
Have you been using your Great Safety Leader
All crew members must be able to identify hazardous energy sources on board and distinguish them from the systems or equipment that use (consume) that energy.Please REMEMBER: behind the paperwork and the checklists there can be lifechanging stories; or even loss of life!
A passionate article about it follows, and demonstrates the proper use of PTW-009 with LOTO.
Elli Moretti
PS.
Card? It is an important tool for enhancing the 5HPP on board your vessel!
Ellie Moretti, SQE Manager /DPA
Locked, Tagged, Alive: The Discipline of Underwater Works
There are moments when a ship’s heartbeat depends not in the Engine Room, not on the Bridge, but far below: where steel meets the sea. A fouled propeller, a leaking sea chest, or repairs beneath the keel… these demand the courage of Divers and the discipline of the entire crew.
But make no mistake; underwater work is not routine maintenance. It is among the most dangerous operations a vessel can undergo. Machinery still humming, valves left un-isolated, or a message missed on the radio can turn the sea into a trap.
That is why every dive begins not with a splash, but with a Permit to Work (PTW-009 Underwater Works)
The PTW-009 is not just paperwork. It is the line between safe completion and disaster. Without it, no Diver must go under water. Even if the Contractor carries their own permits, the Master must enforce the Company’s PTW system.
Why? Because the risks are ours as much as theirs. A single oversight can cost lives.
What can go wrong without LOTO?
Overboard Valves: If a sea chest valve is opened while Divers are working, the suction can pin them against the grid or drag them into the opening. They will be trapped by suction and cannot free themselves in time, resulting in drowning.
Moving Fittings: If propellers, rudders, and thrusters are left unisolated, they can suddenly move due to testing, automation, or a mistaken command. Entrapment in thrusters and moving fittings is an instant killer: Divers get crushed or cut apart before rescue is possible.
Electrical & Acoustic Systems: Failure to isolate power sources, ICCP (Impressed Current Cathodic Protection), or sonar/acoustic systems exposes Divers to hidden shocks. Even if not instantly fatal, such currents or disorienting pulses can cause panic, an uncontrolled ascent, or loss of air supply.
The following table links each PTW-009 critical item of equipment to the specific danger it poses if not isolated.
Echo Sounder Acoustic pulses can disorient or injure Divers beneath the
Speed Log / Doppler Creates pulses that disturb Divers’ hearing and balance
Rudder Any movement can crush or trap Divers against the hull.
Main Engine Controls Prevents accidental start of propulsion and propeller rotation
Steering Gear Motors Stops sudden rudder movement from local/remote tests
Stern & Bow Thruster Controls Prevents powerful water jets that can sweep Divers into steel
Equipment / System Why It Must Be Locked/Tagged
Main Engine Turning Gear Ensures the propeller shaft cannot rotate while Divers are near
Bilge Pumps Prevents suction from overboard discharges that can trap Divers
Sea Chests (low/high) Stops suction or discharge that could pin Divers to gratings
Rudder Hydraulic System Prevents hydraulic activation that could suddenly shift the rudder
Overboard Valves Blocks sudden water discharge into the Diver’s workspace
ICCP (Cathodic Protection) Prevents electrical currents from flowing into the water
Steering Gear (fuses removed) Ensures no automatic or remote rudder movement is possible
Ballast Sea Chest Prevents suction that can hold Divers against intake grids
Ballast Overboard Stops unexpected water discharge near Divers
Ballast Pumps (WB Pumps) Avoids automatic or remote start that creates suction/discharge
Galley Comminutor Prevents accidental waste discharge near Divers
LOTO is not paperwork. It is a Diver’s shield against the ship herself:
A tag on a valve is not a piece of plastic. It is a line drawn between life and death.
A padlock is not bureaucracy. It is the Diver’s guarantee that the propeller will stay still, that no pump will roar into life, that the sea will remain silent while they work.
Never assume isolation. Prove it. Test the valve. Check the breaker. Look with your own eyes and place your own hand on the lock. Do not rely on memory, hearsay, or routine. The ocean punishes assumptions.
Remember: Divers descend into darkness trusting that those above have secured their world. They cannot see the Bridge, the Engine Room, or the Deck. All they have is faith in your discipline
keel.
By Cpt. Eleni Lykofridi – ELL
Mental Well-Being
Online Gambling: A Hidden Risk for Seafarers
By Chara Markatzinou
Life at sea can sometimes feel monotonous. Long hours, extended voyages, and time away from loved ones can make recreational activities vital for maintaining balance and well-being. While technology has provided new ways to stay entertained, it has also introduced new risks — one of the most concerning being online gambling
Online gambling is widely accessible through smartphones, tablets, and laptops. A simple internet connection can make casinos, sports betting, and card games available 24/7. What might begin as harmless fun can quickly develop into a harmful habit with serious consequences for seafarers’ mental health and overall well-being.
Why Gambling Can Become a Problem
For many, gambling offers excitement or a way to pass the time. But unlike traditional hobbies, online gambling is designed to be addictive. Frequent use can lead to:
• Financial stress: Small losses can accumulate quickly, affecting wages and savings.
• Emotional strain: Guilt, anxiety, and low mood often follow repeated gambling losses.
• Isolation: Time spent gambling reduces opportunities for social interaction and bonding with fellow crewmembers.
• Reduced focus at work: Fatigue and distraction from latenight gambling can compromise alertness and safety on duty.
Healthy Alternatives
The good news is that seafarers have many healthier ways to spend their downtime. Group games, movie nights, exercise sessions, or simply sharing stories can all provide enjoyment without risk. Celebrations of birthdays, national holidays, and special seafaring events are excellent opportunities to connect, relax, and recharge in positive ways.
When to Seek Help
It’s important to recognize the signs of a gambling problem — hiding time spent online, chasing losses, feeling anxious without access to betting, or neglecting relationships. Speaking openly with trusted colleagues or the vessel’s Care & Welfare Ambassador can be a first step toward support. Remember, you are not alone, and there are always healthier paths to manage stress and boredom.
Takeaway
Online gambling may seem like an
easy escape from daily pressures, but its risks to mental health and well-being are significant. By choosing healthier forms of recreation, seafarers can protect both their happiness and their safety.
Read more about how Care & Welfare Ambassadors are supporting positive recreational activities onboard in the Ambassador section of this issue.
Physical Health By Chara Markatzinou
Sleep and Fatigue Management at Sea
Life at sea is demanding. Long shifts, irregular watches, and time zone changes are part of the job, but they can take a serious toll on one of your most vital resources: sleep. Fatigue doesn’t just make you feel tired — it slows reaction times, impairs decision-making, and increases the risk of accidents. For seafarers, managing sleep and preventing fatigue is as critical as maintaining the ship.
Understanding Sleep and Its Importance
Sleep is more than just rest. Our bodies cycle through stages, including deep sleep and REM sleep, which are essential for physical recovery, memory consolidation, and emotional regulation. Poor-quality sleep, even if it lasts the “right” number of hours, can leave you feeling exhausted, unfocused, and irritable.
Recognizing
Fatigue at Sea
Fatigue can be subtle. You may notice slower reactions, forgetfulness, brief lapses of attention, or a short temper. Left unchecked, fatigue can increase the likelihood of mistakes on deck or in critical decision-making. Recognizing these signs early is key to staying safe.
Practical Fatigue Countermeasures
1. Strategic Naps – Short naps of 20–30 minutes during breaks can restore alertness. Avoid longer naps that make you feel drowsy.
2. Light Exposure – Daylight helps regulate your body’s internal clock. Spend time on deck during daylight hours, especially after night shifts.
3. Caffeine Timing – Caffeine can boost alertness, but avoid it within four to six hours of your planned sleep.
4. Sleep Environment – Reduce noise and light in your cabin, keep it cool and use earplugs or sleep masks if needed.
5. Physical Activity and Nutrition – Regular exercise and a balanced diet support better sleep and energy levels. Heavy meals or sugar before sleep can interfere with rest.
6. Stick to a Routine – Even with changing shifts, maintain sleep times and pre-sleep rituals.
Mental Health Link
Chronic sleep disruption not only affects alertness but also mood, resilience, and overall mental health. Seafarers often face isolation and stress; good sleep helps regulate emotions, maintain motivation, and improve interpersonal interactions on board.
Tips
for
Daily Practice
• Prioritize sleep like any critical operational task.
• Keep a brief log of sleep quality and fatigue levels — awareness is the first step.
• Support your colleagues: watch for signs of fatigue in the team and encourage breaks when possible.
Remember:
Managing fatigue isn’t about being superhuman; it’s about being smart, safe, and sustainable. Just as we check the engines and navigation systems daily, we must monitor our bodies and minds. A steady, alert crew ensures not only safety at sea but also longterm health and well-being.
Sleep is not optional — it’s operational readiness. Prioritize it, protect it, and share these habits with your shipmates. Steady minds and well-rested bodies make for safer and more successful voyages.
Introducing our Shore Staff
Another eight of our personnel from the Marine Operations Department at Head Office have stepped forward to make themselves known to our Seafarers and other office/ training staff. So, without further ado, let’s meet them.
George Peratinos
I joined the Company in 2021 as a Tanker Operator and, since 2023, have been serving as Fleet Supervisor for our Suezmax tankers. I began my career sailing as a seaman, which has given me valuable insight into the industry, daily operations, and the crude oil trade. I was then given the chance to work as an operator, a position I have been in since 2018.
Today, my role focuses on day-to-day operations, overseeing fleet performance, supporting our crews, and ensuring safe and efficient voyages. I am grateful to be part of this Company and wish everyone safe and smooth seas.
Kyrylo Yeryomenko
My name is Kyrylo Yeryomenko, and I am an ex-seaman with 15 years’ experience, of which 12 years has been with the Company. I have had the honour to be employed as a member of the Pre-Fixture team (Marine Operation Department) since February 2023. I hold a master of Navigation degree from the Odesa National Maritime University.
My professional duties involve the pre-fixture clearance of all Fleet vessels through the Brokers, i.e. providing relative documents (certificates; drawings etc.), preparing various questionnaires for the vessels and keeping all relevant databases up to date, obtaining STS technical clearance and making Port / Terminal technical acceptance checks.
During the last 2.5 years of working with the Company ashore I have received an interesting alternative experience in comparison to my primary specialty. My colleagues and I put in a lot of effort to improve our performance so that the Company can achieve the best results. We have a good and kind working environment in our Pre-Fixture team and the main goal of the department is to perform our job in a timely manner while ensuring a high quality result.
My position in the Company has allowed me to implement my best qualities and I am always ready and glad to share my experience and knowledge with other colleagues.
Wishing all seamen calm seas, quiet and smooth work and a timely return to their families and relatives.
Oleksandr Stryzhov
I've been a part of this Company since 2008, but my family's connection runs even deeper, as my father started here in 2000. For over two decades, this Company has been a significant part of my family's story. I began my career as a Deck Cadet and worked my way up to Chief Officer. Now, I'm with the Pre-Fixture Department. Our main goal is to streamline the vessel fixture process and make the pre-fixture stage as efficient as possible for our vessels.
It's been a privilege to grow with this Company, be part of this family and I'm proud to work alongside such dedicated colleagues both ashore and at sea. Wishing you calm seas, fair winds and safe voyages.
Nasos Spanellis
I am Nasos Spanellis, Class A' Master Mariner. The first time I joined the Company as a seafarer was in 1981, and I served in various ranks aboard bulk carriers, general cargo vessels and tankers. I have been working full time as a Marine Superintendent since January 2001. I maintain a good relationship with the Ship's Masters and office staff, always trying to pass on my knowledge and assist them to carry out smooth vessel operations related to loading, discharging operations and third party inspections.
Artem Sukhov
Hello! I am part of the shore staff team of the Company, working in the Pre-Fixure Department. Before joining the office, I served as a Chief Officer on tankers, which gives me hands-on experience and insight into ship operations.
My seafarer background and experience help me to bridge ship and shore, ensuring a coordination of vessel operations with charterers, brokers, while managing documentation and smooth communication between our ships and office.
I also support the team in planning and executing daily workflows, helping to maintain efficiency and reliability in all aspects of our operations. Being part of this team allows me to contribute to the safe and effective management of our fleet while staying closely connected to life at sea.
Pinelopi Orianou
My name is Pinelopi Orianou, and I currently work as a Tanker Operator for the Company. I hold an LLM in Maritime Law and Shipping Management, and together with my certification as Captain Class B, I bring both legal and operational expertise to the shipping industry. My journey in the maritime sector began in 2016 at the Merchant Marine Academy, where I built a solid foundation that I further strengthened through sea-going service on tanker vessels, advancing up to the rank of 2nd Officer. This experience allowed me to develop strong skills in navigation, cargo operations, and vessel safety.
In my current role, I am responsible for reviewing and evaluating CP (Charter Party) terms, as well as ensuring with the Master their full implementation to secure the most favourable outcomes for the Company. I collaborate closely with the Chartering, Technical, and Purchasing Departments to ensure efficient scheduling, effective logistics, and strict compliance with safety regulations. I value the opportunity to contribute to the Company’s success while continuing to develop my professional growth within the maritime sector.
Michalis Orfanos
I began my career at sea in 1995, and through years of dedication and professional growth, I obtained my Captain’s License in 2016. Since 2019, I have been serving as a Marine Superintendent, a role that has allowed me to combine my seafaring experience with shore-based management responsibilities.
In 2023, I proudly joined the Company as a Marine Superintendent. In this role, I am responsible for maintaining the strong performance of the deck department. My primary duties include preparing vessels for third-party inspections, ensuring timely handling and closure of any deficiencies, supervising deck maintenance, overseeing holds preparation and cleaning processes, and attending vessels as needed.
I consider myself truly blessed to be part of this family, and I look forward to contributing to the Company’s success and continuing my professional journey here for many years to come.
Spyros Siachamis
I joined the Company In 2024 as a Dry Bulk Operator. My working experience started in 2016 as an accounting officer for shipping companies. Then I moved to the Operations Department which led me to my present role. During this one year I have gained a lot of experience in various trades worldwide and a lot of experience from my colleagues and the crew on board.
My role today involves the daily monitoring of the Company's vessels including smooth compliance with Charter Party provisions, cargo operations and port call coordination. The most interesting part of the Operations Department is the diversity which originates both from the different trades worldwide and from our Crew on board sharing with us their valuable experience.
My ambition is to keep on learning and gaining valuable knowledge from all available sources, thereby contributing to the evolution of the Company and its personnel. I'm always motived by the team members who share the same goals in our friendly and professional environment.
Wishing you safe and calm seas.
On 25 June 2025, seafarers worldwide marked the Day of the Seafarer by embracing the IMO campaign “My Harassment-Free Ship”. Crews came together to pledge zero tolerance for bullying and harassment, promoting respect, safety, and inclusivity at sea. Onboard activities included personal commitments from officers and crew, visually captured on boards across vessels. Here are some inspiring photos showcasing the commitment and spirit of our Seafarers in fostering harassment-free workplaces. Continued from page 13
M/V Stefanos
M/T Pserimos
M/T Yannis P.
M/V Evgenia P.
M/V Coral Island
M/T Namrata
M/V Andonis
M/T Kapsali
M/V Smyrna
M/T Leni P.
There were forty two promotions aboard twenty nine of the Company’s vessels in the 2nd quarter of this year. The list of our Seafarers promoted in this quarter together with their vessels and promotion details in chronological/alphabetical order is shown below.
ESGUERRA Jayven Lester NINEMIA D/TR to OS
DEUDA Sebastian YANNIS P. WPR to ASE
23.04.25 VALLO Emmanuel John RUBY E/TR to WPR
28.04.25 GUMAYAN Gideon PSERIMOS ASD to 3/M
01.05.25 MATES Michael John POPI P. WPR to ASE 01.05.25 OFTANA Bernie Jr. NIRIIS WPR to OLR
01.05.25 PENAS James Edward PHILIPPOS A. WPR to OLR
02.05.25 CACATIAN Richard DUKE II STWRD to CCK
07.05.25 BUCAG Martin Jr. IRINA WPR to OLR
08.05.25 PORRAS Jose Rene CEBERMUDA WPR to OLR
10.05.25 PERIABRAS Gabriel COSTAS P. WPR to OLR
11.05.25 PALOMO Albert ANDONIS C/O to MSTR
15.05.25 SAGUM Chester STEFANOS 4/E to 3/E
17.05.25 CASTOR Angelo APAGEON D/TR to OS
19.05.25 HOROBETS Oleksandr NAMRATA 3/M to 2/M
23.05.25 SIMBAJON Darrel Jay DANAE AB to 3/M
29.05.25 BEATINGO Leeroy ALEXIA WPR to ASE
29.05.25 SERVIDADA Jose PHILIPPOS A. E/TR to WPR
31.05.25 PINUELA Ervin AGIOS NIKOLAOS E/TR to WPR
01.06.25 CALPITO John Carlo SMYRNA 3/E to 2/E
03.06.25 PADMANABAN Vimal Kumar AGIOS NIKOLAOS 3/E to 2/E
03.06.25 POKORA Denys SERENO FTR to 4/E
04.06.25 CANDELARIA Godwin Rey CALLIOPE P. D/TR to OS
08.06.25 CASIMSIMAN Giovannilan VENTURE E/TR to ASE
10.06.25 BASIL FERNANDO Peter Hearty Unok DINO 4/E to 3/E
10.06.25 LYSYI Andrii POPI P. AP/EN to 4/E
12.06.25 BATINGGAL Mick Lloyd EVGENIA P. WPR to ASE
15.06.25 FLORES Albert Labajo MIKELA P. WPR to ASE
18.06.25 TUAYON Jhon Ray ANDONIS 3/M to 2/M
20.06.25 VASUDEVAN Mohanasundaram WAVE 3/M to 2/M
21.06.25 SOLANKI Surya Pratap WAVE C/O to MSTR
23.06.25 ELLIS Jiric Oswald VENTURE OS to AB
25.06.25 LOPEZ Norman ALLIANCE WPR to OLR
Each and every one of our Seafarers on the list is to be congratulated. There are, however, three Seafarers who deserve to be singled out. The first two are Albert Palomo and Surya Pratap Solanki, who have become Masters aboard M/V Andonis and M/T Wave respectively.
The third hails from a ‘’special’’ group of seafarers. The individual in question is Richard Cacatian, who is now Chief Cook on board M/V Duke II, a position of paramount importance as he is primarily responsible for providing the tasty, nutritious meals that allow our Seafarers aboard the vessel to perform to the best of their abilities.
Once again, well done to all those named above, and here’s hoping to see the names of those making their way up the promotion ladder again on future lists in Wavelength.
Pioneers of the Waves
Sir James Clark Ross
James Clark Ross was born in London on 15th April 1800. Since his family was closely connected with the sea, it was almost inevitable that his future was pretty well mapped out for him. Indeed, he wasted no time in setting out on his career path as when he was just ten days shy of his 12th birthday, he entered the Royal Navy. He joined his uncle Sir John Ross on an Arctic expedition. It was an experience that would fuel his desire to make discoveries that would pave the way for later expeditions and scientific endeavours.
Six years after his first taste of adventure, he returned to the Arctic on a second exploration, the main goal was to find the Northwest Passage. Despite the fact that this goal eluded them, the mission was not regarded as a failure since it provide information that would assist future explorers of the region. Those, of course, included James Clark Ross, who explored the Arctic again alongside Sir William Edward Parry aboard the Hela and Fury from 1819 to 1827. It was on this expedition that Ross’s exceptional navigational skills and his ability to carry out scientific studies in harsh environments came to the fore.
Ross embarked on his next Arctic expedition at the age of 29. Once again, it was led by his uncle, Sir John Ross. It was on this voyage that the exact location of the Magnetic North Pole (at that time) was found on the Boothia Peninsula in present-day Canada. This feat was achieved using an instrument called a dip circle, which measures the angle at which a compass needle is pulled downwards by the Earth’s magnetic field. They took several measurements before finding the pole when the needle remained vertical. This discovery was considered immensely important as it provided a reference point that would lead to a greater understanding of the Earth’s magnetic field. The finding cemented Ross’s reputation as a true pioneer of Arctic exploration, and would lead to him being chosen to command further expeditions.
Ross’s next polar exploration took him to Antarctica, where he led the British Antarctic Expedition of 18391843. The vessels selected for his first visit to Antarctica were the Erebus and Terror. They were deemed the most suitable vessels as they had very strong hulls designed to withstand the recoil of their heavy weapons and would, therefore, be able to cope better with the ice in the region. The primary aim of the voyage was to gain more scientific knowledge, especially with regard to magnetism.
Thanks to the strengthened hulls of the two vessels under his command, James Clark Ross’s expedition was
the first to get through the pack ice and sail in open waters. This allowed him to discover the Ross Sea in January 1841. He also discovered and named the Ross Ice Shelf, which is the largest on the continent and covers more than 500,000 km2. In addition, he discovered Ross Island on which the two volcanic peaks are named after the two vessels he commanded.
As regards the primary aim of the expedition, he and his team conducted numerous experiments on the magnetic field, and were able to determine that the South Magnetic Pole was significantly further south than anyone had thought. This finding resulted in changes being made to navigational charts. Ross also collected rocks and plants, took the first Antarctic Sea soundings and made extensive records about the wildlife in the region, which revealed a great deal about the continent’s ecosystem.
Although pack ice thwarted his plans to land on Antarctica itself, the expedition was viewed as highly successful. He received accolades when he returned to England in September 1843. He was awarded the La Grande Médaille d'Or des Explorations in the same year and the following year he was knighted. In 1848, he was elected to the Royal Society.
In the same year, Sir James Clark Ross led one of three missions to find John Franklin. He was given command of HMS Enterprise, accompanied by HMS Investigator. Ross had a personal interest in this quest as Franklin’s second in command was Ross’s close friend Francis Crazier. Unfortunately, because of heavy ice in Baffin Bay, he could only reach Somerset Island, where he was frozen in at Port Leopold on the north-east tip of the island. In the spring he searched the west coast by sledge. During the search, he saw that Peel Sound was so choked with ice that Franklin could not possibly have traversed this body of water. This assertion, however, was incorrect as Franklin had done just that because the volume of ice had been substantially lower in 1846. The following summer, Ross attempted a voyage to Wellington Channel, but ice forced him to give up and return to England.
He remained an officer in the Royal Navy and was promoted several times before being made a Rear Admiral. He lived a relatively quiet life after his polar expedition, but was shaken after his wife, Ann Coulman, with whom he had four children died suddenly in 1857.
Illustration of the discovery of the North Magnetic Pole on the Boothia Peninsula in 1831, from Robert Huish's 1835 book. Source: wikipedia.org
James Clark Ross, depicted in 1850 by Stephen Pearce. Source: wikipedia.org
Ross expedition in the Antarctic, 1847, by John Carmichael. Source: wikipedia.org
Fill in the blanks to complete a ten-letter word that describes the three means of transport shown above:
Test
1. Make the names of THREE Company vessels using all the letters in the following sentence: I MUST SEND A VASE OR A DUROC.
3. Which three-letter word can be used to complete the following words? AS_ _ _ E, RE_ _ _E, POS_ _ _ and _ _ _MIT
2. The letters in the chemical symbols for iridium, osmium, phosphorus, rhenium and uranium can be rearranged to form the name of a lake in the U.S that is about the same size as Austria. What is the name of the lake?
4. Which four-letter word can be placed after the words to the left and before the words to the right? FINE - - -DRAWING PRODUCT GRAPH POWER DANCING
5. In 5 steps change the word COOL to WARM by changing one letter at a time to form intermediate words.
6. What is the next number (X) in the following sequence? 0, 1, 1, 2, 3, 7, 16, 65, X
Quiz
1. Which pioneer of the waves was provided with the Resolution and the Adventure to find the Great Southern Ocean?
A. Ernest Shackleton B. James Cook
C. John Franklin D. Robert Falcon Scott
2. Which of the following is a Non- PAYS (Pay As You Sail) country?
A. South Korea B. Vietnam C. 4 Japan D. India
3. Where is the port of Jebel Ali located?
A. Egypt B. Jordan C. 4 Oman D. Dubai
4. According to China’s Maritime Safety Administration, collisions with fishing boats in Chinese Waters are most likely to occur between
A. 20:00 and 01:00 B. 03:00 and 08:00
C. 23:00 and 04:00 D. 02:00 and 07:00
Brain your Answers
5. When was management of the Bahamas Shipping Registry transferred to the Bahamas Maritime Authority?
A. 1995 B. 1982 C. 2001 D. 1998
6. Which is the southernmost port in South America?
A. San Julian, Argentina B. Punta Arena, Chile C. Ushaia, Argentina D. Montevideo, Uruguay
7. ShaPoLi is an acronym for a system that limits the power output of the propeller shaft. What does the ‘Li’’ in the acronym stand for?
A. Limiting B. Limitation C. Limited D. Limits
8. Copper is a metal used in the manufacture of propellers. What is the chemical symbol for copper?
A. Cu B. Cr C. Co D. Ce
Survival at Sea
Louis Zamperini
Newspaper headlines of Louis Zamperini’s disappearance in the Pacific.
At the age of 19, Louis Zamperini qualified for the Berlin Olympics, which were held in 1936. It was an amazing feat as he remains the youngest ever qualifier for the 5000m in which he finished 8th. At the end of the Games, he was looking forward to placing higher in the next Olympics, but the outbreak of WWII put paid to this ambition.
In 1941, Zamperini enlisted in the Army Air Corps and soon became a 2nd lieutenant. His duties were mainly routine and uneventful until 27th May 1943, when he and the rest of a B-24 bombing crew set out on a search-and-rescue mission. During the mission, the aircraft experienced mechanical problems and ditched into the ocean about 850 miles (1530 km) south of Oahu, Hawaii. Louis Zamperini was rendered unconscious.
When he came round, he found himself surrounded by debris. As he was sinking and gasping for air, he managed to squeeze through a hole in the fuselage. Outside the plane, he was greeted by fire and smoke. He inflated a life jacket and heard a voice behind him. When he turned around, he saw the pilot, Russel Allen Phillips, and the tail gunner, Francis McNamara clinging to a fuel tank. Fortunately, Louis Zamperini was able to find a life raft. He went over to the fuel tank, where he pulled the injured pilot aboard and was joined by McNamara, who pulled himself out of the water. Eight of the bomber crew perished, so the only survivors were together on the raft.
The three men had few provisions. They had some chocolate, a little water, a flaregun, fish hooks and line. In the first few days adrift, they sighted two bombers, but were not spotted by either crew. The water they had only lasted for seven days, after which thirst and starvation became major problems. They were forced to rely on rainwater, but this fell sparingly, leaving them barely able to quench their thirst. They managed to supplement their fluid intake by drinking the blood of birds they caught, after which they used the birds as bait to catch fish. Again, what they gathered was hardly able to stave off their hunger. As a result, their bodies fell into a spiral of physical deterioration; their lips cracked, their
skin was burnt, their sores got bigger and they began to lose weight quickly. Their bodies started living off reserves.
In an effort to compensate for physical decline, Louis Zamperini made an attempt to help himself and the other two survivors improve their psychological state. He recited his favourite recipes and got the other two to assist him with maths problems and to remember the names of famous sporting figures. They also sang hymns and Bing Crosby songs.
On the 27th day of their ordeal, they came under attack from a Japanese bomber. Remarkably, nobody was hit, but the three had to repair the holes in the raft, which had become partially submerged. They survived, but the incident left them exhausted and six days later, McNamara succumbed to the ordeal. Zamperini and Phillips committed his body to the water with as much dignity as they could muster. Eventually, after drifting for another fortnight, they reached the Marshal Islands, but this was not a sanctuary. Instead, it was more of a case of out of the frying pan and into the fire because the Islands were under Japanese control. They were soon captured and taken to Kwajalein PoW camp, which was known as Execution Island. Six weeks later, they were both taken to Japan, where they passed through several more camps. Zamperini and Phillips were separated in the Land of the Rising Sun for the rest of the war and only reunited after it was over.
Louis Zamperini was given a hero’s welcome when he returned to the United States. He was also awarded a medal and promotion, and despite enduring nightmares about this experience, he did not withdraw from society. Instead, he became a keynote speaker. Moreover, he ran a leg of the torch relay for the winter Olympics in Nagano, Japan. His story is recorded in books and in a Hollywood film called Unbroken (2014), which was written by the Coen brothers and Richard LaGravanese and directed by Angelina Jolie, who had a well-known cast to work with.
