DELIVERYOF THELONDONSPIRIT

Savedby a

Butterfly!

PSC Inspections:Lowest Score Wins

Mikimoto Island A Sea of Pearls

Samos Waves

Ambelos

Built: November 2006105kDWT Crude Oil CarrierMaster: Khromikhin SergeyC.Engineer: Belikov Victor

Butterfl yBuilt: July 200547kDWT Product CarrierMaster: Smetanin OlegC.Engineer: Tumasyan Ed.

Ambrosia

Built: June 2006105kDWT Crude-ProductCarrierMaster: Druzhinin EugeniyC.Engineer: Konovalov Mikhail

Tankers

Nectar

Built: June 2005105kDWT Crude-OilCarrierMaster: Petrenko OlegC.Engineer: Kovsh Petr

PapillonBuilt: June 200747kDWT Oil/ChemicalMaster: Savin ArkadyC.Engineer: Prus Volodimir

Bulk Carriers

Anthemis

Built: July 200476kDWT gearlessMaster: Tyrchin SergeyC.Engineer: Khylchenko V.

Kerkis

Built: August 1982208kDWT gearlessMaster: Kokarev AndreyC.Engineer: Novitskiy Sergey

Stamatis

Built: September 2004203kDWT gearlessMaster: Gusev YuriyC.Engineer: Nabiullin G.

Issue No. 7January 2008

Samos Waveswww.samossteamship.gr

Published in Greece

London Spirit

Date of Built: December 2007208kDWT Double hull - gearlessMaster: Sapozhnicov VictorC.Engineer: Belyayev Aleksander

“One more Rescue by a Samos Steamship Vessel”

Cpt. Andery Chernobrovkin comes to follow the ex-ample of Cpt. Kurash, rescuing a desperate skipper caught in hostile North Atlantic waters. This time ev-erything was done nighttime hence the absence of ac-tion photos. The salved yachtsman however, fl uent in words, tells us the story:

Saved by a Butterfly!

Samos Waves

The salved yachtsman Dr. Gero Hoschek, 67 year old retired journalist and language professor thanks Cpt. Andrey Chernobrovkin on board the m/t Butterfly

January 2008 No.07

“A few days out of Greenport, NY, USA my 30’ trimaran sailing yacht Windsong that I was trying to sail single-handed to the Azores and Canary Islands met with high wind and rough seas at a position about 250 miles East of Atlantic City, NJ, USA.

On Dec 01, Windsong took a huge wave over the deck that filled the cockpit, started flooding the cabin and cracked the bridge deck between the center hull and the starboard pontoon.

Hoping for improving conditions I only stuffed bedding material in the developing deck cracks to keep the cabin as dry and warm as possible as snow and freezing rain developed outside, driven by 55 kn wind.

Shortly after 22.00 we took several large breaking waves over the deck again and I saw the entire starboard bridge deck and pontoon break away being held now only by the rigging wires.

Now was the time to send out distress signals. I set off my por-table GPS-EPIRB and made the first mayday call, with only esti-mated position data as my main GPS unit had been lost already with breaking up of the yacht. After my second mayday call, M/T Butterfly responded in very good English (3rd off Oleg Kutnyy) at

about 22.25, weak but readable, requesting good GPS data. ….But-terfly announced they were proceeding to my position, ETA in 50 min from 12 nm away.

In the meantime I tried to remain dry and calm, avoiding hectic, panic and fear. I could see their lights after about 30 min already and I realized that they were slowly and carefully positioning the vessel to my windward side as mountainous seas and high winds prevailed and snow flew.

Just as Windsong was within rope throwing range her cabin filled up to the roof and I quickly evacuated to the deck, with no more VHF communication possible.

I saw the crew assembling on Butterfly’s port rail with ropes and other safety gear and they threw a tethered lifebuoy and large poly lines. After several attempts I caught a 14 mm poly rope and tried to secure it to my body and two small waterproof equipment cases with my essential yacht gear and personal documents I hoped to save. Due to my fingers being numbed by cold and the unwieldy rope this took too long a time and after the mast collapsed, I grabbed another line, which I tied around my waist, under my crotch and around my left arm.

On the crest of a wave I jumped up and away from the Windsong and the men on Butterfly pulled me up the 7 m freeboard within seconds, as I pushed away from the tanker’s hull with spread, out-stretched legs.

The Butterfly crew hauled me on deck without injury…. and by about 01.15 I was in a warm dry bed in a clean neat cabin steaming toward Canada.

I apologize for the delay in Butterfly’s schedule caused by my dis-tress and wish to express my deepest gratitude to the master, captain, crew and the owners of the M/T Butterfly for saving my life and congratulate them on their competence and compassion for a fellow mariner in the best traditions of civilized seamanship, as well as the ship-shape, modern vessel I had the pleasure to be a guest on.

With deep gratitude, and best wishes for the upcoming holiday sea-son, the New Year and the entire future

Dr. Gero Hoschek

editorial

New buildings on the dock

Two more Japanese built tankers are expected in early 2008:The KOKKARI, a crude oil VLCC from Universal and the PETALOUDA, a MR product, from Onomichci.As usual, building process is followed by our site offi cers who fore see both the deliv-eries for February.

• Samos received an AMVER award for participation in the amver program, in a ceremony held at the Apolon Palace Athens. A special award was delivered to the Operations Manager Cpt. G.S. Maroulis for the salvage of the yacht Rochelle last November.• TRS, a media consulting company was invited in Samos Premises and performed an extensive media response training including instructions and re-hearsals for interviews and public brief-ings.• Kerkis is in fi nal repair stage at Zhoushan Shipyard. Will be back in ac-tion by mid of January.• Samos site is back on the web under the address www.samossteamship.gr

Brief News

It has been one more successful year for Samos, with two new building deliveries reducing the fleet’s average age further on, and seeing total tonnage climbing up to 1.1 million DWT!As you all are aware of, more modern ships are yet to come and new targets are set for the coming year. Health and safety on board stand out in our expectations, while continuous training has been proved a key element for effective-efficient operations and we hope to see personal and professional skills being more and more upgraded. After so many years, a common Samos Steamship culture is apparent both on

board and ashore and we are happy to see familiar faces coming back over and over again. It is this sense of ‘togetherness’ that will help us scramble up the hill of excellence and see our mistakes become future weapons against failure. It is also to-gether that we will use our achievements as steps to ascend higher on the stairway of success.

A word from the management

We wish to you, your families and beloved, a safe, healthy and prosperous 2008.

Cpt. Andery Chernobrovkin comes to follow the ex-ample of Cpt. Kurash, rescuing a desperate skipper caught in hostile North Atlantic waters. This time ev-erything was done nighttime hence the absence of ac-tion photos. The salved yachtsman however, fl uent in words, tells us the story:

Saved by a Butterfly!

Samos Waves

The salved yachtsman Dr. Gero Hoschek, 67 year old retired journalist and language professor thanks Cpt. Andrey Chernobrovkin on board the m/t Butterfly

January 2008 No.07

“A few days out of Greenport, NY, USA my 30’ trimaran sailing yacht Windsong that I was trying to sail single-handed to the Azores and Canary Islands met with high wind and rough seas at a position about 250 miles East of Atlantic City, NJ, USA.

On Dec 01, Windsong took a huge wave over the deck that filled the cockpit, started flooding the cabin and cracked the bridge deck between the center hull and the starboard pontoon.

Hoping for improving conditions I only stuffed bedding material in the developing deck cracks to keep the cabin as dry and warm as possible as snow and freezing rain developed outside, driven by 55 kn wind.

Shortly after 22.00 we took several large breaking waves over the deck again and I saw the entire starboard bridge deck and pontoon break away being held now only by the rigging wires.

Now was the time to send out distress signals. I set off my por-table GPS-EPIRB and made the first mayday call, with only esti-mated position data as my main GPS unit had been lost already with breaking up of the yacht. After my second mayday call, M/T Butterfly responded in very good English (3rd off Oleg Kutnyy) at

about 22.25, weak but readable, requesting good GPS data. ….But-terfly announced they were proceeding to my position, ETA in 50 min from 12 nm away.

In the meantime I tried to remain dry and calm, avoiding hectic, panic and fear. I could see their lights after about 30 min already and I realized that they were slowly and carefully positioning the vessel to my windward side as mountainous seas and high winds prevailed and snow flew.

Just as Windsong was within rope throwing range her cabin filled up to the roof and I quickly evacuated to the deck, with no more VHF communication possible.

I saw the crew assembling on Butterfly’s port rail with ropes and other safety gear and they threw a tethered lifebuoy and large poly lines. After several attempts I caught a 14 mm poly rope and tried to secure it to my body and two small waterproof equipment cases with my essential yacht gear and personal documents I hoped to save. Due to my fingers being numbed by cold and the unwieldy rope this took too long a time and after the mast collapsed, I grabbed another line, which I tied around my waist, under my crotch and around my left arm.

On the crest of a wave I jumped up and away from the Windsong and the men on Butterfly pulled me up the 7 m freeboard within seconds, as I pushed away from the tanker’s hull with spread, out-stretched legs.

The Butterfly crew hauled me on deck without injury…. and by about 01.15 I was in a warm dry bed in a clean neat cabin steaming toward Canada.

I apologize for the delay in Butterfly’s schedule caused by my dis-tress and wish to express my deepest gratitude to the master, captain, crew and the owners of the M/T Butterfly for saving my life and congratulate them on their competence and compassion for a fellow mariner in the best traditions of civilized seamanship, as well as the ship-shape, modern vessel I had the pleasure to be a guest on.

With deep gratitude, and best wishes for the upcoming holiday sea-son, the New Year and the entire future

Dr. Gero Hoschek

editorial

New buildings on the dock

Two more Japanese built tankers are expected in early 2008:The KOKKARI, a crude oil VLCC from Universal and the PETALOUDA, a MR product, from Onomichci.As usual, building process is followed by our site offi cers who fore see both the deliv-eries for February.

• Samos received an AMVER award for participation in the amver program, in a ceremony held at the Apolon Palace Athens. A special award was delivered to the Operations Manager Cpt. G.S. Maroulis for the salvage of the yacht Rochelle last November.• TRS, a media consulting company was invited in Samos Premises and performed an extensive media response training including instructions and re-hearsals for interviews and public brief-ings.• Kerkis is in fi nal repair stage at Zhoushan Shipyard. Will be back in ac-tion by mid of January.• Samos site is back on the web under the address www.samossteamship.gr

Brief News

It has been one more successful year for Samos, with two new building deliveries reducing the fleet’s average age further on, and seeing total tonnage climbing up to 1.1 million DWT!As you all are aware of, more modern ships are yet to come and new targets are set for the coming year. Health and safety on board stand out in our expectations, while continuous training has been proved a key element for effective-efficient operations and we hope to see personal and professional skills being more and more upgraded. After so many years, a common Samos Steamship culture is apparent both on

board and ashore and we are happy to see familiar faces coming back over and over again. It is this sense of ‘togetherness’ that will help us scramble up the hill of excellence and see our mistakes become future weapons against failure. It is also to-gether that we will use our achievements as steps to ascend higher on the stairway of success.

A word from the management

We wish to you, your families and beloved, a safe, healthy and prosperous 2008.

It was on December the 7th when Samos fl ag was hoisted in the mast of our new pride, the double hulled cape bulker Lon-don Spirit. Powered by the 6 cylinder 6S70 MCC Mitsui Engine, this large lady achieved a true 16.87kn speed during sea trials while the service speed will be as fast as 14.70kn laden. Both high speed and low consump-tion fi gures are attributed to her modern hull design incorporating a new bow at the front and an ‘effi ciency duct’ around the propeller in the aft.Accommodation architecture is also new, with an impressive high-lifted bridge for better visibility and oversized windows for the Master and C/Engineer’s cabins.Her 9 cargo holds are strengthened for al-ternate loading of heavy cargoes and dis-charging by heavy grabs, while all ballast spaces treatment meet Lloyds standards for Protective Coatings in Water Ballast Tanks. But what really stands out about this huge carrier is the ballast tanks arrangement that forms a complete double skin and put London Spirit among the distinguished elite of the few double hulled capers worldwide.She is also our fi rst vessel to be certifi ed

Delivery of theLondon Spirit

with Green Passport, setting off a whole series of ships to come, that not only they are operated environmentally friendly, but they are constructed this way and certifi ed as well! Captain Victor Shapoznikov, experienced in ships’ deliveries, has taken command of the ship and Chief Engineer Sapozhnikov Bely-ayev is leading the Engine Room Team.

A joyful delivery ceremony was held in the Universal Tsu Shipyard where all the ship’s new features were thoroughly analyzed over sweet deserts and through glasses of fi ne wine. Among cheers and laughs, everybody shared the Master’s opinion that when it comes to dry ships, it is now this one that gets the fi rst place in his hart.Endorsing that, two large cakes appeared from the ship’s galley to celebrate Cpt. Victor’s birthday that happily coincided with the very beginning of this good ship’s sea life.Only the best we can think of Lon-don Spirit and only the best to wish!

Samos Waves January 2008 No.07

V. Sapozhnikov., V. Paspa-dur, O. Shablevskiy,

A. Svistov R. Radiko,A. Kokkalis, A. Belyayev,

G. Danochristos,D. Probonas, M. Ono

From the naming ceremony. In the middle of the fi rst row, the god mother Mrs. Olivia Sotiriou.

Although automation can be benefi cial to offi cers of complex sys-tems in terms of a reduction in workload or the release of people to perform other onboard duties, it can also be quite negative to system control if errors are introduced through its use.Augmented integration of new systems and a move towards an increasingly passive monitoring role for seafarers working with some systems on the bridge can present an increased risk of ac-cidental human error leading to unfavorable incidents at sea.Concern over these types of incident has led to research being undertaken on behalf of the UK Maritime and Coastguard Agency (MCA) to better understand the nature of human error in the use of automated shipboard systems, and to minimize the risks posed by automation.Their conclusion so far is based on the paradox that people, in-stead of challenging, seem to be over-trusting automation equip-ment, especially when it comes to specialized, complicated sys-tems that can not be analyzed by the average user. It has to be born in mind that automation systems are simply ma-chines and that they will defi nitely have their moment of failure. It is for the operator of the system to be in position to control and

Bridge Team Managment – Digital NavigationManagment – Digital Navigationsafetycorner

Cpt. Sergey Lushnikov in the role of tutor on board Nectar. Junior Deck offi cers and trainee (at the time) Master Cpt. Andrey Tukhanen participating as Bridge Team Members

reset such mistakes before they become major failures. At the bottom line, it comes to effective Bridge and E/R teams to get the job done. Aids to navigation are just that. Mechanical assistants. Let the man be the navigator as he always was.

PSC Inspections: Lowest Score Wins

It seems that PSC regimes keep growing stronger and stronger while the so called Memoranda of Understanding keep on being multiplied. In brief, the active ones so far are: Paris MoU, Tokyo ,Acuerdo de Vina del Mar, Black Sea Mou, Mediteranean, Indian Ocean MoU, Caribbean MoU, West and Central African (Abuja) and last but not least, Cooperation Council for the Arab States of the Gulf that comes to fi ll a list of 10 inspectorates if the USCG is included as well. Unfortunately the various MoU are not yet interlinked, nor have they established a common inspection /reporting system. This means along its way, that a ship can be sequentially inspected by a different MoU in every port if it crosses regional boundaries. Independent specialized databases are constructed though, where any registered entity can log-on via internet and have a very clear idea about any vessel’s or shipping company’s performance on PSC detentions or defi ciencies in general. In fact, these common databases are used as primary screening tools by all interested parties as charterers, brokers and oil majors. To facilitate this screening and to ease the onboard workload re-sulting from subsequent inspections, IMO is currently promoting worldwide MoUs harmonization urging them to adopt common inspection standards and create a unifi ed reporting database. The progress on this is yet to be seen as many parts already express

doubts on whether such an achievement is possible for the near future. For the moment, unifi ed or not, PSC records play a signifi cant role to the ships’ commercial value as it easily understood that nobody wants to link his name to ship charged with a series of defi ciencies related to ‘safety of navigation’ or ‘pollution’ as they are com-monly recorded. To us it is more than clear that in this game, it is the lowest score that makes the winner.

Samos Steamship performance for 2007 *

Samos Waves January 2008 No.07

Mikimoto Island

In a short break within the busy days of the London Spirit trials, the delivery crew had the opportunity to visit the notorious Mikimoto Pearl Island.The exiting ways of pearl cultivating were revealed to us through an interesting tour to all the islands premises.Kokichi Mikimoto, the founder of the farm had a dream to decorate all women of the world beautifully with his pearls. He worked to-wards this, tolerating failures and correcting mistakes until he man-aged to have several cultivating farms getting the lion’s share of the worlds market.The whole idea behind cultivated pearls is to stimulate the shell’s re-action by implanting a spherical object into it. The shell is then trying to isolate the foreign object by applying a soft tissue around it. This way, as the implanted ‘core’ size is controlled, the elapsed time until the pearl is ready is reduced signifi cantly. This tissue becomes hard as time passes and the result is this glossy, hard round ball that makes

every woman’s eyes shine. It was also women that played the vital part of the cultivation in the old days. They had the roles of diving, implanting the pearl core into the shell and also patrol the shell underwater beds and transfer them to shelter in case of bad weather.Of course now those methods are no longer followed as demand and technique have both grown far beyond them, but a demonstration is set to take the visitors back to the romantic era of pearl handcraft. We stood there watching the retro looking, white dressed ladies diving in the calm waters to produce this fi ne material realizing that behind each remarkable object we see in the stores, there is a chain of remark-able people that dream, think and work for it to come true.

ALBERTA AMBELOS AMBROSIA ANTHEMIS BUTTERFLY KERKIS LONDON-SPIRIT MYKALI NECTAR PAPILLON STAMATIS

No of in-spections 1 4 2 4 3 1 1 3 4 2 1Recorded deficien-cies

0 1 0 0 0 0 0 0 3 1 0Detentions ZERO DETENTIONS

* Up to 23 December 2007

The famous Ama divers performing their pearl collecting routine

Our people in front of the pearl farm founder statueV. Sapozhnikov, N.Vassileiou,D. Probonas, , G. Danochristos, O.Shablevskiy, A. Belyayev, A. Svistov, R. Radiko, V. Pashpadur

A Sea of Pearls

Although automation can be benefi cial to offi cers of complex sys-tems in terms of a reduction in workload or the release of people to perform other onboard duties, it can also be quite negative to system control if errors are introduced through its use.Augmented integration of new systems and a move towards an increasingly passive monitoring role for seafarers working with some systems on the bridge can present an increased risk of ac-cidental human error leading to unfavorable incidents at sea.Concern over these types of incident has led to research being undertaken on behalf of the UK Maritime and Coastguard Agency (MCA) to better understand the nature of human error in the use of automated shipboard systems, and to minimize the risks posed by automation.Their conclusion so far is based on the paradox that people, in-stead of challenging, seem to be over-trusting automation equip-ment, especially when it comes to specialized, complicated sys-tems that can not be analyzed by the average user. It has to be born in mind that automation systems are simply ma-chines and that they will defi nitely have their moment of failure. It is for the operator of the system to be in position to control and

Bridge Team Managment – Digital NavigationManagment – Digital Navigationsafetycorner

Cpt. Sergey Lushnikov in the role of tutor on board Nectar. Junior Deck offi cers and trainee (at the time) Master Cpt. Andrey Tukhanen participating as Bridge Team Members

reset such mistakes before they become major failures. At the bottom line, it comes to effective Bridge and E/R teams to get the job done. Aids to navigation are just that. Mechanical assistants. Let the man be the navigator as he always was.

PSC Inspections: Lowest Score Wins

It seems that PSC regimes keep growing stronger and stronger while the so called Memoranda of Understanding keep on being multiplied. In brief, the active ones so far are: Paris MoU, Tokyo ,Acuerdo de Vina del Mar, Black Sea Mou, Mediteranean, Indian Ocean MoU, Caribbean MoU, West and Central African (Abuja) and last but not least, Cooperation Council for the Arab States of the Gulf that comes to fi ll a list of 10 inspectorates if the USCG is included as well. Unfortunately the various MoU are not yet interlinked, nor have they established a common inspection /reporting system. This means along its way, that a ship can be sequentially inspected by a different MoU in every port if it crosses regional boundaries. Independent specialized databases are constructed though, where any registered entity can log-on via internet and have a very clear idea about any vessel’s or shipping company’s performance on PSC detentions or defi ciencies in general. In fact, these common databases are used as primary screening tools by all interested parties as charterers, brokers and oil majors. To facilitate this screening and to ease the onboard workload re-sulting from subsequent inspections, IMO is currently promoting worldwide MoUs harmonization urging them to adopt common inspection standards and create a unifi ed reporting database. The progress on this is yet to be seen as many parts already express

doubts on whether such an achievement is possible for the near future. For the moment, unifi ed or not, PSC records play a signifi cant role to the ships’ commercial value as it easily understood that nobody wants to link his name to ship charged with a series of defi ciencies related to ‘safety of navigation’ or ‘pollution’ as they are com-monly recorded. To us it is more than clear that in this game, it is the lowest score that makes the winner.

Samos Steamship performance for 2007 *

Samos Waves January 2008 No.07

Mikimoto Island

In a short break within the busy days of the London Spirit trials, the delivery crew had the opportunity to visit the notorious Mikimoto Pearl Island.The exiting ways of pearl cultivating were revealed to us through an interesting tour to all the islands premises.Kokichi Mikimoto, the founder of the farm had a dream to decorate all women of the world beautifully with his pearls. He worked to-wards this, tolerating failures and correcting mistakes until he man-aged to have several cultivating farms getting the lion’s share of the worlds market.The whole idea behind cultivated pearls is to stimulate the shell’s re-action by implanting a spherical object into it. The shell is then trying to isolate the foreign object by applying a soft tissue around it. This way, as the implanted ‘core’ size is controlled, the elapsed time until the pearl is ready is reduced signifi cantly. This tissue becomes hard as time passes and the result is this glossy, hard round ball that makes

every woman’s eyes shine. It was also women that played the vital part of the cultivation in the old days. They had the roles of diving, implanting the pearl core into the shell and also patrol the shell underwater beds and transfer them to shelter in case of bad weather.Of course now those methods are no longer followed as demand and technique have both grown far beyond them, but a demonstration is set to take the visitors back to the romantic era of pearl handcraft. We stood there watching the retro looking, white dressed ladies diving in the calm waters to produce this fi ne material realizing that behind each remarkable object we see in the stores, there is a chain of remark-able people that dream, think and work for it to come true.

ALBERTA AMBELOS AMBROSIA ANTHEMIS BUTTERFLY KERKIS LONDON-SPIRIT MYKALI NECTAR PAPILLON STAMATIS

No of in-spections 1 4 2 4 3 1 1 3 4 2 1Recorded deficien-cies

0 1 0 0 0 0 0 0 3 1 0Detentions ZERO DETENTIONS

* Up to 23 December 2007

The famous Ama divers performing their pearl collecting routine

Our people in front of the pearl farm founder statueV. Sapozhnikov, N.Vassileiou,D. Probonas, , G. Danochristos, O.Shablevskiy, A. Belyayev, A. Svistov, R. Radiko, V. Pashpadur

A Sea of Pearls

DELIVERYOF THELONDONSPIRIT

Savedby a

Butterfly!

PSC Inspections:Lowest Score Wins

Mikimoto Island A Sea of Pearls

Samos Waves

Ambelos

Built: November 2006105kDWT Crude Oil CarrierMaster: Khromikhin SergeyC.Engineer: Belikov Victor

Butterfl yBuilt: July 200547kDWT Product CarrierMaster: Smetanin OlegC.Engineer: Tumasyan Ed.

Ambrosia

Built: June 2006105kDWT Crude-ProductCarrierMaster: Druzhinin EugeniyC.Engineer: Konovalov Mikhail

Tankers

Nectar

Built: June 2005105kDWT Crude-OilCarrierMaster: Petrenko OlegC.Engineer: Kovsh Petr

PapillonBuilt: June 200747kDWT Oil/ChemicalMaster: Savin ArkadyC.Engineer: Prus Volodimir

Bulk Carriers

Anthemis

Built: July 200476kDWT gearlessMaster: Tyrchin SergeyC.Engineer: Khylchenko V.

Kerkis

Built: August 1982208kDWT gearlessMaster: Kokarev AndreyC.Engineer: Novitskiy Sergey

Stamatis

Built: September 2004203kDWT gearlessMaster: Gusev YuriyC.Engineer: Nabiullin G.

Issue No. 7January 2008

Samos Waveswww.samossteamship.gr

Published in Greece

London Spirit

Date of Built: December 2007208kDWT Double hull - gearlessMaster: Sapozhnicov VictorC.Engineer: Belyayev Aleksander

“One more Rescue by a Samos Steamship Vessel”