Ship manager headquartered in Singapore providing technical, crewing and marine services. Managed fleet as of June 2026: 319 tankers, 287 bulk carriers, 45 container vessels, 40 LPG carriers, 34 offshore vessels and 6 LNG carriers.
I work for Synergy. Before joining, I had to complete many tests, meetings and other formalities, although the interview with the superintendent was not difficult. Salary can be negotiated, but the company naturally tries to keep it as low as possible. The company has a relatively modern management approach, but communication with the management team can still be difficult.
I was contacted by phone and interviewed by the company. I was also told that I needed to complete a medical examination through them before starting offshore.
I worked with Synergy, mainly on former Maersk Tankers vessels. The ships were generally in acceptable condition, although spare parts and other supplies often arrived very slowly. There were many paperwork requirements, including ORB entries handled by the second engineer, and the promotion system was poorly organized, although career growth was possible. Food was generally acceptable, but the cooks often left much to be desired; the crews included many Indian officers and ratings, as well as Brazilian ratings on some coastal vessels.
I worked on a tanker under Synergy management. The vessel had two cracks in a cargo tank and a failed hydraulic component on a winch, but repairs were repeatedly postponed until dry dock; one crack later reappeared because only part of it had been replaced. Spare-part supply was limited, with deliveries usually made in major hubs, while expensive engine-room parts were held back. The company was workable to a certain extent, but the budget for maintenance and supplies was too small.
I worked for Synergy on LNG vessels. Pay was reasonable only in the top four ranks. The food was very poor, and supplies were weak; deliveries could take six months to a year, and the items delivered were not always what had been ordered. Some crew members regularly tried to pass their duties on to others. It may be acceptable as a starting point, but I would not stay there permanently.
The recruitment process worked as expected, and I went to sea through the company. It took about a month to join, and the crewing manager supported me from the beginning through the process.
I completed one eight-month contract with Synergy in 2021 and was preparing to fly out for a second contract. I joined as a third officer because I needed the experience, although the working conditions were very difficult. The food was Indian-style, and there was no separate meal option for Ukrainian crew members. Salary negotiations were difficult, and the company often looked for reasons to reduce the offered pay by referring to a lack of experience.
I received my seaman's book back from the agency the day after I asked for it. I also attended a 1.5-hour interview with the receiving company's superintendent. The personnel were working, although the process seemed to suffer from a lack of time and attention to detail.
OCA arranged my employment, and I am now working at sea through this placement. The time from application to joining was about one month, so I was somewhat nervous, but the result was positive.
I worked at GS Shipmanagement. The management is completely incompetent, and there is a lot of chaos. The paperwork is overwhelming, with one document duplicating another. Safety is compromised as I spent 100% of my time filling out forms. Supply orders take at least 5-6 months to arrive. Many people I know have left this company in a hurry, some even terminating their contracts early. This company is a last resort when you can't get hired elsewhere.
I am currently working at GS Shipmanagement, which merged with Genco and Synergy. They bought over 30 old Handysize vessels from Anglo-Eastern. The condition of the ships is terrible, and I am the only one among the crew. I will be home in early February. The salaries are as follows: captain - 9800, chief officer - 10400, second engineer - 7800, with a crew of 5+/- 1, chief officer 4+/-, juniors 6, and ratings 9. The Indian crew and cuisine are not for me. The supply situation is decent, but there is a lot of paperwork.
I experienced excessive bureaucracy while working with Synergy Group. For instance, to disassemble a separator, I had to ask for permission from the superintendent, which took a week of correspondence. The actual work only took a few hours, but I had to provide hourly reports and photographs. It felt like it was better not to ask anything at all, as one email to the office would result in at least 20 responses.
I was on a two-year VLCC. The condition of the ship was terrible after the management took over. The engineers just sit by the computer all day filling out various forms. For the noon report, there are three different forms for the owner, charterer, and Synergy, plus four forms for bunkering, and they all contain the same information. It's absurd. However, they require 100 photos a day of the work done. I told the superintendent that we need to hire a photographer and a secretary additionally.
The condition of the vessels varies. Our crew is not really needed there. They hire their own people and only take ours when they can't find Indians. There is an unreal amount of paperwork compared to other Indian companies. You could say there is no real work, just paperwork. The second officer is on watch. The crew is mostly Indian, and you will likely be alone. The food is purely Indian and inedible. The working day lasts until night. Communication is 24/7 without a break. Internet is limited to 800 MB per month for free. You won't get a replacement as there is no planning in the office. It's purely an Indian company with Indian crews. I worked with a captain who saw a foreign chief engineer for the first time in his life. In case of any issues, the vessel is always at fault, and there is no help from the office, only more burden with their letters. Sometimes they send supplies.
The company found me through a former shipmate's recommendation. Two weeks went into their long application forms and requests to evidence every contract of my career from passports and record books. Then the interview kept moving. I eventually returned to my own company without ever being interviewed. If they come to you, keep your expectations procedural.
I joined through an agency. Contracts are 9+1, 6+1 or 4+1 and are honoured — reliefs came on schedule. The crew is almost entirely from one country and promotions flow accordingly; insurance likewise did not extend to the rest of us. Catering depends on the cook, with two cans of beer a day sold on board. The fleet's reputation is worse than what I found — my vessel had issues but the machinery spaces were spotless. The office does oversell things, so keep expectations factual.
The agency offered to pass the numerous entry tests on my behalf for an extra fee — I mention it so you know what you are dealing with. On board: mostly steam vessels around thirty years old, condition poor, spares not forthcoming. Internet is 1 GB a month free, then 20 USD per 500 MB; the captain has unlimited. Crews are mixed with a strong majority of one nationality; catering follows their cuisine, with the cook improvising chicken for the rest of us daily. People do one contract and leave, which is also why promotion slots open. Beer is available on board with an alcohol meter before watch.
The route in goes through an Odessa agency, which charges by rank and origin: juniors from dry cargo pay a full first salary, top four half. For that the agency does prepare everything — documents, applications, tests. Pay is negotiable downward: they will offer as little as you accept, more if they urgently need you. Salary ranges I saw: Master and Chief Engineer 14,500–17,000; Chief Officer and Second Engineer 12,000–13,500; Second Officer and Third Engineer 5,200–5,600; Third Officer 3,800–4,000; ETO 6,000–7,500; gas engineer 5,200–6,000. Contracts are four months for top four, six for the rest; top-four reliefs mostly on time. Food is spicy by default, though the cook made plain meat and a side for me on request.
My experience is one data point in a company managing several hundred vessels, and conditions clearly vary between fleets — mine were poor. After the salary cuts many junior officers left, so there is constant turnover and shortage, felt most on the crude and chemical tankers. Supply is pinched. Catering was built around one national cuisine with little variation. The pluses are real: internet, and family medical cover with broad scope after the first year. For gas experience it can serve as a stepping stone, though direct starts seem rare.