Dear seafarers,
Editorial
In the Manila Forum quiz, there was a question relating to which department on board is the most important. The answer, of course, is that all departments are equally important, and judging by the responses, the participants were unanimous in their verdict. The upshot of having the same mindset is that there is respect for everyone on our vessels and confidence in their ability to perform their duties well. Consequently, everyone is fully justified in reflecting on their work and taking pride in it.
The same is true of the Cenmar family ashore. You may have noticed that in the ‘Introducing our Shore Staff’ section, phrases like ‘a sense of pride’ are often used in reference to both personal work and being a part of the Company. It also extends to being proud of colleagues’ accomplishments as they benefit everyone. And, as long as personal pride does not equate to excessive satisfaction that can translate into arrogance, then it is not only acceptable but beneficial as well.
There is also mutual respect, recognition and appreciation between our Seafarers and those on dry land. This has led to a collaboration which everybody involved can rightly be proud of. So, all members of the Cenmar family, both aboard and ashore, can give themselves and their fellow crew members or colleagues a pat on the back from time to time. Of course, it should be borne in mind that resting on one’s laurels and allowing
Message from the Management
Dear seafarers and shore colleagues,
There goes 2024. Another One Bites the Dust.
It seems like yesterday that we were celebrating a new millennium, and now almost a quarter of a century has passed. We are further away today from the year 2000 than Queen were when they wrote their iconic song in 1980. Unbelievable!
The lyrics of "Another One Bites the Dust" reflect resilience and the ability to overcome obstacles; something that all of you and your families are very familiar with. In 2024 we faced new challenges and hardships, and no doubt 2025 will have something new in store for us. Still, we have all managed to come out stronger and wiser, and most importantly we have all succeeded in remaining safe. In a way each setback has brought us closer to our goals, proving that resilience and perseverance pay off. Let’s all carry this momentum into the New Year, embracing every opportunity and continuing to grow. After all, every ending is
complacency to encroach into one’s duties must be avoided at all costs. And remember that all duties are equally important because complacency in any department, irrespective of who is responsible, can result in serious repercussions.
Now, in light of what has just been stated, I realise that I may come in for criticism for my comments made in the ‘Onboard Promotions’ section as I tend to single out those at or near the top of the promotion ladder. I do this because of the unwavering sense of pride and commitment they have shown over a long period. This is in no way demeaning to others on the list. On the contrary, the congratulations given to all those promoted are offered with the same degree of cordiality!
I would like to thank all the contributors to this issue as they provide us with a glimpse of the invaluable contributions they make to the Company on a daily basis. I would also like to thank Vaia Kyrodimou for volunteering to cover the Athens Forum, Eleni Lykofridi for her participation in ‘Moving Forward, Looking Back’ and Yannis Vakkas for revealing his thoughts about representing the Company in a recreational activity with colleagues, its association with professional duties and the Company itself.
just a new beginning!
I sincerely hope you enjoy this issue of Wavelength. If you have any comments, suggestions or questions regarding the content, please do not hesitate to contact me at contact@wavelength.gr Disclaimer: The contents provided herewith are for
Best wishes, Nick Seaman
Borrowing the lyrics sung by the legendary Freddie Mercury, I will ask:
“Are you ready? Are you ready for this? Are you hanging on the edge of your seat?”
And I’m certain your answer is just as it is found in the next verse of the song:
Anthony Lambros Chief Operating Officer
“But I'm ready, yes I'm ready for you, I'm standing on my own two feet!”
So here comes 2025. We are ready for it.
I wish to express my heartfelt gratitude for your dedication, hard work and commitment to safety. Let's recollect the lessons learned, celebrate our victories, and look forward to new opportunities in the coming year.
May this year bring you safe voyages, good health, and moments of joy with your loved ones.
purposes only and are not intended to replace or otherwise contradict the detailed instructions and procedures issued by the owners, managers, flag etc. The articles presented and the views expressed in the bulletin do not necessarily reflect those of the publishers. Editor: Nicholas Seaman • Email: contact@wavelength.gr • Design-Production: www.remdesign.gr
2024 CENMAR Athens Forum
The 2024 CENMAR Athens Forum was held on 25th and 26th September 2024. This event brought together colleagues from our Head Office, as well as from Ukraine, India, the Philippines, Romania, and Greece. During the event, we unveiled a new title for the upcoming cycle of Forums: "Shaping Our Future Together".
It was a delightful two-day event with many different topics and the chance to discuss, exchange opinions and have a pleasant time with our Seafarers. Presentations, Breakout Activities and Videos were included in the agenda.
Considerable topics of “Speak Up, Reach Out, End the Doubt” and “Unmasking hidden Bulling and Harassment” were presented with the crucial participation of seafarers. Other highlights were the “Shaping our Future Together with Principles” as well as “Diversity and Inclusion”, where the panel discussed sharing personal experiences. Last but not least, one-person show presentations like “Mental Well Being”, “Cargo Sampling and Customer Complaints”, “New Purchasing Dept.”, “Our Security Culture”, and “Maintenance of deck and deck Out-fitting” caught people’s attention.
The event closed with the loyalty awards to the Officers who have been with the Company for a period of time ranging from 11 to 25 years.
Nothing could happen without the overwhelming efforts of our Forum Committee and all the volunteers who assisted (Anthony, Elli, Andreas, Kostas, Panagiotis, Maria, Chara, Vaia, Dimitris, Elena, Jenny, Grigoris, Gerda and Christina), CENMAR staff and the Company’s support. We would like to thank from the bottom of our heart all CENMAR’s employees from the office in Constantza (Anastasia, Alla, Khrystyna, Olha, Valentyna and Lyza) for their assistance and their positive impact in the organization.
The Forum was streamed live and is available on YouTube, on the Centrofin channel. You may find highlights from previous CENMAR events at:
https://www.centrofin.gr/forum/past/
Request the password from our CENMAR team. The “CENMAR Forum” is the inextricable link between our Seafarers and Head Office. Not only does it make our relationship stronger but it also validates our feeling that we are all part of a great family.
Anthony Lambros on stage with Nikostrati Gerardi and Oleksandr Shylov
By Vaia Kyrodimou, SQE Officer & Forum Committee member
Hosts Yannis Vakkas and Olga Kostrynina engaging the audience
Voices from the Fleet
Please welcome to ‘Voices from the Fleet’, a short piece prepared by our Seafarers that will answer questions so as to provide insights into life at sea. Join us as we explore the challenges and successes relating to life on board through their eyes.
Our first contributor is Captain Vitaliy Vatamanyuk, whom I would like to thank wholeheartedly for his willingness to be part of this initiative.
a) What drives a seafarer to become a bully?
A seafarer may become a bully due to poor mental health or low self-esteem, as they may feel better about themselves whenever they put others down. Often, there is a failure to recognize when one’s behaviour and lack of remorse for any harm caused becomes a problem. In some cases, the desire to dominate others and improve social status can also contribute to bullying behaviour.
b) What can a seafarer do to avoid being a bully?
To avoid being a bully, a seafarer can focus on improving mental health and well-being. Regularly discussing bullying and its
consequences is essential as it raises awareness and encourages better behaviour. Reflecting on the reasons why bullying behavior is adopted and working to address those reasons can also help. It’s important to treat others as we want others to treat us and imagine what it would be like to be the person on the receiving end of bullying. Engaging in team activities and building stronger connections with fellow crew members can foster a sense of unity, thereby promoting a more supportive environment. Finally, cultivating a healthy and positive atmosphere on board is crucial in preventing bullying and ensuring a respectful working environment for everyone.
Now let’s take a look at some pictures sent from across the Fleet, something that all of us enjoy seeing.
Diwali, the festival of light was celebrated on board M/T Agios Nikolaos, and judging from the photos, a good time was had by all!
Introduced and Compiled by Chara Markatzinou
Captain Vitaliy Vatamanyuk
The photos below documented the table tennis tournament aboard M/T Agios Nikolaos. Everyone participated enthusiastically in the tournament, which was divided into Senior & Junior sections. The winners were: Team Black Panther- 3/E Vatsal & Pump man Subir Ghosh (Senior); Team Coffee Cold- TME Ayosh & ASD John (Junior). The runners-up were: Team Telegram- C/E Roven Fernandes & 2/O Chiranjeevi (Senior); Team Wakanda Forever- Wiper Carl & ASD Henry (Junior). All the trophies were made by Pumpman Subir Ghosh.
Aboard M/T Dino two birthdays (Bosun 18/9 and Master 21/9) were celebrated. Here are some photos that give us a sense of the occasion.
(continued on page 13)
Repairs/Drydockings & Modifications on Company Vessels in 2024
In 2024, eight (8) tankers indicated in the table below successfully passed the CAP Survey & 3rd Special Survey/Docking Survey, while our Panamax Bulk Carrier M/V Nilos completed the 4th Intermediate & Docking Survey.
During the repairs/drydocking period several new installations/ modifications for compliance with new Regulations and Charterers’ / Cargo Terminals’ requirements as well as improvements in vessel design were completed successfully.
Scheduled Repairs
1
2
3 M/T CE-Bermuda CAP Survey, 3rd Special Survey Asyad Oman Drydock
4 M/T CE-Hamilton CAP Survey, 3rd Special Survey Chengxi Shipyard
5 M/T Alexia CAP Survey, 3rd Special Survey Asyad Oman Drydock
6 M/T Sereno CAP Survey, 3rd Special Survey Asyad Oman Drydock
7 M/T Apnoia CAP Survey, 3rd Special Survey Asyad Oman Drydock
8 M/T Apanemo CAP Survey, 3rd Special Survey Sefine Shipyard
9
M/T Merapi CAP Survey, 3rd Special Survey Sefine Shipyard
M/V Nilos 4th Intermediate Survey Shanhaiguan Shipyard
M/T Mikela P. CAP Survey, 3rd Special Survey Asyad Oman Drydock
M/V NILOS
M/T APANEMO
M/T ALEXIA
M/T CE-HAMILTON
Ioannis Pantos Technical Director
a. CAP Surveys
The Condition Assessment Programme (CAP) Survey, as required by Oil Major Companies for oil tankers reaching 15 years of age, was carried out on the above mentioned tankers with satisfactory results.
Furthermore, the results of fatigue assessment of selected longitudinal stiffener connections were satisfactory.
It should be noted that M/T MERAPI, M/T CE-BERMUDA, M/T CE-HAMILTON, M/T ALEXIA and M/T APNOIA have already been assigned the highest CAP grade of ''1'', which is awarded to vessels in excellent condition with regard to their structure, the coating of Ballast Tanks, Cargo Tanks and the Deck as well as the cargo and machinery systems.
It is expected that the remaining three (3) vessels, M/T SERENO, M/T APANEMO & M/T MIKELA P. will be assigned a CAP Grade of “1” as well.
b. Coating Condition of Ballast Tanks
Coating restoration works for improving the condition of some areas of the ballast tanks were carried out by Shipyard repair teams and/or the crew.
As a result, the coating condition of ballast tanks is GOOD in all vessels
c. Hull Treatment and Application of High Performance Antifouling Paints
Following the Company’s maintenance strategy for the enhancement of energy efficiency and reduction of fuel consumption, extensive hull treatment was carried out on all vessels in drydock, and high performance antifouling paints based on “silyl acrylate” and/or “silyl methacrylate” technology were applied on the underwater part of the hulls.
Furthermore, to improve the cosmetic appearance, polyurethane paints were applied on the topsides as a finished coat.
Coating restoration works in Ballast Tanks
M/T SERENO
M/T APNOIA
M/T MERAPI
M/T ALEXIA
M/T CE-BERMUDA
d. Deck Treatment (gritblasting/hydroblasting & painting) & Repairs on Deck Outfitting & Piping
The condition and cosmetic appearance of the deck structure (plating, stiffeners, frames) and deck outfitting/piping of our MR2IMO3 Chemical/Product Tanker M/T MERAPI and our Panamax/ LR1 Crude/Product Tankers M/T APANEMO, M/T APNOIA & M/T SERENO were considerably improved by following works/repairs:
- Extensive soft steel and deck piping renewal
- Partial gritblasting or hydroblasting of the deck area (incl. outfitting/piping)
- Coating of the deck area (incl. outfitting/piping) with anticorrosive paints and polyurethane paint as a finished coat
e. Inspection & Overhauling of Main Engine Bearings
Taking into consideration the expected service life of M/E bearings as per MAN and the spark erosion marks found on some main bearings and journals, it was decided to open up for inspection, all the M/E bearings on all vessels.
The following work was carried out by MAN’s service teams:
- Polishing of journals (if required)
- Renewal of main/crankpin/crosshead bearings if they were close to their expected service life or due to their condition
Polishing of crankshaft journals & installation of new bearings
f. New Installations / Modifications for compliance with new Regulations and Charterers requirements
f.1. Compliance with EEXI Regulation / Installation of SHaPoLi System
The SHaPoLi (Shaft Power Limitation) System was installed on the following vessels in order to comply with the new EEXI (Energy Efficiency Existing Ship Index) Regulation:
M/T MERAPI, M/T CE-HAMILTON, M/T CE-BERMUDA
The SHaPoLi system consists of the following main parts:
- a shaft power/torque meter with a display unit in ECR
- a SHaPoLi display unit in the wheelhouse, including a SHaPoLi module that records, processes, calculates and informs the ship’s Master or Officer on watch clearly and conspicuously when the ship’s shaft power exceeds the limited shaft power
Shaft power/torque meter SHaPoLi display unit in Wheelhouse
f.2. Compliance with MEPC.324 (75) & MEPC.1/ Circ.864 – Fuel Oil Sampling Points
In order to comply with the above mentioned regulation, sampling
M/T MIKELA P.
M/T SERENO – Gritblasting & Painting of Deck area (incl. outfitting / piping)
M/T APANEMO – Painting of Deck area (incl. outfitting / piping)
points were fitted in the fuel supply lines of the Main Engine, Diesel Generators, Boilers, Incinerator and Emergency Generator on the following vessels: M/T MIKELA P., M/T CE-BERMUDA, M/T CE-HAMILTON, M/T ALEXIA, M/T SERENO
f.3. Compliance with Res. MEPC.361 (79)
Taking into consideration that Mediterranean Sea is designated as an Emission Control Area (ECA) for sulphur oxides and particulate matter as of 1 May 2025, preparatory works concerning piping & valves arrangement in order some VLSFO Tanks to be converted to ULSFO/MGO Tanks were carried out on following vessels: M/T APANEMO, M/T APNOIA, M/T SERENO, M/T ALEXIA, M/T MIKELA P.
Modification on M/T MIKELA P.
Piping Modification on M/T ALEXIA
f.4. Compliance with Rightship’s Requirements
Following modifications were carried out on M/V NILOS in order to satisfy Rightship’s requirements:
- Relocation of anchor chains bitter ends outside the chain lockers
- Installation of oil coamings i.w.o. hatch covers hydraulic controllers
f.5. Modification of Cargo Hose Handling Cranes for Personnel Transfer
The modification of cargo hose handling cranes for personnel transfer was carried out by the Maker’s (Oriental) service engineers on M/T APANEMO, M/T APNOIA & M/T SERENO.
The following parts were installed on the cranes:
- Hoisting reducer
- Secondary brake for personnel
- Mode selection with relief valve
- Start/stop switch for personnel
- Warning light for personnel
f.6. Compliance with AMSA’s Guidelines on the Testing & Inspection of the OWS
As a best practice, a new Oil Content Meter (OCM) was installed on M/T MIKELA P. & M/T CE-HAMILTON.
f.7. Installation of Intrinsically Safe Telephone in the P/R
As per Oil Major Companies’ requirements, an intrinsically safe telephone was installed in the Pump Room of M/T ALEXIA.
Fuel Oil Sampling points
Piping
Anchor chain bitter end Oil coaming
New parts of crane for personnel transfer
New Oil Content Meter (OCM)
Intrinsically safe telephone in P/R
g. Modifications and Design Improvement Items
g.1. Upgrade of the Aux. Boiler Automation Control System
The automation control system of the “Alfa Laval Aalborg” Aux. Boiler was upgraded on M/T CE-BERMUDA, M/T APANEMO, M/T APNOIA & M/T SERENO.
Most of the upgrading job consists of replacing the existing UNISAB controllers and installing new HMI screens and CPU. The new automation control system is a PLC based system.
based Aux. Boiler Automation Control System
g.2. Additional Preventive Measures to eliminate damage on Main Engine Bearings
g.2.1. Upgrade of Shaft Earthing Device
The Shaft Earthing Device, which protects the Main Engine main bearings and journals against spark erosion was upgraded on all vessels by installing two (2) slip rings and repositioning the slip rings as close to the Main Engine as possible according to MAN’s recommendation.
Shaft Earthing Device with two (2) slip rings
g.2.2. Upgrade of the M/E Bearing Wear Monitoring System
The software of the M/E Bearing Wear Monitoring System (Maker: AMOT) was upgraded on M/T CE-BERMUDA, M/T CE-HAMILTON & M/T MIKELA P.
system oil contamination by water, a “water in oil detection system” (Maker: Vaisala) was installed on M/V NILOS.
Water in oil detection system for M/E System Oil
g.2.4. Installation of a “CJC” Filter for M/E system oil
One (1) additional “CJC” L.O. filter was installed to improve the M/E system oil cleanliness condition on M/T MIKELA P. & M/T CEBERMUDA.
Furthermore, all preparatory works concerning piping installation and filter foundation were carried out on M/T CE-HAMILTON.
M/T MIKELA P. - New “CJC” Filter
g.3. Installation of Fire Detectors in Accommodation Cabins & other Spaces and an Upgrade of the Fire Detection System
As a best practice for the prevention of fires in the Accommodation area, fire detectors were installed in the cabins, mess rooms, recreation rooms, bridge and other spaces on the following vessels:
M/V NILOS, M/T MERAPI, M/T ALEXIA, M/T MIKELA P.
Furthermore, the Fire Detection System was upgraded on the following vessels:
M/T CE-BERMUDA, M/T CE-HAMILTON, M/T MIKELA P., M/T APANEMO, M/T APNOIA, M/T SERENO
g.2.3. Installation of “Water in oil detection system” for M/E System Oil
As per the MAN recommendation for the avoidance of M/E
PLC
M/E Bearing Wear Monitoring System
Fire Detectors in Cabins
Upgrade of Fire Detection System
g.4. Installation of Mechanical Extraction Fans in Dedicated Smoking Rooms
Mechanical extraction fans in dedicated smoking rooms were installed on the following vessels:
M/V NILOS, M/T ALEXIA, M/T APANEMO, M/T APNOIA, M/T SERENO
g.5. Stainless Steel Material i.w.o. Mooring Winches Brake Drums
A stainless steel plate of 3.0mm thickness was welded on top of the brake drum (material: steel) in order to improve the contact surface of the brake drum with the brake lining. This modification was carried out on all the Windlasses and Mooring Winches of M/T APANEMO.
g.6. Change of Refrigerant on A/C & Ref. Provision Plants
In order to comply with the new environmental regulation by the European Union, EU F-Gas Regulation for vessels under European Union flags, the refrigerant of the following vessels was changed from R-404C to R-407F & R-407C, which have a lower Global Warming Potential (GWP):
M/T MERAPI, M/T APANEMO, M/T APNOIA, M/T SERENO
g.7. Installation of Garbage Compactors
Following the recommendations of the “Annual Review and Selfevaluation of SEEMP (2023)” and as per the Company’s Policy to reduce the garbage volume on board the ships, garbage compactors (Maker: Delitec/Norway) were installed on M/T ALEXIA and M/T APANEMO.
Installation of mechanical extraction fans
M/T APANEMO - Stainless steel plate i.w.o. brake drums
M/T ALEXIA - New Garbage Compactor M/T APANEMO - New Garbage Compactor
Marine Operations
The Straits of Malacca and Singapore
The Straits of Malacca and Singapore handled approximately 90,000 vessel transits in 2024, reinforcing their status as one of the world’s busiest maritime corridors. However, this high traffic density transforms the region into a hotspot for security and safety challenges such as piracy and armed robbery on top of usual navigational hazards.
In 2024, the Straits of Malacca and Singapore (SOMS) experienced several notable security incidents, reflecting ongoing challenges in maritime safety and security within this critical corridor. The screenshot below from NAVTOR showing piracy incidents in the area for 2024 indicates the increasingly worrying trend and the areas of repeated incidents which require extreme attention and alertness.
Most of the incidents reported in the SOMS this year occurred in the Phillip Channel and especially in the IFC’s identified hotspot within the Phillip Channel (Northwest of Kapalajernih Island).
General Observations:
• The majority of incidents have involved bulk carriers underway or sailing. Additionally, many vessels with a speed of less than 12-13knts and with a freeboard of up to 9.5 meters have been targeted such as Tankers, LPG carriers etc.
• The perpetrators’ modus operandi remains consistent with petty crime and are of an opportunistic nature. They apparently have a good knowledge of local waters and they blend in with the traffic during the hours of darkness while looking for vessels with relaxed or inadequate security measures.
• In many cases, the perpetrators have been armed with knives or gun-like objects.
• Commonly targeted items include engine spares, ship stores and unsecured items.
• Most incidents have resulted in no injuries to crew members since the perpetrators usually disembark as soon as they are spotted.
The Company has identified the emerging situation and the CSO has enhanced safety measures while transiting the Straits of Malacca and Singapore. As such, all vessels should implement additional security measures, among which the following are the most important ones:
Onboard Security Measures
• Raise Awareness: All crew members need to be alerted, especially all those engaged in security duties, who must be briefed and updated with the latest incidents and trends so as to understand the threats involved.
• Controlled Access: Limit vessel (and accommodation) access to a single, controlled entry point while at anchor or in port; seal all remaining accommodation accesses and stores (including bosun stores and access points) when not in use.
• Heightened Vigilance:
• Implement increased watches and patrols, especially during transits through the Singapore Straits.
• Maintain vigilance during night hours, especially when passing high-risk areas.
• Lighting: Ensure adequate lighting around the vessel to deter potential boarders.
• Razor Wire: Fortify the vessel with two layers of razor wire on the ship’s poop deck, ensuring that the lifeboat(s) launching
By George Koutroubousis and George Stavrakis
area remains clear and safe for use in case of emergency.
• Measures equivalent with Security Level 2:
• Implement security measures equivalent with Security Level 2 during transits and port calls even if the Port Facility Security Officer (PFSO) is set to Security Level 1.
Communication and Reporting
• Information Fusion Centre (IFC):
• Registering and prompt reporting to the IFC is vital, as per the relevant Security Chart and Company’s antipiracy guidelines for wider area security.
• Sharing of Information: The Company regularly updates all
vessels with security related incidents worldwide such as the recent incidents reported in the SOMS that need to be reviewed so that attention is raised in critical areas. Needless to say, the prompt reporting of any suspicious activities to the relevant maritime authorities is very important.
The Company’s efforts to enhance security and promote seafarers’ safety is continuous. The CSO is strengthening the connection with participation in Security Forums worldwide and strengthening the relationship and networking with Regional Reporting Centres, Security Organizations, Intelligence as well as Coalition Forces. All efforts are made to support the Company’s seafarers with training, resources, and intelligence so as to raise awareness on all security related matters and ensure safe and uneventful passages.
(continued from page 5)
The photos below capture a range of activities being enjoyed by our Seafarers aboard M/V Venture.
These pictures give an idea of how the crew on board M/T Namrata engage in activities alone or in a group.
Voices from the Fleet
Crew Department
Navigating the Digital Seas
Over the past decade, digitalization has risen to a mega-trend in shipping. The calls for more environmentally sustainable shipping practices are growing louder, with decarbonization-driven trials and technologies resonating through the seaborne supply chains of many major charterers and operators worldwide. Serving as the backbone of global shipping, but standing at the forefront of this rapidly changing landscape, are the world’s seafarers.
The advent of digitalization has equipped shipping with more capabilities when it comes to operational efficiency, some examples being navigation, weather routing systems, remote monitoring technology, and the digitizing of records for more efficient storage and transfer of information. In addition, energy efficiency initiatives that are essential for spurring forward the decarbonization of global shipping increase the count.
The integration of these technologies has changed the role of seafarers, and the advancements have triggered several transformations in the daily tasks and responsibilities of seafarers aboard. Seafarers have to be proficient in the use of various software, hardware, and communication systems as well as in traditional navigation and maintenance tasks. They must also be familiar with the latest regulations and environmental standards and implement them on board. Growing environmental concerns mean seafarers must continually upgrade their skills to keep pace with the evolving demands of the shipping industry.
The ability to identify and resolve potential problems in real-time has reduced the risk of accidents and improved safety standards, as seafarers can embrace a more tech-savvy, environmentally conscious and innovative approach to their responsibilities.
Our fleet, being able to carry both dry and wet cargo, already demands a unique skill set from our seafarers. With the introduction of new technologies aimed at improving both operational and energy efficiency, it is easy to see why modern seafarers need to be versatile and adaptable professionals ready to equip themselves with an expansive skill set. The skills of paramount importance today include digital literacy, environmental awareness, safety management, multicultural communication, and a commitment to continuous learning.
Seafarers need to be aware of energy-efficient practices and environmentally sustainable measures in the shipping industry. Moreover, they must be ready to adopt every new technology that
makes its way on board. While this may appear challenging, we have to see it as an opportunity.
By Panagiotis Bartzis
These skills will empower seafarers to better navigate the complexities of modern shipping, implement sustainable practices, foster effective teamwork, and adapt to ever-evolving regulations and industry trends.
As technology advances at increasing speed (with Artificial Intelligence (A.I.) now beginning to push boundaries) and as shipping continues its journey towards net-zero, the role of the seafarer is destined to undergo waves of transformation.
The vision is of a future where seafarers embrace cutting-edge green technologies, optimize vessel operations for energy efficiency and spend more time working onshore as they collaborate with remote teams through digital communication channels. The seafarer of tomorrow will face new challenges such as cybersecurity risks and technical complexities.
We take the opportunity to commend our Crew for their continued commitment, as exemplified during the COVID-19 pandemic, which highlighted the vital role seafarers play and the challenges they face. Some seafarers find fulfillment in serving a humanitarian need and supporting global trade, while others view their profession as an adventure and opportunity to explore distant lands and cultures. Whatever their motivations, seafarers remain an essential and integral part of the shipping industry, and their contributions are invaluable to society.
Conclusion
In this ever-evolving maritime landscape, seafarers hold a vital role. While a sailor in the past typically focused on operations on board that led to a safe voyage, cargo handling and maintenance of the vessel, the future sailor will also stand at the forefront of shipping’s decarbonization journey and be an operator of technological equipment driven to meet the future demands of owners, operators, regulators, and the general public. By embracing new technologies, the acquisition of essential new skills and unwavering dedication, seafarers will be instrumental in guiding the industry toward safer and greener horizons. To get there, building confident and self-secure crews with a holistic indepth knowledge will be key.
Onboard Promotions
In the third quarter of this year, there were 35 promotions. This number was somewhat lower than previous quarters, but five of our Seafarers reached the top rung of the promotion ladder: two Masters and three Chief Engineers. The Masters are Yuriy Manalatiy and Murali Muthyalu aboard M/T Sereno and M/T Merbabu respectively. Those newly promoted to Chief Engineer are Jimmy Garbo, Manoj Prabhakar Kudalkar and Arnel Concina
aboard M/V Philippos A., M/T Costas P and M/T Pserimos respectively. In addition, there was one newly promoted Chief Officer and no fewer than seven of our Seafarers were given a promotion to 2nd Engineer! The full list of the officers and ratings who were promoted along with their vessels and promotion details in chronological/alphabetical order appears in the table below.
of Promotion Name Vessel Promotion Details 08.08.24 BAGAGNAN Jayvee SMYRNA ASE to 4/E 10.08.24 MUTHYALU Murali MERBABU C/O to MSTR
20.08.24 DELA CRUZ Kenneth PHILIPPOS A. MMN to STWRD 22.08.24 KANT Sachin CE-BERMUDA 3/M to 2/M
PACHECO Richard SERENO OS to ASD 25.08.24 GALVEZ Joshua Gabriel III ALEXIA OS to ASD 28.08.24
JOSE Michael Angelo DANAE ASE to 4/E
DIULGEROV Sergii
Ruslan AMALIA M 3/E to 2/E
31.07.24 MANALATIY Yuriy SERENO C/O to MSTR 06.08.24 ISAIEV Denys APNOIA 3/E to 2/E
Congratulations are due to all our Seafarers on the list. Your promotions not only reflect your improvements at sea but also your willingness to sacrifice time with your loved ones so that you can improve their quality of life. And when you return home safe and sound, you can spend quality time with them to make great memories.
CASTIGASDOR Celso Bryan Jr. MIKELA P. D/Tr. to OS
Last but certainly not least, the Company holds your loyalty and commitment in the highest esteem as these attributes are both rare and cherished. You should also remember that when you are sailing in the deepest of seas, those ashore who have got to know you have you in their thoughts.
SAFETY FIRSΤ!
MESSAGE FROM THE DPA:
“Let’s embrace our Speak Up movement”
Dear seafarers,
“Speak up!” We believe in the power of these words and the positive effect that they can have in our culture. I believe it is a real movement in our line of work and it can make a difference in our primary goal: To get home safe! It is a multi-dimensional subject. One dimension is that our Leaders need to create an environment of trust, like the one the Leaders on M/T AGIOS NIKOLAOS are creating:
Another dimension is when Juniors feel free to speak up without repercussions, like when having a basketball or a pool tournament on board M/T KAPSALI:
And then there is the mental well-being point of view, like the one sustained on board M/V PHILIPPOS A:
I wish you safe voyages and a safe return home,
Elli Moretti
Ellie Moretti, SQE Manager /DPA
BSAFE INCIDENT:
Asphyxiation in cargo hold due to oxygen depletion
On board a bulk carrier nearing the completion of loading corn cargo, two fumigation contractors were asphyxiated, resulting in the death of one contractor.
Before the incident, the cargo holds had been closed for six days, leading to depleted oxygen levels inside. Two workers entered the booby hatch of hold four with gas masks and a phosphine gas detector. Shortly afterwards, worker A emerged onto the deck feeling breathless and noticed that worker B had fallen over within the cargo hold. He re-entered to assist.
Other team members, realising the danger, attempted to help but quickly retreated due to breathlessness. One team member then informed the ship’s crew at the gangway. The Officer of the watch alerted the Master, who then called for an enclosed space rescue via the public address system. On hearing the call, the Chief Officer rushed to the booby hatch. Upon seeing the two collapsed workers inside the hold, he donned an emergency escape breathing device (EEBD) and entered the hold, retrieving worker A. He re-entered (still wearing the EEBD) and, using a rope, retrieved worker B onto the deck. Both workers were given first aid and oxygen, and were transported to a local hospital by car. Worker A was declared dead, while worker B recovered. Toxicology reports indicated no gaseous poison in the blood or lungs of either worker.
Source:
This incident highlights the dangers of closed cargo holds, the lack of awareness about hazardous conditions, and the human tendency to help others in distress without considering personal safety.
Always use your PTW-001 ENCLOSED SPACE ENTRY PERMIT!
HOT TOPICS / KNOWLEDGE: Harbour tug assistance-understanding and preventing girting
Harbour tug assistance plays a critical role in a vessel’s safety. While these operations are often seen as routine, the risk of girting may have catastrophic consequences for a tug.
1) WHAT IS GIRTING?
Girting refers to the situation whereby a tug is towed broadside by a towline and is unable to manoeuvre out of this position. Deck-edge immersion then occurs, quickly followed by flooding and capsizing unless the towline is released in good time. This can happen very quickly and does not allow the tug crew enough time to abandon the tug before it capsizes. Towing from a point near amidships on a conventional tug is inherently unstable and can result in situations where the load on the towline can heel the tug over to a large and dangerous angle.
2) HOW TO PREVENT GIRTING? MANOEUVRING THE SHIP
The influence that a manoeuvring ship under tow can have on the onboard operational procedures of a tug is mostly limited to speed and manoeuvring. When the tugboat is towing astern, excessive speed by the manoeuvring ship may lead to girting. Therefore, the bridge team should remain vigilant when interacting with tugs, particularly during changes of speed or when the pilot requests attached tugs to change position. Keeping regular visual contact with the tug during these moments is helpful in identifying whether a problem is developing, and where possible, attempting to prevent the situation deteriorating. Details of the allocated tug(s) and towing arrangement should be provided by the pilot upon boarding and the possibility of girting should be discussed during the Master-Pilot Information Exchange.
3) HOW TO PREVENT GIRTING? TUGBOAT
Training – The tugboat crew must be properly trained in the causes and possibility of girting. Quick release – It is crucial to have a reliable quick-release mechanism in place.
Watertight integrity – During towing operations, it is important to keep all openings closed to prevent water ingress. Use of gog/gob wire – Using a gog/gob wire can provide additional stability and control.
Britannia P&I
Source: Britannia P&I
Mental Well-Being
As we sail into the New Year, let us embrace a journey of self-improvement and connection. This year, we introduce 12 guiding principles—one for each month—to inspire and empower you in your daily life. Each principle is a simple yet profound way to build resilience, strengthen relationships, and bring purpose to your actions.
At the heart of these principles lies compassion—a value to carry with you every single day. Compassion unites us all, seafarers and individuals striving to make the world a better place.
Each month, we encourage you to focus on a specific principle and put it into practice. Whether it’s cultivating gratitude, showing patience, or building resilience, these small, intentional efforts can create meaningful change both at sea and on shore.
Together, let’s make this year one of kindness, integrity, and growth. Here’s to a fulfilling journey ahead!
Compassion
“Love and compassion are necessities, not luxuries. Without them, humanity cannot survive.” – Dalai Lama
Practise one act of kindness daily—listen, lend a hand, or offer a word of encouragement to someone in need.
Gratitude
Integrity
By Chara Markatzinou
“Integrity is doing the right thing, even when no one is watching.” – C.S. Lewis Commit to honesty in all interactions, even when it feels inconvenient or difficult.
“Gratitude turns what we have into enough.” – Anonymous
Start a gratitude journal—note three things you are thankful for every day.
Patience
Resilience
“Do not judge me by my success, judge me by how many times I fell and got back up again.” –Nelson Mandela
When setbacks happen, focus on one small, actionable step to move forward.
“Patience is not the ability to wait, but the ability to keep a good attitude while waiting.” – Joyce Meyer
Take deep breaths and count to ten when faced with frustration or delay.
Humility
“Humility is not thinking less of yourself, it’s thinking of yourself less.” – C.S. Lewis Listen more than you speak in conversations to value others’ perspectives.
Perseverance
“Perseverance is not a long race; it is many short races one after the other.” – Walter Elliot Break large goals into smaller milestones and celebrate small victories.
Generosity
Empathy
“Whenever you feel like criticizing anyone... just remember that all the people in this world haven’t had the advantages that you’ve had.” – F. Scott Fitzgerald Before judging, try putting yourself in the other person’s shoes.
“You have not lived today until you have done something for someone who can never repay you.” – John Bunyan
Dedicate time or resources each month to helping someone in need.
Respect
Discipline
“Discipline is the bridge between goals and accomplishment.” – Jim Rohn Set a consistent daily routine and stick to it, no matter how small the actions.
“Respect is how to treat everyone, not just those you want to impress.” – Richard Branson Use kind and respectful language, even when you disagree with someone.
Hope
“Hope is being able to see that there is light despite all of the darkness.” – Desmond Tutu When feeling overwhelmed, remind yourself of one positive thing to look forward to.
We’re excited to introduce the Mental Health Card, soon arriving on your vessel. This thoughtful tool helps you tune into your well-being.
One side offers self-check questions, encouraging you to reflect on your feelings, behaviours, habits, and physical sensations— powerful signals of your inner state. The other side provides prompts to engage with shipmates, fostering meaningful conversations and mutual care.
Your feedback on using this card will be invaluable in helping us improve and support your mental health journey. Let’s make mental health a shared priority—because caring for ourselves and one another is essential at sea.
Understanding Diabetes: Causes, Symptoms, and Prevention
Diabetes is a chronic condition marked by high blood sugar levels due to insufficient or ineffective insulin. Proper understanding of its causes, symptoms, and prevention can help manage or reduce its impact.
Causes of Diabetes
The main types of diabetes are:
• Type 1 Diabetes: This is an autoimmune condition destroying insulin-producing cells, often linked to genetic and environmental factors, typically developing in youth.
• Type 2 Diabetes: This is caused by insulin resistance and often linked to lifestyle factors like poor diet, obesity, and inactivity. It is preventable through lifestyle changes.
• Gestational Diabetes: This occurs during pregnancy due to increased insulin demands. While it resolves postpregnancy, it raises the risk of Type 2 diabetes.
Symptoms
Common symptoms include frequent urination, excessive thirst, increased hunger, fatigue, blurred vision, slow-healing wounds, and unintentional weight loss (in Type 1).
Prevention
While Type 1 diabetes isn’t preventable, Type 2 and gestational diabetes often are. Key measures include:
• Healthy Eating: Focus on whole grains, non-starchy vegetables, lean proteins, and healthy fats. Limit sugary foods and processed items.
A balanced diet can lower diabetes risk:
1. Whole Grains: Brown rice, quinoa, oats, whole wheat bread
2. Non-Starchy Vegetables: Spinach, broccoli, zucchini, bell peppers
3. Legumes: Lentils, chickpeas, black beans
4. Lean Proteins: Chicken breast, turkey, fish, tofu, eggs
5. Nuts and Seeds: Almonds, walnuts, chia seeds
6. Berries: Strawberries, blueberries, blackberries
7. Healthy Fats: Avocado, olive oil, fatty fish like salmon
8. Low-Fat Dairy: Yogurt, skim milk, cottage cheese
9. Herbs and Spices: Cinnamon, turmeric, ginger
10. Water and Unsweetened Beverages: Herbal teas, green tea
Other Measures
• Regular Exercise: Engage in activities like walking, swimming, or cycling for at least 150 minutes a week.
• Weight Management: Even modest weight loss significantly lowers Type 2 diabetes risk.
• Stress Management: Reduce stress through yoga, meditation, or relaxation techniques.
Additional Tips
• Monitor blood sugar levels, especially if at risk.
• Avoid smoking and limit alcohol intake.
• Stay hydrated and avoid sugary drinks.
Conclusion
Diabetes is a global health issue but can often be managed or prevented through lifestyle changes. Early intervention and regular monitoring are key to maintaining health and quality of life.
Introducing our Shore Staff
In this issue, the ICT Department along with a new addition to the Company and an established colleague who has recently transferred to another department will be introducing themselves. So, let’s meet them.
Vassilis Manousakis
I had the opportunity to join Centrofin in 2001 in the EDP (Electronic Data Processing) Department as the only person mainly responsible for the computers of the employees on board and ashore. At that time, computers were almost unknown in the shipping environment and only a few were used for Word and Excel processing and some basic email exchanges. The office was still used for communication with the ship via TELEX and telephone. Most of the desks were without workstations and only the secretaries had the benefit of using them!
Since then things have changed. The Department has grown to 6 people and I, as ICT Manager, have a wide range of responsibilities, from overseeing the day-to-day ICT operations and network security to managing projects and contributing to the company's strategic goals. My role is crucial in ensuring that technology supports the efficiency, security and growth of the business in a highly competitive and dynamic industry. Looking ahead to the next few years and digital transformation, my role in shipping is not just as a technology expert, but a key driver in helping our business improve operational efficiency, reduce costs, ensure compliance and remain competitive in a rapidly evolving digital landscape.
I am truly fortunate to have had the opportunity to work in such a Company all these years, with a healthy working environment and a friendly culture that gives me the chance to educate myself continuously not only in the technical field, but also in socialising, thereby making me a better person in general.
Kostas Lionis
Alma Panagiotaki
Spyros Daifotis
My name is Kostas Lionis. Oct 2024 marked my 20th year with the Company. During these years, I have been part of the IT department and witnessed huge transformations in technology and consequent implementations in our Fleet and Head Office. It is always a challenge to work in such a fast evolving environment and embrace different systems and technologies that help the Company increase its efficiency and achieve excellence. For more than ten years I have been responsible, among other tasks, for maintaining and further developing the company’s ERP system to follow our growth and accommodate new processes. I have also been part of the Officers' Forum production team since 2020. Knowing the importance of these events for our seafarers, I aim to deliver conferences in a professional yet heartfelt manner. I am honoured to have been part of this great company for all these years, which I truly consider to be my family.
Wishing you calm seas & get home safe.
My name is Alma Panagiotaki, though many of you know me as AP. I am originally from Kazakhstan. After graduating from Omsk University in Russia with a degree in mathematics, I worked as a software developer. When I moved to Greece, I was deeply grateful to the Company for welcoming me into the IT Department. It has now been 21 years since I started working here, and it is a great honour for me to be part of this Company.
My primary responsibilities include maintaining applications, creating and managing user accounts and emails, managing access, providing user support, monitoring vessel communication traffic, reviewing invoices, managing crew cards and toners, overseeing the dispatch of ICT spare parts to ships, and performing administrative tasks for the Department.
To all our Seafarers, I wish you calm seas and safe journeys.
My name is Spyros Daifotis, and I work as an ICT Engineer. My role involves managing and supporting the Company’s IT infrastructure, including servers, networks, and communication systems both ashore and on board vessels. I am responsible for ensuring seamless operations, troubleshooting technical issues, implementing cybersecurity measures, and optimizing IT systems to meet the Company’s operational needs. My goal is to provide reliable and efficient technology solutions to support our team and fleet. Wishing you calm seas, fair winds, and safe voyages always.
Iasonas Sarlamis
My name is Iasonas Sarlamis , and as of September 2024, I was proud to celebrate four years with this remarkable organization. During this time, I have had the privilege of working in the IT Department, where I’ve been involved in exciting projects such as the synchronization of ships on IT systems and supporting the fleet with IT-related issues. These experiences have allowed me to contribute to the Company’s technological evolution and ensure smooth operations both on board and ashore. Additionally, I had the honour of participating in the new buildings team, a role that broadened my perspective and gave me the opportunity to collaborate on innovative projects from the ground up. Working in such a dynamic environment has been both challenging and rewarding as I have embraced emerging technologies to help the Company achieve greater efficiency and excellence. Supporting our Seafarers has always been a meaningful part of my role, and I strive to deliver conferences with both professionalism and genuine care. This organization truly feels like a family to me, and I am grateful for the trust and collaboration I’ve experienced over these years. Wishing you calm seas and a safe return home.
Irene Xyda Crewing Assistant
Hello!
My name is Irene Xida and I am employed as a Crewing Assistant in the Crew Department. I joined the Company in April 2024. I hold a bachelor's degree in Maritime Studies from the University of Piraeus. My professional journey in the Maritime Industry began in 2020 as a Sales Coordinator. My current professional duties entail:
• Providing overall administrative support to the Department
• Filing all crew mail and distributing emails as necessary
• Forwarding the crew mail to vessels and Cenmar offices
• Updating departmental archives and files
• Preparing and dispatching logbooks / Crew certificates and Wavelength to vessels
• Monitoring crew-related forms, contracts, and appraisals
• Arranging seafarer courses and handling invoices
Working in this Company offers a multifaceted experience with numerous challenges. Personally, I feel a sense of pride in contributing to this organisation that connects people and businesses across the globe. I am grateful to be part of a Company that is continually expanding and evolving. The working environment here fosters respect, teamwork and collaboration among its employees. Wishing you clear skies and gentle winds on your voyages!
Souzana Kotsena Accountant Assistant
Hello, I am Souzana Kotsena and I have been working in our Company for the last 28 years. I was born in Portugal. During these years I have worked in Communication/Telex, Crewing, Reception, Marine Operations and the Technical/Spares departments. I feel grateful working in so many departments as the experience in them all has improved my shipping knowledge. Over the past months I have been working as an accountant assistant, supporting data entries of invoices and payment preparations. I am very lucky to have amazing colleagues and also grateful for this long journey that has led me to where I am today. Stay strong! Stay safe!
By Vaia Kyrodimou
Let me have your attention once again with my next fascinating topic:
Vetting Inspection vs TMSA Audit
Maybe you know that you aren’t the only ones who get inspected. Shore management also gets audited / inspected in various manners. Some of them are ISM, ISO "external" and "internal", GAP Analysis and TMSA by oil companies etc.
Crews have already participated at least once in a vetting inspection. Do crews know about the procedure and the method of TMSA audit preparation at the Office?
How much do you know about Tanker Management selfassessment (TMSA)?
As I work in the SQE Dept., which is responsible for organizing, preparing and accomplishing the audit, I can share with you some thoughts from my limited experience.
Once we receive a message from an oil major about audit, we are in a state of heightened vigilance. There are so many different things that should be prepared rigorously. We have to find evidence for each KPI that we have marked ‘’YES’’ in the TMSA submission.
During the weeks of the preparation there is stress, intensity, anxiety and doubt. I can imagine that the same occurs during the vetting preparation.
But, no one would be better to assist us to understand both of them simultaneously than a person who has experienced both of them.
So, please let’s welcome Captain Eleni Lykofridi.
VEK: Capt. Eleni please describe how you felt during your first Vetting inspection and your first TMSA audit.
ELL: During my first vetting inspection I was actually ‘examined’ when I was a Navigation 2nd Officer in 2017. I was so nervous that when the Inspector asked the first question, ‘’Does your RADAR have ARPA?’’, I asked him to repeat the question 3 times because I was so terrified and I froze so badly that I could not understand the words coming out of his mouth, even though it was such as a basic question. However, as the minutes passed and I answered his questions correctly, my confidence increased, and my anxiety disappeared.
In the TMSA, I was in the front row only in one element, where the items to be examined were far fewer than those in a vetting inspection and not as in-depth. Of course, since it was my first time, I did not know what to expect, how they asked questions, and in how much detail they compare records or search for discrepancies. Also, the overall sense was different because the TMSA felt more ‘corporate’ professional than the vetting.
VEK: Which of them is more stressful?
ELL: For sure, the vetting. During vetting, at least before SIRE 2.0, most of the questions were not based on the VIQ wording, but they were an open interpretation of what the Inspector expected
from you for that question. For example, I was asked what kind of valves I have on board. There is no SMS procedure, checklist, or manual to teach you the answer. Vetting was a continuous examination of how much you had studied the ship by all means, not only the paperwork and the procedures. That always put an extra ‘weight’ on the process because none of us wanted to see that ‘The xx Officer was not familiar with…’ in the final report.
VEK: Which of them gave you nightmares?
ELL: Nightmares, neither of them. I find the inspections an excellent tool to find my weaknesses. Even if they are stressful, Seafarers must welcome inspections because, through them, we become better professionals.
VEK: How different is the approach of each one?
ELL: The approach is not so different because you have to look in every corner of your past work to see if you have gaps. On board, you have plenty of square metres of surface area and 25 crew members to prepare, but in the Office, you must prepare every record for all the ships. Both are pretty extended for different reasons. In addition, in both, you have to prepare records and be in place to give answers on behalf of the people working before you.
VEK: When you were on board, did you have any idea how people at the office work and prepare accordingly for a TMSA audit?
ELL: I did not exactly know, but I suspected due to the numerous records asked for in the days before the TMSA. Now, I do the same to our Seafarers and I totally get it.
VEK: Do you think that employees, like me, who don’t normally attend vessels (for inspections, audits, etc) have identified the difficulties of a vetting preparation?
ELL: I am not sure. The thing that is a little hard to understand is that for vetting, you have to prepare even to the last bolt on board to have the correct clearance. It is chaotic. Also, even if you have tried your best, there are things you may not know, and if the Inspector wants, he can raise an observation from a subjective point of view.
VEK: Would you like to give any advice for people ashore and on board?
ELL: The earth is round, and the sun rises in the east…but we shall not wait for the inspection to do our best. Every day, we must work like tomorrow is a day when we have vetting or TMSA. This is not because someone will examine us but because when we work at our best, the best outcome will be reflected in our safety, operational readiness and crew familiarization etc.
In a nutshell, it is of paramount importance to foster a positive working environment. There is always room for improvement ashore and on board as well. It is extremely important to identify that there is opportunity to learn from each kind of audit (actually we can learn something every day) and nobody should make accusations. Trust your knowledge, work, colleagues and have confidence in the results.
The “Last Dance” with the Company’s Basketball Team: A Journey to 1st Place in the Shipping Basketball League
It’s not every day you retire from basketball in style, with fans cheering and cameras flashing. But there I was, in my “Last Dance” moment, waving my jersey in the air, after scoring my last basket, celebrating with colleagues and friends that came to see us in the final game.
My journey with the Company’s basketball team - the team that claimed 1st place in the Shipping Basketball League / League Chas come to an end, and this is how it unfolded through my eyes.
The Team: A Mix of Talent, Fun, and Everything In Between
When I think back on our team, what stands out isn’t just the wins or losses. It’s the people. We had a mix of everything: the genuinely good players, those who thought they were the new Michael Jordan, the guys who just wanted to have fun, and of course, those who came purely to stretch their legs. And then there were the rest of us: the “unsung heroes”, as the Americans like to say. We weren’t the flashy ones dropping triple-doubles, but we showed up, put in the work, and embraced every moment. It was the unique mix of personalities that made our team truly special. The teasing, the jokes, and all the interaction kept our spirits high.
The Supporters: Our Secret Weapon
Our supporters and their standing ovation for our team
I can’t talk about this journey without mentioning our supporters. They made all the difference.
From the sidelines or from far, they were cheering us on—even if they couldn’t make the games. For the final game, almost half the Head Office staff was there, cheering for us. It was surreal. As for the rest of the office, they might not have been physically present, but their thoughts were with us, and we could feel it.
The fans enjoyed every minute. Their energy drove us forward, especially when things didn’t go as planned on the court. But in the true "Centro way" we celebrated together, because we knew how to have a good time, win or lose. It was about more than just basketball. It was about coming together and creating memories that would last far beyond the final whistle.
The Key to Success: Hard Work, Commitment, and Teamwork or just “throw the ball to the tall guy”
So what brought us this success? Luck? Nah. I’d like to say it was the perfect combination of hard work, commitment and teamwork. Of course, having skilful tall guys on your side always helps.
Joking aside, we showed up when it mattered, and everyone played their part, whether it was a key assist or bringing energy and instructions off the bench. Each of us had a role, and it was only through working together that we could reach the top. We were definitely the most committed team. We practiced, we planned, and above all, we trusted each other. All these efforts built a bond that ultimately led us to that trophy.
From
the Basketball Court to the Professional Arena
As I reflect on last season, it’s hard not to draw parallels between the basketball court and day-to-day working lives at the Company or onboard vessels. In all cases, it’s about teamwork, setting common goals and supporting each other. On the court, no one cares about your job title or the department you work in - everyone is just a team player, working with your teammates toward a shared goal: “to make that basket”.
It's the same in the office or on board the vessel. Whether you're a manager, officer or just starting your career, success comes from collaboration, communication, and trust. In both settings, we rely on each other’s strengths, support each other through challenges, and celebrate wins together. The lessons in teamwork, resilience, and solidarity that we learn through sports don't just stay on the court - they shape how we work and interact every day at the Company and on board the vessels, making us stronger both as individuals and as a team.
The main lesson that I learned from my experience with the basketball team is that in both basketball and professional arenas, the key to success is the same: teamwork, communication and trust.
Memories and Moments to Treasure
Colleagues and team players after the final game
My last season was special for so many reasons. It wasn’t just about the wins, though lifting that trophy was definitely a highlight. It was about the journey—the shared experiences, the discussions and the post-game nights where we’d sit around talking about the match (okay, mostly eating and laughing about bloopers), and getting to know our teammates better, especially the new faces. I wasn’t destined to be a basketball legend, but I hope I left a lasting impression with my effort and values—on and off the court. Farewell to the Court, but never to Team Spirit.
By Yannis Vakkas Retired player of the Centrofin basketball team
The Problem of Melting Ice
When ice melts due to global warming, it causes considerable problems. Firstly, the melt reduces the amount of heat reflected away from the Earth. Secondly, when the ice is on the ocean, it is replaced by dark blue seawater, which absorbs substantially high levels of heat energy which further exacerbate the problems caused by increasing global temperatures.
The current challenge is to try and slow the melting of sea-ice or even reverse the trend through geoengineering. Geoengineering refers to procedures adopted to modify weather like cloud seeding or to combat global warming such as carbon capture strategies. In this case, the idea is to thicken sea-ice in winter so that it will not melt at warmer times.
In a field experiment currently being performed off Canada’s northern coast, a hole was drilled in the sea-ice during winter (in a place where it naturally occurred) to allow around 250 gallons (~1000 litres) to be pumped across the surface. At the time of pumping, the temperature was -30C with a strong wind chill factor that took it down to -45C. This resulted in the ice becoming 10s of centimetres thicker, which the scientists hope will allow it to survive the melt season.
Although the theory is plausible, there has been criticism leveled at the project. One objection is that the ice may melt even faster in the summer as it now contains salt. Another is that even if there is a degree of success, the logistical challenges of scaling up the process are enormous. These concerns are obviously valid; but this process is not the only one that is presently under discussion.
An alternative method involves spraying super-cooled fresh water into the air over the cold sea until the frozen drops join and form an ice plate that floats. At this point the increasing amounts of rain and snow falling in Arctic regions are deposited on it, causing it to get thicker above the surface. At the same time, fresh water will be absorbed from the sea water below the surface when the air is colder than the sea. Then, as the ice plate thickens above and below the surface, the growing ice plate will reduce the air temperature further, creating a positive feedback mechanism. A third suggested method involves towing icebergs to enlarge the ice fields.
Unfortunately, these two other methods have not been well received either. This is perhaps because they have also been based on theory alone and empirical data should be used as well.
A study published in a journal called Environmental Research Letters may provide the data required to provide a viable solution to the problem of melting ice in the Arctic.
This study found that since 1958 Arctic sea-ice has lost 2/3 of its thickness and that the older ice has shrunk by nearly 800,000 sq. miles (over 2 million sq.km) over the past 60 years. Additionally, there has been a significant decline in the area of minimum seaice since the end of the 1970s. In 1979 it was 2.7 million sq. miles (7 million sq.km) and a decade later it was 2.3 million sq. miles (6 million sq.km). In 2012, it reached an all-time low of 1.4 million sq. miles (3.5 million sq.km). Then, the following year it rose to over 1.6 million sq. miles (4.2 million sq.km). Since then it has remained fairly consistent.
The reason why the decline stopped unexpectedly relates to the type of sea-ice present. Recently the seasonal ice, which is weaker and thinner (about 6ft (2m)) than older ice accounts for approximately 70% of Arctic sea-ice. The behaviour of seasonal sea-ice, which usually forms and melts during a single year, is responsible for the fact that is there has been no record-breaking low since 2012. More specifically, this type of ice is subject to wind movement. For example, in 2013 the prevailing winds piled up the sea-ice against coastlines, where it remained thicker for months. So, perhaps the idea of towing icebergs into areas where the melt is greatest and then cutting them up to give the sea-ice seasonal characteristics may not be so ludicrous after all. It would reduce the amount of heat absorbed by sea, increase the heat energy reflect away from the Earth and provide a vital platform for polar bears to catch their prey.
Sources: www.bbc.com, www.researchgate.net, www.science.nasa.gov
Polar bears are now on thin ice.
Jacques Cartier
Jacques Cartier was born near Saint-Malo, France in 1491. He spent most of his early life in and around the place of his birth and became a respected mariner. His family had a certain social status, but his was elevated in 1520, when he married Mary Catherine des Granches, who hailed from an aristocratic background.
Having gained higher social status, he became acquainted with individuals who had more power and made friends in high places. One of these was Jean le Veneur, the bishop of Saint-Malo, who introduced Jacques Cartier to King Francis I. This introduction, together with the bishop’s endorsement of Cartier’s capabilities, led to the explorer being given a royal commission to discover a western passage to the lucrative markets of the East Indies in April 1534.
On the 20th day of that month, Cartier sailed from Saint-Malo. He left with two ships, one of which was the Louis Nicolas, and 61 men. Some 20 days later, the expedition reached land on the other side of the ocean. There, they explored parts of Newfoundland, the Labrador Peninsula, the Gulf of St. Lawrence, Prince Edward Island, Anticosti Island, the Magdalen Islands and the Gaspé Peninsula. During this period of exploration, he had three encounters with First Nations peoples. The first two occurred at Chaleur Bay with the Mi’kmaq people during which a little trading took place. The third was with the Iroquois at Gaspé Peninsula. They were welcomed, but when Cartier set a cross in the ground to claim the land for France, the Iroquois’ demeanour changed. This led to Cartier kidnapping two of Chief Donnacona’s sons. Fortunately, the tension eased when the Chief agreed to let Cartier take them to France on the condition that he would return with them and European goods that they could trade.
concoction made from the bark of a local tree that could combat scurvy. Cartier gave it to his men and the results were startling, allowing 85 of the crew to recover.
Source: en.wikipedia.org
What Cartier had to show for his first voyage, including his two Iroquois “captives”, impressed King Francis I so much that a second one was scheduled. This voyage began in May 1535, when Cartier sailed with three ships, the Grande Hermine, the Petite Hermine and the Emérillon, 110 men and the two sons of Chief Donnacona. When the expedition reached the St. Lawrence River, he headed for Quebec, where the Chief ruled, and set up a base near the Iroquois settlement. Then he took a small party on his smallest ship to Montreal, where he received a very warm welcome from the crowds who had come to greet him.
During his short stay, he was informed that two rivers headed west where there was an abundance of gold, silver, copper and spices. However, Cartier deemed the waterways to be unnavigable as rapids blocked any vessel’s passage to these riches. So, he went back to his base, hoping to return to France, but he was forced to spend the winter there because the river had frozen over earlier than he had anticipated. As his ships lay trapped at the mouth of the St. Charles River, scurvy struck and many of his men succumbed to the disease. Fortunately, the Iroquois had a
Conditions allowed Cartier to leave in May 1536 with the men who had made a full recovery. He also brought back a high-ranking member of the Iroquois because he wanted someone to give a first-hand account of the gold and other precious resources that were bountiful near where the First Nations people lived. War in Europe prevented Cartier from returning to North America until 1541. On this occasion, Cartier was to be the chief navigator under the command of a member of the royal family called Jean-François de la Rocque de Roberval. The main goal of this expedition was to establish a colony in those places Cartier had discovered in order to thwart the Spanish from laying claim to the same area.
Due to a delay in the delivery of supplies and artillery, de Roberval left in 1542. He was to follow Cartier, who departed with three vessels: Grande Hermine, Georges and Saint Breux. After a brief visit to Montreal, Cartier again failed to progress further than the rapids. After this failure the expedition was forced to endure another harsh winter, during which discontent set in amongst the men. Cartier was unable to keep them in check and their behaviour led to the First Nations people into becoming hostile.
The tension prompted Cartier to leave before de Roberval arrived. When Cartier stopped at Newfoundland on his way home, he ‘bumped into’ de Roberval, who ordered him to return to Quebec. Instead of turning round, though, Cartier left under the cover of darkness, thereby blatantly disobeying the nobleman’s orders. In France he offered mineral samples for analysis, but they did not contain precious metals. The disappointment caused the French to focus on other regions for about 50 years.
Cartier had no further commissions, so he spent all his time managing his business affairs at his estate till the end of his days in 1557. Although his treatment of the Iroquois was far from exemplary and his failure to establish a French colony is often regarded as a sign of incompetence, he did pave the way for France to colonise the area later on and establish a lucrative fur trade. Consequently, he is honoured in both Canada and France with structures like the Jacques Cartier Bridge, which spans the St. Lawrence River and a statue at St. Malo.
Sources: www.britannica.com, www.en.wikipedia.org, www.exploration.marinersmuseum.org
Jacques Cartier Bridge. Source: en.wikipedia.org
Portrait by Théophile Hamel c.1844.
Jacques Cartier Monument in Saint-Malo. Source: en.wikipedia.org
Feel the force of my MIND CONTROL… You will be quiet…
Still got it! Now I can rest my eyes…
1. Make the names of TWO Company vessels using all the letters in the following sentence: I MEAN STOP FEARS!
Test
4. Which three-letter word can be placed after the words to the left and before the words to the right? DEEP - -RESULT LOOSE GAME BITTER POINT
2. Make the name of a famous 18th century ship from all the letters in the chemical symbols for aluminium, beryllium and germanium.
3. Which three-letter word can be used to complete the following words: BO_ _ _ OM, SCO_ _ _ , _ _ _ DISH and C_ _ _ IT?
5. In 8 steps change the word FAKE to REAL by changing one letter at a time to form intermediate words.
6. What is the next number (X) in the following sequence? 2, 4, 12, 68, 630, X
Quiz
1. Which of the following ports is the closest to where the Titanic sank?
A. New York B. St. John’s C. Halifax D. Portland
2. Where was Ernest Shackleton born?
A. England B. Ireland C. Scotland D. Wales
3. Which word completes the ''................. Drives Behaviour'' principle of human behaviour?
A. Awareness B. Emotion C. Context D. Learning
4. In which month is the International Day for Women in Maritime?
Brain your Answers
A. May B. March C. June D. July
5. The Company acquired its first vessel, M/T Ninemia, in 1993. Where was she built?
A. South Korea B. China C. Germany D. Japan
6. When was the Singaporean Registry of Shipping established?
A. 1950 B. 1956 C. 1966 D. 1973
7. In which country is the port of Duqm located?
A. India B. Egypt C. Jordan D. Oman
8. Which sea is also known as East Sea?
A. Philippine Sea B. Sea of Japan C. Yellow Sea D. Arafura Sea
Answers at the foot of the page Answers at the foot of the
Survival at Sea
Steven Callahan
In his early 20s, Steven Callahan became fascinated with boats. He was so intrigued by them that he went on to design and build them, which gave him a deep understanding of their capabilities. At the age of 29, he departed from Newport, Rhode Island aboard one of his own creations called Napoleon Solo, which was a 21-foot (6.5m) sloop. His destination was the UK via Bermuda,
He was able to catch mahi-mahi, trigger fish and flying fish along with a few birds. He collected barnacles too and his still provided about one pint (0.5l) a day.
He kept a log of his ordeal, in which he recorded sighting a ship on day 14. He attempted to attract attention with a flare without
where he was due to pick up his friend Chris Latchen. He did this and the two of them reached England without incident.
During the autumn of 1981, Steven Callahan left England as a competitor in a single-handed sailing race. The course was from Penzance in Cornwall to Antigua. Unfortunately, conditions were far from favourable. This caused many of the sailors, among whom was Steven Callahan, to abandon their efforts to continue racing. Callhan only got as far as La Coruña in Spain as his boat had been damaged in a storm. He was able to make the necessary repairs to Napoleon Solo himself before sailing to Madeira and the Canaries.
On the 29th January 1982, he left El Herro in the Canary Islands for Antigua, his original destination. Following his departure, the weather got worse and he was forced to deal with high winds. He was not unduly worried as he had faced the elements before, but on the seventh night he had to cope with a frightening scenario. He was awakened by a very loud bang and the sound of water gushing in. There was a hole in the hull, which he assumed had been made by a whale or shark, and he sprang into action.
After deploying the life raft, Callahan dived down into the cabin several times to retrieve as much as he could. Since his design incorporated the use of watertight compartments prevented Napoleon Solo from sinking fast, he had a greater window to gather more supplies. When the window closed and his boat was about to sink, he sank exhausted into his six-foot circular life raft. However, he had little time to rest. There was waer in his raft so he had to bale it out with an old tin can he had. He was now adrift 800 miles west of the Canaries and heading away from them.
On the raft there were the items he had managed to retrieve. These included a sleeping bag, a cushion, a spear gun, a torch, flares, some food, solar stills to produce drinking water, navigation charts and a survival manual. Callahan soon ran out of food and water, so he was forced to catch and collect his own.
success. This was one of nine such failed attempts, which led him to adopt a mindset that his survival was solely down to him and that relying on outside help was a lost cause. As he drifted into tropical waters the conditions worsened. He recorded that dehydration resulted in him feeling constantly thirsty, salt water sores were causing him significant physical discomfort and that he was in a state of permanent hunger.
On day 40, Callahan had to deal with a tear in the raft. At first, he was unable to make adequate repairs and was forced to keep it afloat with a pump. Ten days after the tear appeared, he became despondent. He was ready quit and admit that his struggle was over. He was at his lowest ebb.
Just after he conceded defeat, he began to think of the consequences, which spurred him on to think of a way to repair the raft. He did and this success has been described as the greatest of his life in his writings. Although he solved this particular problem, he was far from out of the woods. Time managed by as he was clinging to life. And when his solar stills shut down, his body and mind began to do the same.
On his 75th day adrift he spotted the lights on Maria Galante mear Guadaloupe. The following morning, his raft was swarmed by sea birds after he had ditched some fish guts into the sea. The flock of birds caught the attention of some fishermen nearby. When they investigated, they came across Callahan, who had lost around 30% of his weight and was covered in sores. He was taken to hospital after the fisherman helped him aboard their boat, and it took him six weeks to walk properly again.
Despite his ordeal, Steven Callahan has made many journeys across oceans. He has also featured in several TV series, consulted on Ang Lee’s 2012 film ‘Life of Pi’ and written a book called “Adrift”. Nowadays, he is a highly respected speaker who regularly gives talks on survival, seamanship and voyaging.
Sources: www.en.wikipedia.org, www.theguardian.com, www.sailuniverse.com, www.sailingeurope.com
Steven Callahan following his rescue Callahan describing his experience of being adrift to students at North Yarmouth Academy in 2016