Wavelength #84

I make no apologies for singing the praises of the first Athens Forum in this editorial because it really was a special occasion for those who were participating in or attending a CENMAR Forum for the first time and our ‘seasoned campaigners’. Having seen other such events on the Internet, I know that planning is just as important as the quality of content. The Athens Forum delivered on both fronts, which allowed the presentations, videos and activities to complement each other and form threads that lasted all the way through.

There were many thought-provoking items, but one that stood out for me was the ‘Generation Gap’. This term has several connotations, including that of a disconnect, which is undoubtedly negative. During the Forum presentation of this subject, this connotation was firmly dispelled as the senior management openly expressed their belief and trust in the ability of our younger colleagues to take the Company into the future. For their part, the younger generation also declared their trust that the ‘old guard’ would leave them a legacy they would be proud to go forward with. To my mind, this kind of mutual trust eradicates those potential clashes that can arise due to differences in generational approaches.

The theme of handovers also cropped up in a conversation I had with Chief Engineers KAPUR Vishwajit and BHAUMIK Manoj at the Forum. The word ‘gracious’ came up in the short discussion to describe the kind of behaviour that should always be adopted to avoid acrimonious handovers derived from the attitude of: “If there is anything wrong, it’s your problem now.” So, the threads created in the Forum also spilled over into the breaks!

As regards other submissions, the Technical Department article focuses on vessel performance, while the Marine Operations contribution covers key features of a ship-to-ship operation. Both topics are complex, but Konstatina Fountouli and Captain Prashant Kumar managed to provide clear explanations of the

Dear seafarers, Company News

two topics so that they can be digested by non-experts without downplaying the difficulties involved.

The SQE Department article verifies its unwavering commitment to elevate the level of safety on board. In this issue, there is a commendation of our Seafarers aboard 21 Company vessels with impeccable safety records, a request for feedback on a userfriendly document (Enclosed Space Entry Permit) that enhances safety and three cases of improper entry into enclosed spaces that resulted in fatalities. Although they are graphic reminders of the dangers on board, they are essential reading for each and every one of our Seafarers!

Mental Well-Being introduces an important self-assessment tool to gauge balance in life. It a allows the user to improve well-being through acting on the answers given to personal questions. In other words, it is personalized so that a tailor-made course of action can be followed to make life healthier.

There were also two excellent submissions for the Voices from the Fleet section. The first from C/E Satyou Sunder Ghosh is a wonderful account of an experience encompassing the building, sea trials and commissioning of M/T Dimitri. The account culminates in a proud handover to a fellow Chief Engineer, a colleague he has complete confidence in. The second, from ETO Faustino Beterbo II, focuses on the safety aspect of his work. His contribution highlights the mutual appreciation that has been established between the SQE Department and our Seafarers to reach goal zero.

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

Onboard Promotions

In the first quarter of this year, sixteen of the Company’s Seafarers were promoted. The list of those who gained a promotion together with their vessels and promotion details in chronological/alphabetical order appears in the table below.

Disclaimer: The contents provided herewith are for general information purposes only and are not intended to replace or otherwise contradict the detailed instructions and procedures issued by the owners, managers, flag etc. The articles presented and the views expressed in the bulletin do not necessarily reflect those of the publishers.

www.remdesign.gr

Once again, the list of our promoted Seafarers spans the widest possible range. Two of the Company’s Seafarers have reached the top of the promotion ladder to become Masters, which has reflected their hard work, commitment and loyalty. Similarly, a new chief cook has been appointed to a position that assumes the role of keeping morale high by providing the best meals possible for those on board.

CENMAR Athens Forum 2023

Fifteen years after the first such event, the CENMAR Forum eventually landed in Athens. We were very excited at the opportunity to present you with a successful event, in which colleagues from the Head Office, Ukraine, India, Philippines, Romania and Greece would participate.

So, on 6-7 April 2023, we welcomed about 200 people from around the world, with over 40 speakers/presenters in order not only to discuss matters that affect us all daily but also to meet, to bond, and to have a pleasant time together.

During this Event, there were many highlights like the presentation on the History of Greek Shipping, along with our Company’s “Journey So Far”, the panel discussions on the Five Principles of Human Performance and the Generation Gap and, of course, the breakout activities which brought an added dimension to the Forum, and brought people from different departments closer.

Other topics focused on ‘Safety Culture and Causal Reasoning’, on ‘How we Respond to Failure’, on Bunkering Operations, Mental Well-being, Drills, Passage Planning and the new regulations of EEXI & CII.

Last but not least, we must highlight the Departmental presentations, where the spotlight was on all the people at Head Office that do an extremely important job for the Company and vessels, but are not usually seen on board or at Company Forums.

Participant Insights

Anastasia Malegou, SQE Coordinator

All of our Seafarers on the list are to be congratulated on their respective promotions as moving up the promotion ladder is never a given. Instead, it indicates, among other things, a motivation to progress, which is fundamental to career development.

We wish all our Seafarers safe voyages and safe returns home at all times, and look forward to seeing their names on the list of promoted officers or ratings in the future.

The overwhelming consensus was that the Forum was a resounding success. This assessment was based not only on the topics that were selected for presentation and the activities that allowed every attendee to get involved but also on the way the Forum was structured. Credit for this must go to all the Company’s personnel and CENMAR staff that participated in the preparations, and also to the Forum organizing committee (Eleni, Anthony, Elli, Gerda, Maria, Yannis, Panagiotis, Dimitris, Chara, Dimitris, Margarita, Kostas, Laura, Vaia, Jason and Konstandina), whose efforts and ideas led to this outcome, and who I would personally like to thank Those that wish to refresh their memories of this wonderful experience are urged to visit our YouTube “Marine Trust Ltd” channel, and enjoy all presentations from Athens 2023 as well as those from Manila 2022. Stay tuned for our next events coming up later this year.

Some of the all-important experiences gained by several of the first-time participants are described in the following section on the Forum.

Andreas Chandris MarOps Fleet Supervisor & Forum Chairman

in a Forum, hosted in our “home” could never compare to the descriptions from colleagues that had attended previous ones. I can say without hesitation that the feeling was at least ten times more intense than what I had expected.

Even though I have been with the Company for several years, due to my personal fear of flights, I have never attended any of the Forums held in Manila, Ukraine & India. So, you can understand the excitement I had when it was confirmed that we would host a Forum in Athens! The feeling of taking part

Firstly and most importantly, I got the chance to meet most of our Ukrainian Officers & crew in person. It was quite touching! I may have met our officers previously during Head Office visits, but now in a more relaxed atmosphere we were able to connect, share and feel like members of the same family. Moreover, I had the opportunity to see Superintendents that are usually abroad and rarely come by the Office. To be honest, it was a unique feeling, I felt like I was back to day one when I was… (of course, a lady never reveals her age).

Last but not least, I was surprised with the new colleagues who, without any hesitation, stepped forward and not only introduced themselves but also delivered their presentations confidently. Welcome to the new era.

I had never had the chance previously to attend a Forum – only over the Internet. So, it was a great pleasure to join the CENMAR Athens Forum 2023. I introduced one of the 5 Principles of Human Performance, namely

Vaia Kyriodimou, SQE Officer

“How you respond matters”. To be honest it wasn’t easy to pick up the microphone and talk in front of 120 people (crew, colleagues and guests), but as Marie Forleo said “Growth only happens when you get out of the comfort zone.” When I finished my part with “we can blame and punish, or we can learn and improve, but we cannot do both” and passed on the mic to my colleague, I felt happy and relieved.

It was a wonderful experience to meet so many people with whom I have exchanged messages or spoken to on the telephone. I was excited and I tried to meet the majority of our officers. I wanted to introduce to them the person who sends to the fleet all these updates of the SMS. I feel glad and thankful for this experience! I wish to have the opportunity to meet more of our crew members at another Forum.

Stella Koulatsidou, Compliance Officer

Gerda Tiemersma, Personnel Manager

Sofia Makrygianni, Supply Purchasing Officer

For the first time I participated in the CENMAR Forum in Athens between 6th and 7th of April 2023 as a speaker. It was the first forum of my life and hopefully, not the last. The notion of forum speaking both excited and scared me a lot.

It seemed like a nerve-wracking experience. But now, several weeks after the Forum I took the time to look back and realize that I had done it and I might admit that it was a unique experience, and a great challenge to overcome my fear of public speaking. The Forum's sessions were very interesting and the most important thing for me was that the rest of the participants helped me to feel at home and enjoy these 2 days.

It was really nice to physically attend the Forum and to participate in it. What I found especially gratifying was that all the office staff were able to attend since the Forum was held in Athens. Sea and shore staff mingled during breaks and break-out events and got to know each other a little better in the process. Quite a few colleagues, some of whom had only joined the Company a few months earlier, participated in discussions and presentations and did an amazing job. In short, it was a wonderful experience from beginning to end.

Eleni Lykofridi, SQE Superintendent

I was thrilled to participate in this Forum as it was the first time in a while that I spoke to an audience. However, this time was different because I presented my department, the Supply Department, and more specifically our main occupation and goal. In addition, I explained the importance of learning, which is one of five principles of human performance, by sharing my personal experience of how learning, application and improvement are inextricable links of the same chain. It was a magnificent opportunity for me, as a new member of the Company family, to get to know my colleagues better and meet in person so many of our Seafarers.

Elena Kokkinou, Compliance Officer

Being actively involved in the Forum brought me several emotions and thoughts! It was so amazing to feel that in a room with 150 people, the sense of unity was strong. The environment was safe and supportive, even for newbies like myself. I look forward to meeting in person many more of our Seafarers in Manila or Mumbai!

When we were asked if we wanted to participate in the Officers’ Forum in Athens with a short presentation I thought: Why not? I joined the Company very recently and, to be honest, the concept of such forums was very new to me. I am very glad I was open to it and that I actually took part. Of course, it was a bit stressful to talk in front of so many people. Even so I appreciate that I was given the chance to speak up and share my thoughts and my work. But most importantly, it was a great pleasure and opportunity to bond with my colleagues and meet some of our Seamen.

Experiential learning at its best; a balanced set-up encompassing not only genuine knowledge sharing but also good old traditional "play"! The physical proximity or coexistence and social interaction between the Officers and such a significant number of Office staff was a joy to be part of.

Forum Photos

Attending the CENMAR Athens Forum was a unique experience, offering me the opportunity to meet, interact and connect with our Seafarers, and most importantly to witness at first hand the approach and care of the Company towards them and their families. The Forum was full of experiences, presentations, games, tabletop exercises, teamwork activities relating to various topics that left us with food for thought and ideas for improvement. Watching the Company's history video was thrilling and made me proud to be part of this Team.

It was a great experience to attend the Company's Officers’ Forum in Athens and speak in front of our Seafarers and shore personnel. The opportunity to introduce our department and the key points of our work was exceptional and entertaining at the same time.

I hope that I will be able to communicate again with our Seafarers in forthcoming Officers’ Forums to exchange views in such a unique manner.

Laura Kazazis, Vetting Officer

Mina Kotsaki, Forwarding Officer

Apostolis Moraris, Spares Purchasing Officer

Left to right: Ioannis Pantos, Director/Technical, George Zindros, Manager Business Development at ABS, Gerda Tiemersma, Personnel Manager, George Andreadis, Marine Chief Executive for Greece at Bureau Veritas, Michael Kapsorrachis, Director Marine Operations

Left to right: George Poularas, CEO at Enesel, Anthony Lambros, COO, Laura Kazazis, Vetting Officer, Despoina Moustaka, General Manager at Maran Gas, Theodosis Stamatellos, Regional Manager, South Europe at Lloyd’s Register Marine & Offshore, George Zindros, Manager Business Development at ABS

Tiberiu Duluchian, Managing Director RomTrust SRL, receiving a gift of appreciation for his assistance to CENMAR Ukraine

Left to right: Nick Seaman, Wavelength Editor, Oleksandr Stryzhov, Pre-Fixture Specialist, Oleg Khrushch Master; Oleksandr’s mentor was Captain Oleg Khrushch, and his mentor was Oleksandr’s late father, Captain Vladimir Stryzhov.

CENMAR Ukraine accompanied by Vaia Kyrodimou and Olga Kostrynina

Concluding the Forum. (More photos from the Forum from a different perspective on page 23)

Building, Testing and Taking Over Suezmax Tanker M/T Dimitri

Submitted by Cheng Ghosh Satya Sunder, currently on board M/T Agios Nikolaos

The beautiful ship M/T Dimitri was built in Samsung shipyard, in Geoji, South Korea.

I, Satya Sunder Ghosh, was one of the members chosen (as Chief Engineer), for the final stages of building, sea-trials and commissioning of this majestic vessel. We arrived in South Korea on 10th November 2022. It was a beautiful day and I still remember the camaraderie and bond all of us felt during the journey from Incheon airport to Geoji.

The pace of building the ship was steady and fast. Two other Suezmax for our Company, were also being built alongside. Our team along with Site Manager Christina Toki, Natasa Sakkelariou, Vasili Moulos, Stratos Palaiologos, Captain Nitin, 2nd Engineer Basavaraj, 2nd Officer Siddhartha and Electrical officer Katoch, worked hard with full vigour and dedication.

Mr. I. Pantos, Director/Technical, joined us during the sea trials and we had a very fruitful discussion on various technical aspects.

The sea trials were fast paced, with all the machinery tried out in 3 days.

During one of the weekends we visited the famous Buddhist temple, Haedong Yonggung. It was a very heart touching moment. The serene atmosphere filled our hearts with bliss. The universal message of love and harmony echoed from every corner of the temple.

The fast pace of work of South Korean ship builders, along with the dedication of Class surveyor Mr. Lee, ensured that the vessel was built to exalting standards. We used to reach the yard every day at 8am and the work was divided among us to oversee the installation, testing and commissioning of various machinery. Every day we walked an average of 20 km.

As the days went on, the temperature started falling until it reached – 2o C. The light snow filled the place, and a different beauty revealed itself. I decided to see one more Buddhist Monastery, Samgwangsa. As the temperature was low, the others decided otherwise and I again went to Busan on one of the holidays to pay my respects to one of the great masters who lived in the temple, Patriarch Sangwo Wongak. The wisdom of the great master was etched in every part of the temple.

Finally, the day of the vessel handover came on 5th January 2023. We took the vessel with full confidence, navigated critical technical issues and finally after few months, I handed over charge to the next Chief Engineer.

All in all, it was an experience of a lifetime.

Chief Engineer Satya together with Mr. I. Pantos (Technical Manager – centre), Miss Christina Toki (Site Manager – on the right front), Mr. S. Palaiologos (Superintendent Engineer – next to Chief Engineer)

Haedong Yonggung Temple

(Voices from the Fleet continues on page 18.)

Voices from the Fleet (1)

Samgwangsa Temple

Vessel Performance

Introduction

Performance has become a buzzword in the Maritime Industry in recent years. Vessel performance is not only closely related to energy efficiency and environmental impact, both of which are becoming increasingly regulated, but it is also related to vessel safety, cost efficiency and profit optimization.

Performance Parameters

A ship sailing through the sea is a complex process affected by many parameters that interact with each other. An easy way to categorize them is to distinguish between their design and operational parameters.

Design parameters

Hull form and propulsion system performance optimization is thoroughly studied in the design stage of new vessels. Hull form optimization is one of the major ways to influence a vessel’s performance. Progress in this field has recently been accelerated by the introduction of CFD (Computational Fluid Dynamics) analysis and faster computer processors. In this way, multiple models can be examined in a fraction of the time and effort that would be required with the traditional way of testing scaled models in a towing tank.

Operational parameters

Hull form optimization consists of first determining a vessel’s capacity, principal dimensions and service speed and then the detailed hull geometry (Lines Plan). Hydrodynamic performance varies significantly with changes in draft and ship speed, so different sailing conditions are often studied at this stage. Apart from hull form optimization, but closely linked to it, the propulsion system should also be optimized for the specific project. Propeller characteristics (diameter, number of blades, pitch, etc.) and Main Engine characteristics (RPM and power output at the MCR (maximum continuous rated power output)) are determined for a specific hull form. However, hull and propeller performance cannot be studied separately as they interact significantly with each other. Similarly, the propeller and Main Engine need to have the same operating points for the enhancement of propulsion efficiency. The vessel’s performance optimization at this stage is an iterative procedure aiming to optimize the whole hull-propellerengine system performance.

Once the design parameters have been determined and a new vessel is built, performance evaluation is based on the operational parameters.

A vessel’s performance is greatly influenced by the weather. Wind, waves and current add resistance to the vessel’s movement making it harder to achieve the desired speed and subsequently requiring more power output from the Main Engine. Of course, we cannot control the weather. What we can do, though, is to ensure the optimization of a vessel’s route based on the weather forecast. This often means avoiding bad weather conditions even by taking the longer route to reach the destination.

By Konstantina Fountouli

Another important operational parameter of a vessel’s performance is the condition of the hull and propeller. While ships sail through the sea, the submerged part of the hull gets fouled, increasing the hull’s friction through the water and subsequently its resistance. Similarly, when the propeller is fouled, its performance is degraded. Hull fouling usually consists of slime, grass, barnacles and mussels, while the most common finding in propeller fouling is slime.

In order to delay hull fouling, the hull is painted with high performance anti-fouling paints. Anti-fouling paints affect a vessel’s performance in two major ways: first, they provide minimum friction resistance through the water and second, they act as a deterrent for marine organisms that usually get attached to the hull. When fouling appears, a vessel’s performance can be restored with propeller superpolishing and/or hull cleaning.

Hull fouling is also influenced by the vessel’s operational profile. Long anchorage stays and sailing through tropical waters both facilitate the marine growth on the hull and propeller, while sailing at fast speeds and through cold waters can delay the appearance of fouling.

Just as importantly, the condition of the Main Engine has a direct effect on the overall performance of a vessel. An evaluation of the Main Engine’s performance is made based on the Maker’s recommendations. The main parameters involved in the performance evaluation of the Main Engine are:

Figure 1: CFD analysis simulation

Figure 2: Model tests in a towing tank

Figure 3: Vessel's hull before and after hull cleaning

Figure 4: Propeller blade before and after superpolishing

• Barometric pressure

• Engine speed

• Ship’s draught

• Mean indicated pressure

• Compression pressure

• Maximum combustion pressure

• Fuel pump index

• Exhaust gas pressures

• Exhaust gas temperatures

• Scavenge air pressure

• Scavenge air temperature

• Turbocharger speed

• Exhaust gas back pressure in exhaust pipe after turbocharger

• Air temperature before T/C filters

• ∆p air filter

• ∆p air cooler

• Air and cooling water temperatures before and after scavenge air cooler

The observations of these parameters are documented in the Maker’s evaluation forms and are compared with earlier observations and the results of shop and sea trials of the specific engine in order to assess its condition. Deviations in the observations of the Main Engine’s current condition compared to earlier documented conditions are an indication of what engine components should be overhauled and when the overhauling should be carried out. However, not all parameters can be evaluated separately, because changes in one parameter can influence another parameter. For this reason, these parameters must be compared to the influencing parameters to ensure correct evaluations.

For instance, an impression of the Engine’s load can be depicted by the average Mean Indicated Pressure (pi). The Mean Indicated Pressure for each cylinder should not deviate a lot from the average value of all cylinders. The acceptable limit for this deviation is provided by the Maker.

The relation between the average Mean Indicated Pressure and the Engine’s speed is described by a model curve for each Engine. Deviations from the model curve show whether the propeller is light or heavy, i.e. whether the torque on the propeller is small or large for a specified speed. If this is compared to the draught and under the same weather conditions, then it is possible to judge whether the alterations are due to changes in the draught or an increase in the propulsion resistance due to hull fouling. In a similar way, the evaluation of all parameters is made taking into account how they interact with each other.

Turbocharger efficiency is also an important part of Main Engine’s performance. Turbocharger efficiency reductions can normally be related to “flow deterioration”, which can be counteracted by regular cleaning of the turbine side and possibly the compressor side.

The performance of Auxiliary Machinery is equally important since all the pieces of equipment on board are linked to one another and the best way to ensure optimal performance is proper maintenance according to the Maker's recommendations.

How do we monitor our Vessels’ Performance?

A number of different techniques have been employed for the evaluation and optimization of our fleet’s performance. The most important of them are described below.

Propulsion optimization

Propulsion hydrodynamic improvements

26 of our 41 vessels are equipped with propulsion improvement energy efficiency devices like propeller ducts, rudder bulbs,

propulsion improvement fins, etc. For five of these vessels, the energy efficiency devices were retrofitted during their 1st Special Survey.

Our latest Newbuilding vessels are equipped with SARB (Samsung Advanced Rudder Bulb), Saver Fins (Samsung Advanced Vibration and & Energy Reduction Fins), SAVER Stator-D (Partial Duct) and STAR Propeller for improved efficiency.

Hull & Propeller Maintenance

As per our planned maintenance policy and taking into account the obtained benefits in terms of reduced fuel consumption, hull underwater inspection and propeller superpolishing is scheduled to be carried out on all Company vessels with every 4-6 months.

Figure 5: Mewis duct on M/T MIKELA P.

Figure 6: Samsung SAVER Fins on M/T KAPSALI

Figure 7: Pre-swirl Stator and rudder bulb on M/T ALEXIA

Hull and propeller conditions are monitored using the software Fleet Manager and ANKO Performance developed by Helintec. The software produces Power-Speed and FOC-Speed diagrams with the present condition of a vessel in comparison with the expected performance based on the hull’s geometry, model test data and the vessel’s sea trials results. Deterioration of a vessel’s performance that can be detected using the software, is often an indication that the vessel is in need of propeller superpolishing and/or hull cleaning.

Hull coating systems

In the last 10 years, antifouling paints based on “silyl acrylate” technology have been applied to the underwater hull part of our vessels.

The main benefits of the silyl acrylate SPC antifouling paints are the following:

• Controlled polishing rate

• Excellent application properties

• Reduction of hull roughness because of the polishing and smoothing action of SPC antifouling.

• Anticipated average annual fuel savings of approximately 3-4% compared to conventional antifouling paints. On our latest Newbuilding vessels, antifouling paints of silyl methacrylate technology have been applied.

Machinery Optimization

Machinery Maintenance

The Company’s PMS (Planned Maintenance System) for the maintenance of the Main Engine and auxiliary machinery is based on the Makers’ recommendations ensuring optimal machinery performance. The PMS, based on operational experience and the Makers’ revised maintenance instructions, is updated / amended as required.

In addition to the Planned Maintenance System, Condition Monitoring techniques are used to maintain the optimal performance of the machinery. Vibration Monitoring and Infrared Thermography surveys by specialized companies are scheduled regularly on our vessels. Condition monitoring is also achieved with lube oil (LO) analyses, hydraulic oil analyses and drain oil analyses from the Main Engine, which are carried out at periodic intervals. If the LO analysis result is “Caution” or “Urgent”, corrective measures are taken in order to restore the LO to normal condition.

Machinery performance is also evaluated by the Makers. For Alfa Laval Purifiers, inspection by the Maker’s service engineers is made occasionally as part of their “Harbor Support Program”. Performance sheets are evaluated by the Makers of Stern Tube Air Seal type systems, ICCP and MGPS systems and Teamtec incinerators.

Performance of our latest newbuilding vessels is monitored through Samsung’s SVESSEL monitoring tool in real time.

Main Engine Performance

The performance of the Main Engine is evaluated by the following means:

• Monthly Main Engine Performance Report (ENG-004)

• Diesel analyzers for measuring performance of the Main Engine

• For vessels equipped with ME-C engines, Main Engine Performance is also monitored through MAN’s computerized performance monitoring system Primeserv Engine Vault.

The reported performance of Main Engines is evaluated in the Technical Department’s monthly Performance Monitoring Meetings.

Figure 8: FOC - Speed diagram produced by Fleet Manager software

Figure 9: Power - Speed diagram produced by ANKO Performance software

Figure 10: Samsung's SVESSEL monitoring tool

Diesel Generators performance optimization

The performance of Diesel Generators is evaluated by the following means:

• Monthly Diesel Generators Performance Report (ENG-005)

• Diesel Analyzers for measuring performance of Diesel Generators

• Computerized performance monitoring system “SHIPSWEB” of Yanmar is provided on vessels with Yanmar Diesel Generators. The reported performance of Diesel Generators is evaluated in the Technical Department’s monthly Performance Monitoring Meetings.

Energy Performance Indicators (EnPIs)

The following Energy Performance Indicators (EnPIs) have been developed and are monitored by the Company yearly in the annual review and self-evaluation of SEEMP (Ship Energy Efficiency Management Plan) and the Company’s Management Review Meetings (MRMs):

• Yearly total bunker consumption

• Bunker consumption per nautical mile in ballast condition

• Bunker consumption per nautical mile in laden condition

• Diesel Generators OperationalOptimizing Index showing the number of Diesel Generators working per day during sailing

• Average bunker consumption per vessel for each vessel group.

The Energy Performance Indicators are compared for same size vessels and evaluated accordingly every year. New targets for improved performance and energy efficiency are set every year. The maintenance and improvement of our vessels’ performance is a continuous and challenging task that requires effort from multiple sources and perhaps the most valuable input comes from our people on board who operate the vessels and know their strengths and weaknesses better than anyone.

Figure 11: Main Engine Performance evaluation provided by "Primeserv Engine Vault"

Figure 12: Main Engine Performance evaluation provided by "Primeserv Engine Vault"

Figure 13: Main Engine Performance evaluation provided by "Primeserv Engine Vault"

Figure 14: Performance evaluation of Diesel Generators provided by Yanmar

Ship-to-Ship Operations: Marine Operations

The Integral Role of the Person-in-Overall Advisory Control

Introduction

Ship-to-ship (STS) operations are critical processes that enable the transfer of various types of cargo such as crude oil, refined petroleum products and liquefied gas between vessels at sea, or in designated port areas. These operations require meticulous planning, coordination, and adherence to safety protocols and environmental regulations. A key figure in ensuring the success and safety of STS operations is the Person-in-Overall Advisory Control (POAC). This article will explore the intricacies of STS operations and the essential role of the POAC in maintaining the safety and efficiency of these procedures.

Ship-to-Ship Operations

STS operations consist of several steps, including pre-planning and risk assessment, communication and coordination between participating vessels, mooring and fendering arrangements, cargo transfer, and unmooring. Throughout these stages, clear communication and collaboration between the vessels and shore-based support are crucial to ensure the safe and efficient execution of the operation.

Key Responsibilities of the POAC

By Captain Prashant Kumar

1. Risk Assessment and Planning: The POAC conducts a comprehensive risk assessment before the commencement of the STS operation. This assessment involves analyzing the compatibility of the vessels, weather and sea conditions, equipment, and personnel to identify potential hazards and implement suitable control measures.

2. Communication and Coordination: The POAC ensures seamless communication between the participating vessels, tugs, and shore-based support. This individual also coordinates the efforts of various parties involved, guaranteeing that all necessary preparations are made and that everyone is aware of their roles and responsibilities.

3. Supervision of Mooring and Fendering Operations: The POAC supervises the positioning, mooring, and fendering of the vessels, ensuring that they are securely and accurately positioned to prevent any risk of collision, grounding, or other hazards.

The Role of the Person-in-Overall Advisory Control (POAC)

The POAC is a highly skilled and experienced individual with an indepth knowledge of STS operations, regulatory requirements, and safety procedures. This person’s main responsibility is to serve as the central point of communication and decision-making during the STS operation. Therefore, the POAC collaborates closely with the Masters of both vessels and other involved parties, such as terminal operators and third-party service providers.

4. Cargo Transfer Monitoring: During the cargo transfer process, the POAC closely monitors the operation, ensuring that transfer rates and procedures are maintained within safe limits and that all safety precautions are observed. They also address any issues that may arise during the transfer process, such as leaks, spills, or equipment failures.

5. Emergency Response: In case of an emergency, the POAC is responsible for coordinating the emergency response efforts of both vessels and any other involved parties, ensuring that appropriate action is taken to mitigate any risks and minimize potential consequences.

Conclusion

The POAC is a vital figure in ship-to-ship operations, acting as the central point of coordination, communication, and decisionmaking throughout the process. The POAC’s expertise and careful oversight ensure that STS operations are carried out safely and efficiently, minimizing the risk of accidents and environmental incidents. As the shipping industry continues to adapt and overcome new challenges, the role of the POAC remains paramount in maintaining the highest standards of safety and operational excellence.

Crew Department

Cenmar Ukraine Relocated in Romania

Following the outbreak of war in Ukraine in February 2022, the Company and the Cenmar office staff had to take an urgent decision about how crewing operations could continue without problems. This resulted in several colleagues from Cenmar Ukraine being relocated in Tulcea, Romania for a few months before their second move to Constanta.

In Constanta, Yelyzaveta Koslova, Natasha Gribniuk, Khrystyna Vshyvtsova and Alla Dekhtyarenko were able to work together again, communicate with Ukranian crew in Europe or still in Ukraine, organize crew changes, arrange physical and online

training activities and perform all other operations as if they were still working in Odessa.

Meanwhile, Anastasia Sokolovska and Tatyana Pusova opted to remain in Odessa and operate from there, while Olga Orlova relocated in Germany, from where she has been working remotely for the SQE Department.

We wish to praise all our Cenmar staff for their resilience in these difficult times. We would also like to say that it has always been a pleasure for all the Crew Department staff to work closely with such optimistic, smiling and energetic colleagues.

Cenmar staff at their workstations

MESSAGE FROM THE DPA: Incident Free Vessels

Dear seafarers,

I am happy to commend your colleagues on board the following vessels, who kept their safety intact and their safety culture on the rise: • On board 7 of our vessels since these were delivered • On board 14 of our vessels within the year 2022

Since delivery (7 vessels)

M/V Philippos A. – Since 2011

Remains accident free over the past 11 years!

M/T Merapi • M/V Alliance

M/V Andonis • M/V Danae

M/V Duke II • M/V Smyrna

Keep up the “SAFE” work!

I wish you safe voyages and a safe return home,

Elli Moretti

Within 2022 (14 vessels)

M/T Apanemo • M/T Captain A.Stellatos

M/T CE-Bermuda • M/T Kapsali • M/T Merbabu

M/T Mikela P. • M/T Pserimos • M/T Semeru

M/T Sereno • M/T Sundoro • M/V Calliope P.

M/V Evgenia P. • M/V Irina • M/V Nilos

Have you seen our new Enclosed Space Entry Permit?

I hope it will become a valuable tool to boost your safety onboard. It may go on for 5 more pages, but we hope these are “user-friendly” pages. The SQE Dept. will highly appreciate your feedback after you have used it. Is it improved? Is it clear? Is it easy to use?

In addition to the new permit, we have also updated relevant FIM Chapter B, Section 2

Entry into enclosed spaces continue to claim seafarers’ lives on board regardless of the type of vessel

The Rightship global vetting team have investigated a selection of 360 incidents involving 385 fatalities since 2019. 31 of these happened in enclosed spaces. They found that all of these could have been avoided if certain preventative or mitigating controls had been in place.

Case 1 – H2S Intoxication within a cargo tank

The vessel was loaded with crude degummed soybean oil. After discharging, vessel drifted for 8 days. During this time, all tanks were washed, except cargo tanks 4 Port and Starboard, where the residues/slops were accumulated. Once the voyage orders were received, the crew continued tank cleaning.

After washing and mopping operations were carried out in cargo tank no.4 Starboard, the 4 Port cargo tank washing water was

Source: Rightship.com/ Safety insights

discharged into the sea. Entry into the cargo tank was scheduled for after the discharge and freshwater wash completion. There was no issued instruction to the deck crew regarding tank entry, cleaning, or mopping.

At 5:30 PM, Able Bodied Seaman no. 1 (AB1) notified the Chief Officer that he saw the Bosun and Able-Bodied Seaman no..2 (AB2) lying on the floor of the 4 Port cargo tank. He added that he suspected they may have fallen into the tank. A general announcement was made, and the Chief Officer arrived at the scene joined by other crew members. The Master arrived a few minutes later, accompanied by the Chief Engineer.

They witnessed Able Bodied Seaman no 1 (AB1) lying on the tank floor next to the Bosun and Able-Bodied Seaman no..2 (AB2). It was evident that he had attempted to rescue them

from the SQE Department

without waiting for assistance and/or evaluating the situation. The Master, ignoring the crew's attempt to stop him, rushed into the tank without Personal Protective Equipment (PPE), whereupon he immediately collapsed. The rescue team commenced a rescue operation following relevant procedures and lifted the casualties out of the tank.

On their arrival, the shore medical/rescue team completed atmosphere measurement and observed the presence of Hydrogen Sulphide (H2S) inside the tank. Upon their examination of the casualties, the Master, Bosun, and Able-Bodied Seaman no.2 (AB2) were pronounced dead. Able Bodied Seaman no.1 (AB1) was evacuated to a shore hospital.

The autopsy revealed pulmonary oedema in all casualties, a common result of exposure to high concentrations and intoxication of H2S. Furthermore, toxicology revealed lethal levels of thiosulfate, which resulted from metabolism of H2S.

Unfortunately, there were no survivors …

This case is re-enacted in a short but very impactful video which you find in:

https://youtu.be/bEqthx4a7gQ

Case 2 – Asphyxiation within the cargo hold

The vessel arrived at her nominated discharging port’s outer anchorage area partly loaded with Silver concentrate (Hecla Silver) inside cargo hold no.2, and bulk concentrate inside cargo hold no.1 and cargo hold no. 4.

That morning, the vessel’s Chief Mate along with Able Bodied Seaman no.1 (AB1) conducted daily deck maintenance checks. They started at the Bosun’s store, before moving to the cargo holds. The Chief Mate intended to enter cargo hold no.2 to check the hatch cover watertightness. Able Bodied Seaman no.1 (AB1) was ordered to open the manhole for ventilation. After 30 minutes the Chief Mate went down the ladder through the open manhole while Able Bodied Seaman no.1 (AB1) remained outside.

A few minutes later, AB1 shouted out to the Chief Mate a couple of times, yet there was no response. Able Bodied Seaman no. 1 (AB1) then decided to enter cargo hold no.2 to check on the Chief Mate. While climbing down the ladder, about two metres into the cargo hold, he realised it was difficult to breathe. He saw the Chief Mate lying unconscious on the second platform. Able Bodied Seaman no. (AB1) exited the cargo hold, went back to the accommodation, and called for assistance.

The Master and crew members gathered on the poop deck to conduct the rescue operation. Crew members commenced opening the cargo hold hatch covers. This took longer than expected due to the pre-tightened securing cleats. The hatch cover was opened, and the Chief Mate was recovered, but there was no pulse. The crew performed CPR for almost 1 hour without success and the Chief Mate was pronounced dead.

Case 3 – Three fatalities during cargo hold sampling

This tragic incident took place on board a bulk carrier berthed at port. The ship arrived with a cargo of wheat bran pellets. The receiver’s representative requested the vessel provide samples from all holds. The Chief Mate along with Third Officer and AbleBodied Seaman no.1 (AB1) went to collect the requested samples. They took samples from holds no. 1 and no.2, but not hold no.3 as it contained the same cargo as hold no.1. At this point, the Third Officer went to place the samples at the accommodation ladder. Upon learning that one of the stevedores was selling phone cards, the Third Officer went to the ship’s office. When he returned, he could not find the Chief Mate or Able-Bodied Seaman no.1 (AB1). Feeling suspicious, he then looked inside the hold no.4 booby hatch and found both lying unconscious below. He then went back to raise the alarm and seek help.

While the crew were preparing for the rescue operation with both the Third Officer and Chief Engineer in attendance, the Master rushed to the site. Despite advice not to enter the hold, he entered the tank and he too fell unconscious. This incident resulted in all three as fatalities.

What went wrong?

Poor procedures / Lack of Permit - Inadequate/inappropriate entry into enclosed space SMS procedures, lack of familiarisation with the existing procedures, lack of training

Incomplete risk assessment - Failure to evaluate/understand/ communicate risks associated with certain types of cargoes, lack of understanding/appreciation of the risks associated with fumigation

Incorrect atmosphere testing - Gases and vapours that are higher in density than air (such as H2S) sink to the bottom, resulting in a higher gas concentration further from the top of the tank. Conversely, lighter gases and vapours rise up and result in a higher concentration at the top area of the tank. Gases and vapors also tend to have a higher concentration in areas where ventilation is least effective such as corners, and under inspection way/platforms. In one particular case, the investigation revealed that large and dangerous concentrations of H2S can in specific circumstances be present within tank residues and only manifest themselves when the top "skin" of the residue has been disturbed, for example, by a person stepping into the residues.

Human Factor - Improper decision-making, absence of proper safety culture, over-reliance on a false sense of safety (i.e. ‘we have always done it this way with no problems’), cultural differences/ considerations wherein lower ranks are unable to challenge wrong decisions made by senior officers, crew behaviour when commercial pressure is exercised.

Commercial pressure - reportedly felt by crew to complete hold/tank cleaning in a time window that otherwise would not be considered adequate. As a result, crew members knowingly deviated from entry into enclosed spaces requirements and best practices to complete the task on time and meet the deadlines.

Mental Well-Being

Balancing your life

Mental health means striking a balance in all aspects of your life: social, physical, spiritual, economic and mental. Reaching a balance is a learning process. At times, you may tip the balance too much in one direction and have to find your footing again. Your personal balance will be unique, and your challenge will be to stay mentally healthy by keeping that balance.

In order to maintain a healthy balance, we need to prioritize, first of all, our needs and separate them from our wants. On the other hand, it is important to feel pleased and fulfilled in all aspects, of our life. An example of a healthy balance would be to make time for friends and hobbies as well as spend the time required to meet deadlines at work.

To get a clear view of your priorities and maintain or restore balance in your life, you can use the “Wheel of Life” to identify which areas of your life need attention and which are properly fulfilled.

By Chara Markatzinou

The original concept of The Wheel of Life is attributed to the late Paul J. Meyer, who founded the Success Motivation® Institute in 1960. Paul J. Meyer was a thought leader and coaching industry pioneer. He built many programs to help people achieve their goals, manage time and be a better leader.

The Wheel of Life usually has 8 categories for life balance, although sometimes it has as many as 10. These categories can be changed and the wording customized as needed. Sometimes categories are split into two for more detailed scoring. Here is a list of categories and their common alternatives:

Emotional Life

1. Family and Friends: This category is usually split into "Family" and "Friends".

2. Love & Romance: This category name could also be named "Dating" or "Life Partner" or “Significant Other”.

Professional Life

3. Work & Career: This category includes your current working status and if split from career it could involve your ambition for a career.

4. Money & Finances: Other label name ideas include "Money" or "Financial Security".

Creativity

5. Health & Vitality: The category includes "Emotional" and "Physical" health.

6. Fun & Recreation: What you do to keep yourself happy

Social Life

7. Environmental: This category represents your relation with nature, our ecological consciousness, etc.

8. Community: Are you an active member of your community? Do you like to be involved?

Purpose in Life

9. Development: The category refers to your personal growth.

10. Spirituality: The category could be related but not confined to Religion, spiritual growth, etc.

How to use the “Wheel of Life”

Use colours. Rank the level of satisfaction with each area of your life by drawing a curved line across each segment. Scoring is between 1 (very dissatisfied) and 10 (fully satisfied).

c. The perimeter of the circle represents your "Wheel of Life".

d. Look at the completed wheel and ask yourself, "If this was my Wheel of Life, would it be a bumpy ride?"

Wheel of Life Questions to Help:

- How do you feel about your life as you look at your Wheel?

- Are there any surprises?

- How do you currently spend time in these areas?

- How would you like to spend time in these areas?

- What would make that a score of 10?

- What would a score of 10 look like?

- Which of these categories would you most like to improve?

- How could you make space for these changes in your life?

- What help and support might you need from others to make changes and be more satisfied with your life?

- What change do you want to make first?

- What is the smallest step you could take to get started?

- If there was one key action that would begin to bring everything into balance, what would it be?

The “Wheel of Life” is a dynamic, personal development tool and can be used at intervals, when we feel that we are out of balance or even when we wish to improve ourselves and set targets to achieve.

The material was drawn from thecoachingtoolscompany.com // blog.mynextcompany.eu // Safety at Sea magazine

Caring for one another

Almost every day, the ASD is literally subjected to different kinds of risks while working on board. As the picture shows, he is holding on with his PPE while responsibly performing his duties and responsibilities to the best of his abilities.

The maintenance job atop the crane requires not only skills and talent but ultimately courage and a strong will against the conditions surrounding him. These elements may include sudden gusts of wind, the movement of the vessel from side to side, hot / humid weather conditions, which make it more difficult to do the job. Moreover, add to that the dizzying height from where he is working. It seems like a task fit only for a circus acrobat. But all of these things are mere distractions to what is more important for the ASD. That he is to be able to provide the needs of his family while working far away from home. That is how the ASD thinks. Worrying is only for the faint of heart because it can only lead to a more serious problem in the end.

Around the world, thousands of seafarers face similar situations. There may be complacency due to long years of service doing the same tasks and sometimes the personnel may neglect their personal safety despite the risks involved. That is why we are thankful to our Company that establishes barriers like Daily Work Planning meetings, Permits, Risk Assessment, LMRAs and SWOs, LOTO, PPE Equipment and promotes safety culture among peers. On the other hand, paper dissemination like memos, circulars and published articles is not an effective way of impressing Seamen to be cautious all the time. This involves a more personal approach that will enable them to act and react accordingly. This is where the Shell initiative, as expressed in Learning from Incidents (LFI), Learning Engagement Tools (LET) and RL (Resilience) sessions comes in to break the behaviour of complacency and make sure our Seamen are always aware and safe. Participating or even watching remotely the topics discussed during Company Forums also contributes to raising safety awareness among Seamen.

Submitted by ETO FAUSTINO Beterbo II while on board M/V Guardian

Seamen should realize every action has an equivalent and equal reaction. Add to this realization his loved ones, family, ambitions, aspirations and dreams in life and you will formulate the steps to prevent incidents or accidents from happening. The mental state on how the crew thinks and responds should also be taken into consideration. Once he realizes that there is more to lose in neglecting such safety barriers, he will be more eager to responsibly and safely handle the situation.

A simple but effective way of preventing complacency is to post a picture of those loved ones and dreams inside their cabins or in a common area, next to safety posters, that will serve as a reminder to diligently strive adherence to safety. This is the same as placing a picture of your family on your desk or inside your wallet for you to remember the reason for your continuous hard work and perseverance. For sure, whatever you feel, despite the stressful and tiring day, when you look at it, this will somehow ignite something inside you to continue forward.

To finish the job is important, but finishing the job safely is even more important. Whatever the cost may be, at the end of the day, going back home to your family in one piece is the goal.

Being a Seaman is a very demanding profession entailing risks. We would like to thank our ETO for describing with vivid colours the aspects of Seamanship and also to congratulate him for his caring attitude, as through his words, he expressed his concern about another rank, that of ASD.

We would like to remind to all our Seamen that while on board, there are a number of safeguards to make their everyday tasks safe.

Let us count them together:

• Procedures

• Daily Work Planning meetings

• Work Permits

• Risk Assessment

• Last Minute Risk Assessment (LMRA)

• Stop Work Authority (SWO)

• PPE (your last line of defense)

Besides no task is to/must ever be performed if it is not safe. After all, the only thing that matters is for you to GET HOME SAFE!

Seamen while performing drills

ETO FAUSTINO Beterbo II on board M/V Guardian

Voices from the Fleet (2)

Registries and Countries

Malta

The Registry

The Maltese flag has graced vessels since 1973, when Malta became an ‘open’ registry. Administered by the Merchant Shipping Directorate of the Authority for Transport in Malta, the Flag has experienced a steady growth since its inception. Indeed, it is now the largest in the EU and sixth largest in the world by tonnage. All vessels that sport the iconic flag of a red field bordered in white with a Maltese Cross at its centre have Valletta as their homeport. One of the major advantages of using the Flag is the country’s prime strategic position in the Mediterranean. Others include a customer service orientated policy, wide-ranging maritime services, an available 24-hour, 7-day service and international recognition. Furthermore, the Malta Shipping Registry has gained great respect through its inclusion on the White List of both the Paris MoU and the Tokyo MoU as well as its position of the Low Risk Ship List of the Paris MoU.

In 2019, Malta established a regional shipping office in Athens which was a positive move as Greek-owned vessels make up around 55% of the total tonnage that sails under the Maltese flag. In second and third places respectively follow the UK with just over 4% and Germany with 3.5%. In total Maltese registrations account for just over 5% of the world fleet.

The Country

Situated about 60 miles (100 km) south of Sicily, Malta is by far the smallest country in the EU. The country’s five islands of Malta, Gozo, Comino and the uninhabited Fifla and Kemmunett cover just 122 sq. miles (316sq. km). The population is just over half a million, which makes this country the most densely populated in the European Union.

of improved cultivation techniques there have been increases in the yields of some crops. This has been especially true for horticultural enterprises. Traditionally, potatoes, tomatoes and citrus fruits have been the major crops, while grapes and olive oil have been produced on a commercial scale since the 1990s. As for fishing, which is mainly seasonal, the bluefin tuna is highlyprized export.

Visitors to Malta can get a glimpse into the past as the country is rich in archaeological sites. There is the Hypogeum, a labyrinth of underground chambers that has been declared a UNESCO World Heritage Site and Borg In-Nadur, a Bronze Age settlement for starters. Other attractions include Hagar Qim (c 3600-3200 BC), Skorba, which contains Megalithic remains and the 472-foot (144-metre) long Ghar Dalam Cave that contains the remains of animals that became extinct at the end of the last Glacial Maximum. Malta is also rich in culture with the capital, Valletta, being the location of the National Museums of Archaeology and the Fine Arts as well as the National Library of Malta, which dates back to the late eighteenth century.

Blue rock thrush: Malta’s national bird

With a rich maritime history, Malta is unsurprisingly dependent on shipping, shipbuilding and repair to generate income. The country also produces toys, cosmetics, detergents and pharmaceuticals that contribute to its GDP. As regards agriculture, shallow soils on limestone are not ideal for cultivating large quantities of any crop. In addition, irrigation systems are difficult to introduce due to the composition of rock and soil. However, thanks to the adoption

Ghar Dalam Cave

As regards wildlife, Malta is home to small mammals like the Sicilian shrew, Algerian hedgehog and several bat species, including the pipistrelle at 1½-2 inches (3.5-5 cm) in length. There are also several species of reptiles such as the Maltese wall lizard and the leopard snake, while the painted frog is the country’s only amphibian. Few bird species breed in Malta, but one that does is the beautiful blue rock thrush, which is Malta’s national bird.

For a country that is about seven times smaller than the second smallest in the EU, which is Luxembourg, Malta has achieved a great deal. It has gained global recognition in shipping, increased agricultural production in adverse conditions and has attracted visitors who wish to delve into its culture and explore its wealth of archaeological sites. Malta and its inhabitants appear to be as resilient as the rocks on which it exists.

Sources: www.hbs.unctad.org, www.guidetoshipregistries.org, www.cbsgroup.com, www.flagport.com, www.nationsonline.com, www.statista.com, www.visitmalta.com, www.naturetrustmalta.org, www.britannica.com, www.data.worldbank.org

Environmental Archipelagos

1988 was a significant year for marine conservation. It was the year when Archipelagos, a Greek non-governmental organization was founded. Now that Archipelagos has become established, it is able to utilize scientific research, conservation strategies and local community involvement to conserve aquatic life at local, national and international levels to afford protection against threats posed by human activity.

situated in Vroulia Bay off the north west coast of the Greek island if Lipsi, is where marine creatures will find refuge. More specifically, the carefully chosen location will witness the long-term care and treatment for dolphins displaced due to marine park closures and sick or injured marine mammals. Moreover, the AMLS is where pioneering conservation research can be done to gain the muchneeded knowledge required to secure the futures of our amazing sea creatures.

The location of the AMLS provides the animals that require care and treatment with shelter from adverse sea slates and human disturbance so that their rehabilitation is facilitated. There is also a unique veterinary clinic where dedicated staff provide dolphins, seals and turtles with a level of care, comfort and compassion that will elevate the standards expected at marine sanctuaries across the globe.

Another important feature of the AMLS is that it operates solely on renewable energy which allows for it to be replicated anywhere, irrespective of demands, conditions and budget restrictions. What is more, by functioning as a teaching hospital, the Archipelagos Institute of Marine Conservation is able to pass on invaluable knowledge on an international scale.

Vroulia Bay, selected as the site for the AMLS after 6 years of research. Source: www.newsbomb.gr

The Archipelagos Institute of Marine Conservation engages in both reactive and proactive strategies to reach its goals. This is evident in the organization’s creation of the visionary Aegean Marine Life Sanctuary (AMLS). The marine sanctuary, which is

Food Culture Plov

Plov is believed to have originated over two millennia ago. More specifically, the dish fulfilled by a need identified by Alexander the Great (356-323 BC), who wanted his soldiers to be active for as much of the day as possible. Avoiding down time for meal breaks was a way of achieving this, so he got his Asian cook to prepare a filling dish that would stave off hunger pangs for the whole day. The result was a variation of pilafs that originated in the ancient civilizations of Iran and the East, namely among the Sogdian and Bactrian peoples.

Although Alexander the Great probably spread the word about pilafs, it wasn’t until the 10th century that proper pilaf recipes emerged. The person responsible was Ibn Sīnā, who is known as Avicenna in the west. Recognised as the father of modern pilafs, he paved the way for the dish to become popular across the region and into Ukraine.

The Ukrainian version of plov, which is more filling than traditional pilafs due to the use of meat rather than vegetables alone, is most traditionally prepared with pork. Beef or lamb can substitute for pork as can chicken, but the latter is not nearly used so often. There is a wide variety, of ingredients not nearly used so often. There is a wide variety of ingredients that can accompany the

Though its pioneering work, Archipelagos has gained international recognition. Indeed, it has won several awards. These include the Award at a festival in Maui, Hawaii and an award presented by the prestigious Propeller Club of the United States for the contribution made to the protection of the nature of Greek seas. Such awards and recognition reflect the inspiring work done by Archipelagos, and provide hope for the future of our relationship with the creatures of the sea.

Sources: www.archipelago.gr, www.greeka.com

Source: www.cookingtoentertain.com

selected meat and long grain rice. These include carrots, onions, chickpeas, golden raisins, vegetable oil, ground mustard, paprika, garlic, coriander, cumin, chilli powder, curcuma, salt, pepper and tomato paste. The dish can also be served with pickles or hard boiled eggs if desired.

Just a glance at the ingredients confirms how filling and flavourful plov is. However, the dish also contains vital vitamins and minerals. For instance, coriander contains manganese, iron, magnesium, phosphorus, calcium, potassium as well as vitamin C, vitamin K, carotene and dietary fibre, while garlic offer manganese, calcium, vitamin B6, vitamin C and fibre. Moreover, garlic possesses medicinal properties such as lowering bad cholesterol levels and reducing blood pressure.

There is no doubt that plov is a firm favourite with our Ukrainian Seafarers, and the reasons for this are obvious. Plov satisfies the taste buds, fills the stomach and offers nutritional benefits.

Sources: www.folkways.today.com, www.scena9.ro, www.natashakitchen.com, www.cookingtoentertain.com

Pork Plov

Pioneers of the Waves

Vasco da Gama

Vasco da Gama was born in Sines in the Alentijo region of Portugal in 1469. He was born into a family of minor nobility as his father, Estêvão da Gama, was a count. Little is known about Vasco da Gama’s early life. What is known, though, is that he was involved in the Military Order of Santiago and that he participated in military expeditions. He also commanded a small fleet that managed to capture some French ships in and around Portuguese ports in 1492.

Five years later, King Manuel I selected Vasco da Gama to lead an expedition to India. Quite why he was chosen to lead the fleet from relative obscurity is unknown, but it can be assumed that the King judged him to be suitable for the task. His appointment resulted in him leaving Portugal on 8th July 1497 for India, a voyage that had never been completed by a European before then.

Da Gama’s fleet comprised four vessels. There was the Sao Gabriel, a 27m x 8.5m ocean-going sailing ship that had sails covering an area of 372 square metres. This vessel was under Vasco da Gama’s command. A similar vessel called the Sao Raphael was under his brother’s command. The third vessel, which was smaller, was called Berrio and the fourth was a large store ship. In total, the crew numbered 170, including highly experienced navigators. The route taken by Vasco da Gama on his first of three voyages followed those taken by earlier explorers such as Bartholomew Diaz, whose knowledge of the South Atlantic westerlies helped da Gama immensely. The four-vessel convoy made its way along the African coast via Tenerife before crossing the Equator.

In November 1497, after three months in the open ocean during which time over 6000 miles (10,000km) were covered, they made landfall. In December of the same year, Vasco da Gama reached the Eastern Cape, which was the furthest Bartholomew Diaz had gone. From then on da Gama ventured into waters never sailed by Europeans before.

He reached Mozambique in March 1498, but by that time the convoy had been reduced to three ships as the storage ship had been scuttled in Mossel Bay, South Africa. The Portuguese were not made welcome in Mozambique, and were forced to leave after being met with increasing hostility. It was a similar story, when da Gama ventured into Mombasa early April. Fortunately, the locals at his next port of call, Malindi, were more favourably disposed towards Vasco da Gama, and he was able to bring a local pilot, who had knowledge of the Monsoon winds, on board for the voyage across to India.

The three ships arrived in Kappadu, India on 20th May 1498. They were given a warm welcome, but that soon cooled when the gifts offered to the King of Calicut were considered inadequate. He received cloaks, sugar, oil and honey amongst other items, but there were no gifts of gold, which the Indian leader was evidently expecting. Relationships did not improve and Vasco da Gama left. By the time he reached Malindi in January 1499, half of the crew

had perished and many others were ill with scurvy. As there were too few men to crew three ships, Vasco da Gama had the Sao Raphael scuttled. On leaving Malindi, the Sao Gabriel and Berrio sailed separately with the latter reaching Lisbon first in 10th July 1479. The former reached the Portuguese capital at the end of the following month without Vasco da Gama. He stayed with his brother, Paulo, who had become seriously ill. The two brothers boarded a Guinea caravel en route to Portugal, but during the voyage Paolo succumbed to illness.

On the one hand, the expedition was something of a failure because half of Vasco da Gama’s men perished, two ships were lost and no trade treaties were established. On the other hand, Vasco da Gama discovered a maritime route to Asia that was used by many other early pioneers. He also confirmed the great potential for future trade in India by bringing back much sought after spices and other goods. This potential was realised when Pedro Alvares Cabral took fifteen ships to India and returned with goods that brought substantial profit.

It was this profit that funded da Gama’s second voyage, which began in January 1502. At this time, he had already become an Admiral and on this voyage he would command ten ships supported by two flotillas of five ships. He avoided places that were hostile and when he reached India, he went to Cannanore (the former name of Kannur), a port north of Calicut. There, he formed an alliance with the ruler, an enemy of the Zamorin who had exhibited hostility towards Vasco da Gama on his first voyage to India. Then his fleet sailed south to Cochin. This leg of the voyage involved going close to Calicut, where they bombed the port. At Cochin, da Gama formed another alliance with the ruler, who was also at loggerheads with the Zamorin. He departed India in February 1503.

Vasco da Gama’s final voyage began in April 1524 with fourteen ships. His flagship was the Santa Caterina de Monte Sinai, a large carrack. The voyage took its toll on the fleet, about a third of which was lost. He arrived in India in September. It was to be his last stop as he contracted malaria from which he never recovered. He left behind him a legacy in Portugal, where he is regarded as one of the greatest maritime explorers during the Age of Discovery. It is a sentiment shared in many other countries where his name has graced history books.

Sources: www.en.wikipedia.org, www.history.com, www.britannica.com, www.worldhistory.com

Statue of Vasco da Gama at his birthplace in Sines

Source: en.wikipedia.org - By Georges Jansoone

Map of 1 st voyage. Source: en.wikipedia.org

Bodies of Water

The Gulf of Mexico

The Gulf of Mexico, which is the largest gulf in the world, covers an area of around 600,000 square miles (1,550,000 sq. km). The Gulf borders Mexico, Cuba and the American states of Texas, Louisiana, Mississippi, Alabama and Florida. It is connected to the Atlantic Ocean by the Straits of Florida, and to the Caribbean Sea via the Yucatan Channel.

This body of water can be divided into four ecological/geological areas. One of these is the coastal zone which comprises mainly of mangroves, tidal marshes, sandy beaches, bays, estuaries and lagoons. Then, there is the continental shelf which lies near the edges of the Gulf at widths ranging from 25-200 miles (40-320 km). The continental shelf gives way to the continental slope, which plunges down to the floor, known as the abyssal plain. This last area is a flat triangular plain that reaches a depth of around 17,070ft (5,203m) in the Mexico Basin.

As regards currents, the main one, which takes oceanic water into the Gulf, circulates in a clockwise direction. However, there are seasonal and annual variations in the movement of the currents due to changing circulation patterns and winds. In the tropical and subtropical weather conditions that prevail from June to November tropical cyclones can easily form, creating adverse sea states. Moreover, hurricanes that originate in the North Atlantic can travel through the Gulf and become stronger when they do so. Wildlife in the Gulf of Mexico is both diverse and abundant. The five million acres of wetlands provide a home in the winter for huge numbers of migratory birds while the sea is teeming with fish all year round. There are around 520 fish species in the Gulf, some of which make the region a commercial fishing centre that supplies around 20% of the total US catch. These include flounder, red snapper, mullet, tuna, mahi-mahi and king mackerel. Other species harvested on a commercial scale are oysters, crabs and shrimps. Marine mammals like humpback whales, bottlenose dolphins and manatees also frequent the area along with sharks, sea turtles and a wide variety of starfish and sea urchins.

of the GDP for Texas. The latter, which stretches along a 54-mile intersection of the Gulf of Mexico and the Mississippi River, serves a vast expanse of inland waterways. This is borne out in the 2019 figures of 3495 port calls from oceangoing vessels and a staggering 54,921 barge calls. It is also the largest grain port in the USA.

Source: www.wikipedia.org

Apart from commercial fishing, the Gulf is a prime location for sport fishing, boating, swimming and scuba diving. It is also a major tourist destination with large cruise terminals at Galveston, Mobile and New Orleans providing itineraries for those wishing to explore the Gulf coast. Further away from the shore there are significant oil and natural gas deposits on the abyssal plain.

Although there are some Mexican ports of significant size on the Gulf like Puerto Vallerta, there are major US ports that border this body of water. Indeed, two of the busiest ports in the world by volume serve the merchant fleet. These are Houston, Texas at number five and the Port of South Louisiana at number nine. The former is an international gateway to many countries and provides around 20%

Source:www.usgs.gov

In addition to these major ports, there are five others that rank higher than 20th on the world list. There is the Port of Corpus Christi in Texas, which is number 2 in the US for crude oil exports and whose utilities are powered by renewables in certain terminals. Then there is Mobile, Alabama, which serves the Midwest and provides access to the Gulf, the Panama Canal and South America. Lastly, there are the Ports of Greater Baton Rouge, Plaquemines, which can be accessed by 33 states, and Pascagoula, Mississipi’s largest seaport.

In addition to human activity, there are natural factors that act as stressors on the Gulf of Mexico. Dense marine traffic in certain areas, tourism, fishing and accidents like oil spills have compromised the integrity of this body of water, while winds and waves have eroded coastal land and led to the chronic loss of wetland habitats. Although the Gulf of Mexico has an established history of being resilient to such forces, the pressure has been mounting, so action needs to be taken to maintain this resilience.

One high-profile governmental organization that has been instrumental in mitigating risk of destruction in the Gulf is the National Oceanic and Atmospheric Administration (NOAA). This organization is committed to implementing a strategy to keep the Gulf of Mexico as healthy as possible. With their invaluable data, they are able to help communities understand, consider and adapt to coastal hazards and climate risks. They have also engaged in restoring and conserving key habitats as well as coastal and marine resources. Theirs is by no means an easy task, but their clear understanding of the situation in the Gulf of Mexico should pave the way for a secure future for all the stakeholders in the region.

Sources: www.britannica.com, www.oceanreefresorts.com, www.help.cruisesonly.com, www.noaa.gov

Source: www.wikipedia.org

Barbours Cut Terminal at Morgan’s Point, Houston.

Coastal wetlands near Port Fourchon, Louisiana.

1. Make the names of two countries using all the letters in the following sentence: BLUE RANG YOU, NUA.

2. The letters in the chemical symbols for iodine, molybdenum, phosphorus, selenium and strontium can be rearranged to form the name of a Company vessel. What is the name of the vessel?

3. I am something used to make holes. My name rhymes with a creature found in shoals. I share my name with training to deal with dangers like fire, and if you work me by hand, you will tire. What am I?

4. Which three-letter word can be used to complete the following words? RE_ _ _NT, ENR_ _ _D, W_ _ _S and PACK_ _ _S

5. Alexandra likes visiting countries off the beaten track like Botswana and Kiribatu. Her favourite capital is Athens and her favourite painter is Pablo Picasso. At the top of her list of best films

1. What is the name of a type of rice cake popular in the Philippines?

A. sisig B. adobo C. bibingka D. pancit

2. In which sea did researchers discover a long chain of ancient underwater volcanoes in 2018?

A. Tasman Sea B. Philippine Sea

C. Barents Sea D. Sea of Japan

3. What cargo was the ‘Earl of Eden’ carrying when she caught fire due to spontaneous combustion in 1834?

A. oil B. fool’s gold C. soybean D. cotton

4. In which country was the Convention of Climate Change, referred to as COP26, held in 2021?

A. Egypt B. France C. Scotland D. Japan

5. The Transportable Moisture Limit (TML) is calculated as a percentage of the Flow Moisture Point (FMP). What is that percentage?

A. 80% B. 85% C. 90% D. 95%

Answers

Fun Corner

are The Terminator and The Grapes of Wrath. By the same token, which fruit does she prefer: raspberries or strawberries?

6. Which three-letter word can be placed after the words to the left and before the words to the right?

7. In 6 steps change the word STAR to MOON by changing one letter at a time to form intermediate words.

8. What is the missing number (X)?

6. A famous clipper’s captain and navigator were a married couple called Josiah and Eleanor Cressy. What was the name of the clipper?

A. Cutty Shark B. Thermopylae C. Ariel D. Flying Cloud

7. What is the overall maximum length that is acceptable for a regular transit of the Neopanamax locks?

A. 950ft B. 1050ft C. 1115ft D. 1215ft

8. In October 2020, a Company vessel was contacted by the Almeria MRCC to carry out a Search and Rescue drill. What is the name of the vessel?

A. Coral Island B. Apnoia C. Namrata D. Kapsali

9. In which city is there a modern monument of the fifteenthcentury explorer, Zheng He?

A. Manila B. Malacca City C. Calicut D. Hanoi

10. What was the name of the hurricane that forced the New York/New Jersey container port to close for seven days in 2012?

A. Katrina B. Sandy C. Irene D. Isabel

Raspberries All her choices contain the name of a creature eg. BotSWANa, KiriBATu, PicASSo, The TERMINator, The

MOON

“And there it was: The Loch Ness monster, the first thing we saw was the claw.”

“No, we weren’t afraid. We all waved to Nessie and shouted ‘Hello!’”

The Robertsons

In1970, Lyn and Dougal Robertson made a life-changing decision. They decided to sell their dairy farm in Staffordshire so that they could sail around the world with their children: Anne, 18, Douglas, 16, and twins Neil and Andy who were just nine years old. With the proceeds of their sale, Lyn and Dougal bought a fifty-year-old schooner in Malta. The nineteenton, forty three-foot vessel was called Lucette, and sailing her back to the UK allowed Lyn to learn the basics of sailing from Dougal, who was a Master Mariner. This gave Lyn, an experienced nurse, more confidence in her ability to support her husband during the family’s adventure of a lifetime.

On 27th January 1971, three months after the Malta-UK voyage, the family set sail. The first leg of the adventure, which had no rigid plan, was spent in the Atlantic. The family visited several Caribbean ports before Anne decided to return home from the Bahamas. At that point Robin Williams, a 22-year-old graduate, took her place for the next leg of the voyage to New Zealand via the Panama Canal and the Galapagos Islands. The Robertsons and their new addition left Cape Espinosa in the Galapagos for the Marquesas Islands some 3000 miles (4800 km) to the west on 13th June 1972. Just two days later three orcas rammed the Lucette, causing the keel to crack.

The strike led to the sinking of the Robertson’s boat within minutes. In that time, they grabbed as many items as they could before transferring to a six-foot (1.8m) by eight-foot (2.4m) inflatable life raft. They also had a dinghy called Ednamair which they towed with the raft. Aboard the life raft, the items they had gathered consisted of onions, oranges, lemons, glucose sweets and a tin of biscuits. They also had enough water to last ten days and three days’ worth of emergency rations that were already on the life raft. As regards non-consumables, they had papers, a logbook, flares and a sewing box. They had no maps nor instruments, and nobody knew that Lucette had sunk.

Dougal Robertson set a course for the Doldrums, where there was a better chance to collect rain water to drink, and where they would be closer to shipping lanes. However, their raft was not in the best condition. Indeed, it had a slow leak that forced the family and their Welsh companion to keep it inflated by using the bellows. When the bellows broke, they had to blow it up by mouth, which was very tiring and not very effective. In addition, the salt water in the raft caused boils to form on their skin. Every single day was a challenge, but there were moments that raised their hopes. Flying fish landed in the raft and a 35-pound dorado landed in the dinghy in the first three days after the sinking. Some of the fish were marinated with lemon juice and some of the dorado was dried for later consumption. Over the next two weeks there were highs and lows, but the latter prevailed. They managed to collect drinking water, but a vessel failed to spot their flares, sharks took fish from a line they had in the water and the raft began to disintegrate on the 17th day. Forced to transfer to the dinghy after salvaging key components from the raft, the Robertsons and Mr. Williams continued their struggle for survival. For the next three weeks, the occupants of the dinghy suffered a series of ups and downs. Catching large turtles and fish, including a twenty-pound dorado raised spirits as did collecting larger amounts of drinking water. Conversely, becoming sunburnt as their clothes became more tattered was

a stark reminder of the predicament they were in. Fortunately, Lyn was able to alleviate the pain of sunburn by using turtle oil to soothe their sore skin. This was just one example, of how her nursing skills brought relief to her fellow drifters. Although Lyn’s medical knowledge allowed her to alleviate pain, she had serious concerns about the twins. Neil looked extremely thin as did Sandy, whose condition was further exacerbated by a cough which was suspected as being the onset of pneumonia. As the cough worsened, reaching land was of the utmost urgency. Luckily, on 23rd July, their 38th day adrift, a Japanese fishing trawler, the Toka Maru II, spotted a distress flare and rescued them. The Japanese fishermen were taken aback when they saw six people crammed on a dinghy, which they took aboard. After being well cared for on board Toka Maru II, the Robertsons and Mr. Williams reached Panama, where the world press had gathered to meet them. The Robertsons returned to the UK with Ednamair to be reunited with Anne. They travelled by sea while their Welsh companion flew home. Their adventure was the inspiration for the 1992 film called The Savage Sea and their dinghy was donated to the National Maritime Museum in Cornwall, where it can still be seen by visitors today. What is more, the survival techniques used by the survivors were acknowledged on Bear Grylls’ TV Show called “Mission Survival, and have been highlighted in military training sessions.

Sources: www.nmmc.co.uk, www.explorersweb.com, www.express.co.uk

The Robertsons and Mr. Williams on the dinghy after returning to the UK. Source: www.nmmc.co.uk