SEAS Issue 5 - 2022

SEAS MAGAZINE Safety, Envi ronment and Secur i ty

ISSUE 5 // MARCH 2022

12 16 Cadet Program My Experience 04 10 2022 Targets Our Journey toTarget Zero Safety Catch Winners

Preventing Fires 4 Common Causes of Fire Onboard

by Noah Robinson

06 Accident and Incident Stats

09 PSC and OMV Stats

14 Poor Accommodation Ladder leads to injury

19 Cyber Crime – Don’t become a victim

Your vessel, our responsibility

Contents

03 04-05 06-07

Welcome Safety Catch Winners Accident Staftistics Q4 2021 Non Injury Incident Statistics Q4 2021

08 09

Statistics PSC/OMV 2022 Group Targets Preventing Fire Onboard Injury Case Study MARPOL Annex VI – Fuel Oil Sampling Points Cadet Program – Noah Robinson V.Ships to the Rescue! Cyber Safety and Security

10-11 12-13 14 15 16-17 18 19-20

Contacts Your Health, Safety, Security, Environment and Quality Team: Ian Trebinski Group Director - HSSEQ Mike Bradshaw Global Head of HSSEQ Dave Nolan HSSEQ Department Manager Kirsten Duffin Global Head of HSSEQ Marine Services Carmel Buchanan HSSEQ Systems Coordinator Adriana Woodcock HSSEQ Administration Performance Analyst Marie Kenny HSSEQ Coordinator / SEAS Editor If you have any interesting safety related stories or lessons learned which you would like to include in our next edition, please get in touch. Email: drisksafe@vships.com

02 SEAS MAGAZINE // ISSUE 5

WELCOME Welcome to the latest edition of our SEAS magazine where we share important safety

Moving onto health issues, Covid-19 is still with us and the Omicron variant has resulted in a higher infection rate across our vessels. While many countries relax restrictions and we learn to live with Covid-19, we must keep our barriers strong onboard. Finally, in this edition you will see our celebration of our safety champions through our Safety Catch of the Month programme. We also recognise the efforts of the team onboard container vessel “Methoni” who rescued 19 migrants from the waters off Florida after their raft capsized. The crew onboard have been issued a Certificate of Merit from the US Coastguard Key West for their efforts to support Search & Rescue (SAR) activity during a week where the USCG rescued 200 migrants from the sea. Well done to all involved! We thank all our colleagues who have shared their feedback with us after our last edition, and we look forward to your ongoing support in making our Company the safest place to work. Stay well and stay safe.

and wellbeing issues within our fleet. In this edition, we look back on quarter four and reflect on a most challenging year. When comparing Q4/21 against Q3/21, there are noticeable improvements in total injuries and lost time injuries – we need to keep up this momentum of improvement. While the total crew accidents in Q4/21 is 11% improved on the same period in 2020, the number of lost time injuries doubled. So, to summarise, fewer colleagues sustained injuries, but those that were involved in accidents had more significant injuries than during the same period in 2020. Most accidents continue to occur between 0900 and 1000 ship time. This suggests crew are not fully briefed and vigilant to safety hazards when starting work. Our enhanced data analysis also reveals most injuries were to colleagues who have been in the company more than 5 years, and in terms of time onboard most injuries occurred during the 120-180 day period. This could imply a level of complacency where “Nothing bad has happened so far, nothing bad will happen to me in the future.” Remember - “A strong safety culture does not rely on luck; it relies on each one of us being safety vigilant, both for ourselves and for our colleagues – with a high level of curiosity as to what might go wrong this time.” Looking at our non-injury incidents, there were 87 reported incidents in Q4 of 2021, an improvement of 36% on the same period in 2020, and an improvement of 24% when compared to Q3/21. Chemical tankers had the highest incident reporting rate, followed by tankers although this may be indicative of the increased reporting culture in this sector. Within this edition we have set out our targets for 2022 and the key message is one of improvement. Too many colleagues continue to get hurt while working on our vessels and we need your help to deliver a step-change in 2022. Safety in the work place is your right, not your luck.

SEAS MAGAZINE // ISSUE 5

SAFETY CATCH WINNERS RECOGNISING OUR CREW

Vessel: Office:

Front Thor

ITM Dubai Colleague: Quimada Fritz Fontilo

Observation: During some routine maintenance Quimada observed a colleague working on the PV valve without the use of a safety harness.Quimada used his stop work authority to remind his colleague about the danger he was putting himself in. All the correct safety equipment and PPE was then set up to use before work could re-commence. Any fall from height especially when using tools or lifting heavy objects could result in a life altering injury or worse.

Vessel: Office:

Glen Canyon

Telluride

Expedition V.Ships Leisure

V.Ships Greece Colleague: Oleksandr Kucherenko

V.Ships India Colleague: Razi Hasan Khan

Colleague: Lito Perez

Observation: During a recent port stay the crew were arranging sludge disposal. Oleksandr was observing operations port side and as they commenced he immediately noticed that the disposal pipe cover was not properly closed. He reported these findings to the duty engineer by radio who gave the order to engage emergency stop procedures. A safety meeting was carried out and all crew were reminded about the pre- op checks that must be completed. Oleksandr’s quick observation almost certainly prevented a serious pollution event.

Observation: Razi recently observed one of his colleagues attempting to lift a heavy storage cabinet from the deck area to engine room. Instead of seeking help to move the cabinet, he took the full load of the cabinet on himself. Razi reminded his colleague about the dangers of such a task as there were many risks and hazards. All crew were reminded about the correct and safe procedures for handling and moving heavy or difficult objects.

Observation: During routine checks Lito noticed that there were some exposed wires coming from the heater in the wine locker. In addition the junction box was also open. Lito informed the Electrical team who removed the heater and also covered the junction box, making the wine locker a safe zone. Had there been any sparks or ignition within this locker the results could have been devastating.

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Vessel: Office:

Atherina

Egyptian Mike

V.Ships Greece Colleague: Golong Mark Gil Badion

V.Ships Greece Colleague: Igor Chibukov

Observation: Golong identified that the Security Guard about to board had flu like symptoms and ensured a further test was conducted, thus avoiding the spread of the virus around the crew.

Observation: During discharging operations, the 2nd Officer noticed a stevedore standing on the hatch coaming without using any safety belt or harness.

Vessel: Office:

Dexterity

Sunrise Glory

V.Ships Hamburg

V.Ships Norway Colleague: Albert Dadian

Colleague: Kresimir Kelez

Observation: During departure from Jebel Ali, the 2nd Officer received orders from the tug master to release the tug forward, however Kresimir wasn’t sure this was the correct order as releasing the line could have caused injuries to any colleagues at the mooring station.

Observation: Deck Cadet Albert spotted a surveyor who was about to leave the superstructure with an open mobile phone which he intended to use. As per section 3.13 of VMS, mobile phones should not be used on deck whilst alongside.

As part of the Partners in Maritime Safety initiative, we asked you to complete a Learning Engagement Tool (LET) – ARE WE IN CONTROL? , which gave focus on risk assessment. We would like to thank the Captain and Crew of vessel Vasca Da Gamo who wholeheartedly got involved in this learning tool. On 11th November 2021, they held their session with deck, engine and hotel colleagues and asked themselves, Are we in control? LEARNING ENGAGEMENT TOOL – ARE WE IN CONTROL?

It was an interactive meeting, where all the participants had the chance to highlight the importance of safety culture and what it meant to them. Their main conclusion was that there is always place for improvement! We thank you for your continued support for the Partners in Safety programme and we hope this LET generated some good discussions and heightened awareness of our risk management processes.

SEAS MAGAZINE // ISSUE 5

ACCIDENT STATISTICS Q4 2021 LTIF: 0.23 TRCF: 0.68

Most accidents continue to occur between 0900 and 1000 ship time. This suggests crew are not fully briefed and vigilant to safety hazards when starting work – the majority of these accidents happened on deck. The most common direct causes are Failure to follow procedures and incorrect use of machinery . The leading root cause is Poor Judgement Most injuries were to colleagues who have been in the company more than 5 years, and in terms of time onboard most injuries occurred during the 120-180 day period. AB and Bosun ranks were the most injured in Q4. There were 13 cases where ShipSure records state work and rest hours were broken, suggesting fatigue may have been an influencing factor also. Sleep is incredibly important for our mental and physical wellbeing. We understand that trying to get a full nights sleep may not be easy when stressed at times but here we give some tips and tricks to help to you relax and unwind as an aid to quality rest.

AREA AFFECTED (Body Part)

HEAD

EYES

FACE 3 BODY 1

ARM 2

BACK

FINGERS 10

HANDS

1. CHILD’S POSE

LEGS

FEET

We again see a rise in injuries to our hands and fingers and we want to try and understand why. Is it a lack of PPE, or lack of concentration? Accident types seeing an increase on previous quarter are “Involving tools” and “manual lifting” and of course our hands are in contact with potential hazards during these tasks.

The child’s pose releases tension in the back and shoulders, gently stretches the hips and has an overall soothing effect. Starting in tabletop, sink your hips back to your heels and settle your chest between your thighs. Your big toes are touching one another and your knees are as far apart as they need to be to let you breathe deeply. Walk your hands out in front of you, stretching through the arms. Your forehead can rest on the ground, or, for a mini massage, place a tennis ball or massage ball under your forehead and gently roll from side to side.

SEAS MAGAZINE // ISSUE 5

2.THREAD THE NEEDLE

4. FIGURE FOUR

This gentle twist releases shoulder tension and starts to stretch and loosen the lower back. Start in tabletop position, wrists under shoulders and knees under hips. As you inhale, take the right arm to the sky, palm facing away from the body. Exhale and sweep the right arm under the chest, resting the shoulder on the ground. Turn the right palm up toward the sky and rest the right cheek on the ground. Keep the left palm pressing into the earth or deepen the twist by taking the left hand to the small of your back. Hold for five breaths. Then, on an inhale sweep the right hand toward the sky for a gentle counter-twist. Exhale, return to the starting position and repeat on the other side.

This pose helps loosen the outer hips and glutes and reduces stiffness in the lower back. Lying on your back, bend your knees and place your feet flat on the bed or mat. Cross your right ankle over your left thigh. Reach your arms through your legs to grab onto the left hamstring. Pull the legs in toward your chest and flex your right foot. Repeat on the other side.

5. K NEE TO CHEST TO SPINAL TWIST

3. BEAR HUG

Stretch out your legs and slide them together. Pull your right knee into your chest clasping your fingers around your right shin and gently hug your knee in to stretch your lower back and hips. Hold for three breaths. Release your knee and send it across the left leg for a gentle spinal twist. Turn your gaze to the right. Hold for 5 to 10 breaths and switch sides.

This stretch loosens up the upper back and reduces pain around the shoulder blades caused by poor posture. Sitting up tall, open your arms out to the sides. Then give yourself a big hug with your right arm over your left. Draw your shoulders forward. Hold for 30 seconds and then repeat with your left arm over your right arm.

WE WANT TO HEAR FROM YOU: Try out these stretches and let us know if they worked, how well did you sleep? Or do you have any other tried and tested tips that help you sleep well, share these with us and your team. You never know, you could really be helping someone.

SEAS MAGAZINE // ISSUE 5

STATISTICS Q42021 NON-INJURY INCIDENTS There are 87 reported incidents in Q4 of 2021, a decrease of 36% from the same period last year and 24% when compared with Q3 for 2021.

The largest proportion of events have had a direct cause of defective equipment, machinery or tools and a root cause of inadequate inspection & monitoring. During 2022 we will continue to promote the Fire Campaign (Engine Room Fire Safety & Safe Access) and focus on addressing the root causes behind equipment failure and fire incidents. During Q4/21 eight reported non-injury incidents were through fire onboard. SAFE BEHAVIOUR SAVES LIVES!

2% 1%

Environmental Equipment Failure Fire Grounding/Collision/ Contact Other Process Loss/ Failure Security

22%

52%

31%

127

118

115

Q1 2021

Q2 2021

Q3 2021

Q4 2021

Total Incidents

FIRE BY LOCATION

Bow Thruster

ER Workshop

AE Exhaust (wooden crate)

Cargo Hold No. 2

Boiler Room

LB David Arm (during Welding by the shipyard)

ME Bottom Floor-electric

Store Room

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STATISTICS PSC/OMV PORT STATE CONTROL

Defect Analysis by System Area, Group Code and Sub Group Code This highlights the most common findings within each code and the areas we must ensure are being checked regularly.

Deficiency Rate

Detention Rate

V.Group Actual

V.Group Target

V.Group Actual

V.Group Target

1.03

0.79

0.90

0.73

5. Safety Management

1. General

10. Eng./ Steering

4. Nav./ Comms

11. Gen. Appearance

2. Certificates/ Dac

6. Pollution Prevention

3. Crew Management

9. Mooring 8. Cargo Ops.

04 Emergency Systems

07 Fire Safety

10 Safety of Nav

11 Life Saving Appliances

03 Water/ Weathertight Condition

13 Propulsion/ Aux. Machinery

92 Working & Living Conditions

184 MLC

Safety In General

Emergency Lighting, Batteries & Switches

Lights, Shapes Sound-signals

Lifeboats

Cargo & Other Hatchways

Propulsion Main Engine

ISM

Seafarers Employment Agreement

Doors

OIL MAJOR VETTING – AVERAGE FINDING RISK

2. Certification

3. Crew Management

4. Navigation

4. Safety Management

5. Pollution

7. Maritime Security

8. Cargo Operation

9. Mooring

10. Engine/ Steering

11. General

OUR HIGHLIGHTS

WHAT WORKED WELL IN 2021: Improvement in our general vetting performance in numbers of findings per inspection and our average finding & inspection risk which is an indicator of a well implemented pre-vetting process and operation in the Fleet Cells. Engagement between shore & onboard management teams on shared vetting information and history A strong focus on where and when to arrange for a vetting.

WHAT CAN BE IMPROVED IN 2022: Renewed focus on high risk observation areas by frequent engagement updates and reports to assist continued improvement, highlighting the high risk areas. Greater emphasis on evaluation of vessels vetting readiness; as an increase on poor and unacceptable inspections has been recorded.

A reduction in findings per SIRE inspection A reduction in average finding Risk A reduction in average inspection Risk OUR CHALLENGES High Risk Observations frequency; negative trend in 2021 Increased observation risk areas Vetting readiness evaluation

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2 2 GROUP TARGETS 2

RISK MANAGEMENT

KPI

2022 Target

Accident-related Fatality

LTIF

<0.20 <0.70

TRCF

Safety Observations (SO) Frequency

>350.00

Non Injury Incident Rate (All)

<1.50 <0.04

Non Injury Incident Rate (Serious or above)

Oil Spills to Water >10 litres

Senior Leader Engagements – NEW TARGET

>80%

ENVIRONMENTAL MANAGEMENT

KPI

2022 Target

Oil Spills to Water – Any unplanned release/LOPS >10 litres Average Plastic Processed (cbm) & total per vessel per month CO2 Emissions – Auxiliary Generator (MT) & total per vessel per month

<1.20

<145.3

CUSTOMER SERVICE KPI PSC Deficiency Rate

2022 Target

<0.55 >75%

PSC Flawless Inspection Rate

PSC Detention Rate

Rightship Average Fleet Score Rightship Average DoC Score

>3.91 >4.00 >3.30 <2.50 <9.00

TMSA

SIRE Observation Rate

SIRE Average Inspection Risk

ENVIRONMENTAL MANAGEMENT

Critical Maintenance (Average overdue jobs/vessel) PMS Maintenance (Average total overdue jobs/vessel) Unplanned Downtime (Average time per vessel/per month)

<1%

<00:20:00

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OUR JOURNEY TOGOAL ZERO CONTINUES

For 2022, we have set very aggressive targets to accelerate our journey to safety excellence. It is unacceptable for colleagues to get hurt while working on vessels under our care so the target is ZERO for Lost Time Injuries in our fleet. It is unacceptable for any vessel under our management to pollute our marine environment, so the target remains ZERO for spills. And it is unacceptable to our customers for their vessels under our supervision to be detained by port state control due to lack of quality, so the target is zero. These targets, while aggressive, are achievable if we work as ONE TEAM and truly make safety our Number One priority in 2022.

SEAS MAGAZINE // ISSUE 5

PREVENTING FIRE ONBOARD

In 2020, there was an average of one fire incident every two weeks onboard ships across the shipping industry. The number of fires/ explosions resulting in total losses of vessels increased again year- on-year in 2021, hitting a four-year high of 10, with subsequent loss of life.

4 COMMON CAUSES OF FIRE ONBOARD FROM INDUSTRY:

1. OIL LEAKAGE: Leakage from high-pressure fuel oil pipes is the most common risk for fire onboard as oil from these pipes can accidentally ignite at high temperature areas. EXAMPLE CASE: A cruise ship left Livorno, Italy, with around 2,000 people onboard, when smoke and flames erupted from an auxiliary engine. The fire was contained without casualties and the ship safely returned to Livorno. It was found that during a maintenance check earlier in the day, the main fuel oil supply and return lines had been dismantled and replaced with new pipes, damaging an O-ring, which led to a fuel oil leak close to the turbocharger and the aft exhaust gas manifold. PREVENTIVE MEASURES: DO: Insulate any hot surface with a temperature above 220 degree C to prevent any oil encountering a hot surface DON’T: Invest in poor quality materials regarding pipes and/or associated fittings.

2. ELECTRICAL FAILURES: Leaving personal electronic items unattended always entails risks, as there have been cases of faulty devices, overloading extension cables and plugs leading to a fire mishap. EXAMPLE CASE: A faulty mobile phone charger caused fire in a seafarer’s cabin onboard an RMI- flagged ship. It was found that the charger was left plugged in while unattended and an electrical short circuit ignited paper on a desk. PREVENTIVE MEASURES: DO: Remove defective equipment from use/ service, when damage is identified. DON’T: Use multi-gang extension leads and high current devices onboard.

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3. FLAMMABLE CARGO: It is not uncommon that fires erupt during loading and unloading of specific cargoes, like coal, as well as from mis-declared hazardous cargo in containers, such as self- igniting charcoal, chemicals and batteries. EXAMPLE CASE: The master of a container ship saw a large cloud of smoke issuing from the forward part of the vessel. The vessel was transferred to safe anchorage and the fire was extinguished. It was found that the container where the fire started was not declared as dangerous cargo but was actually loaded with calcium hypochlorite and had been mis-declared by the shipper. PREVENTIVE MEASURES: DO: Check that all packages are properly marked and labelled and consider using a Container Packing Checklist . DON’T: Pack damaged packages or stow heavy goods on top of light goods.

4. HOT WORK: Many cargoes, including a wide range of bulk cargoes and general cargoes can be ignited by hot work. EXAMPLE CASE: A fire broke out on a container ship during welding as part of repairs to the cell guides in a cargo hold. The fire was extinguished with no injuries but the container that had caught fire was an open top container covered by a tarpaulin and containing cloths, tyres, wooden plates and machinery. PREVENTIVE MEASURES: DO: Carefully prepare and isolate the work area before commencement of work. DON’T: Neglect a written safety plan for the operation, agreed by everyone involved.

Unfortunately, we suffered 8 fires within our fleet in 2021, 2 of which involved electrical equipment or chargers overheating while being left unattended. In most cases a common-sense approach can prevent fires and therefore ensure the safety of you, your colleagues and the ship. DON’T BE A STATISTIC… SAFE BEHAVIOURS SAVE LIVES!

SEAS MAGAZINE // ISSUE 5

POOR ACCOMMODATION LADDER CONDITION LEADS TO INJURY

WHAT HAPPENED? While boarding the vessel via a combination ladder, the visiting ABS surveyor hurt his left shoulder and wrist.

WHAT IMMEDIATE ACTIONS WERE TAKEN? 1. The starboard combination ladder was secured. 2. The surveyor was transferred to the ship’s hospital and given medical assistance. 3. Immediate (temporary) repairs were made to the railing with permanent repairs completed thereafter WHAT REMEDIAL ACTIONS HAVE BEEN IMPLEMENTED? 1. Permanent repairs completed. 2. Incident will be shared with the fleet to raise awareness. 3. Fleet cell to reinforce the importance of procedure 8.6.2 “Transfer by Launch”. LESSONS LEARNT/ EXPERIENCE SHARING 1) T hat the quality of the regular inspection of the accommodation ladder must be improved. 2) T here was a lack of assertiveness on the part of the crew in requesting the surveyor to wait until the pilot ladder was properly secured. The crew did not exercise ‘Stop Work Authority’ 3) V MS procedure 8.2.6 ‘Transfer by Launch’ was not adhered to. CONCLUSION This is a classic case where the safety barriers were made ineffective by lack of proper inspection of the accommodation ladder where the crack was not identified. There was also another crack on the same railing, also with steel putty on it. The improper securing of the pilot ladder and the improper technique employed by the surveyor in boarding via the combination ladder. The crew did not exercise ‘Stop Work’ Procedure. Even if one of these barriers had been effective, this accident may not have happened.

WHY DID IT HAPPEN? The cause of this accident was a combination of 3 issues : 1. The starboard accommodation ladder already had a crack which was ‘repaired’ by applying steel putty on it. The crack was on the inboard railing about 2.5 to 3 meters from the lower platform. None of the current officers or crew had any knowledge of it.

2. The pilot ladder was not secured to the ship’s hull. The ladder was initially secured to the hull. The starboard combination ladder was used for pilot boarding/disembarkation, bunker surveyors, and agents without any issues. The ABS surveyor’s launch had a low freeboard and hence the crew were requested to lower the ladder by another meter. The crew obliged but before they could re-secure the ladder, the surveyor started coming up. The crew did not exercise ‘Stop Work’ procedure. 3. Improper technique of the surveyor in transferring from the pilot ladder to the accommodation ladder. With only his torso above the lower platform level of the accommodation ladder, the surveyor had grabbed and pulled the accommodation railing (inboard side) rope (Tiger rope) to transfer his weight from the pilot ladder. Because the railing already had a crack, it gave way. This caused the railing to partially collapse thus causing the pilot ladder to swing backwards since it was not secured to the hull. This swing caused undue stress on the left arm of the surveyor which caused the injury.

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MARPOL ANNEXVI – FUEL OIL SAMPLING POINTS

IMO has published amendments to MARPOL Annex VI, given in Resolution MEPC.324(75). These introduce new requirements for the sampling and verification of the sulphur content of fuel oil, including fuel oil sampling points. The amendments enter into force on 1 April 2022. Background Key amendments in MEPC.324(75) include the following requirements: • T hree types of fuel oil samples now defined in MARPOL – ‘In-use sample’, ‘Onboard sample’ and ‘MARPOL delivered sample’ – used to check for compliance with sulphur limits • S hips to have designated sampling points for taking representative samples of fuel oil in use, i.e. ‘In-use samples’ (regs. 14.10 to .13) • N ew procedures for in-use and onboard fuel oil sampling (reg. 14.8 and .9) • P rocedures for verification/analysis of in-use samples and onboard samples (Appendix VI, Part 2) • A mended procedures for verification/analysis of MARPOL delivered samples (Appendix VI, Part 1) Fuel oil samples The new amendments define three types of fuel oil samples: • In-use sample: a sample of fuel oil in use on a ship (i.e. typically taken downstream of the in-use fuel oil service tank and close to the fuel oil combustion machinery) MARPOL Annex VI – Fuel Oil Sampling Points. • O nboard sample: a sample of fuel oil intended to be used or carried for use onboard that ship (i.e. a sample of the fuel oil in the fuel oil tank) • M ARPOL delivered sample: the sample of fuel oil delivered during the bunker operation (this is the existing bunker sample requirement) (in accordance with regulation 18.8.1 and Appendix VI, Part 1) In-Use Fuel Oil Sampling Points In order to take in-use samples, sampling points are required to be fitted, or designated, to ships of 400gt and above (and fixed and floating drilling rigs or other platforms), as follows: • New ships (keel laid on or after 1 April 2022): on delivery. • Existing ships (keel laid before 1 April 2022): no later than at the first IAPP renewal survey undertaken on or after 1 April 2023. These requirements apply to any fuel oil to which MARPOL Annex VI, regulation 14 applies, including fuel oil used by main engines, auxiliary engines, incinerators, inert gas generators, boilers, emergency generators, power packs, etc. The requirements do not apply to a fuel oil service

system for a low-flashpoint fuel for combustion purposes for propulsion or operation onboard the ship. The in-use fuel oil sampling points are required to be fitted, or designated, in accordance with ‘2019 Guidelines for on board sampling for the verification of the sulphur content of the fuel oil used on board ships’ (MEPC.1/Circ.864/Rev.1). The sampling points are to be clearly marked for easy identification and described in either the piping diagram or other relevant documents. Existing sampling points may be ‘designated’ by the operator as in-use fuel oil sampling points, if they meet these requirements. The number and location of designated fuel oil sampling points should take into consideration possible fuel oil cross contamination and service tank arrangements. Modifications to fuel oil piping are to be done under survey, and meet the relevant Class Rules on fuel piping systems. After confirmation, the Supplement to the ship’s IAPP Certificate is required to be updated to indicate compliance with this new requirement. This may be done at any survey on or after entry into force on 1 April 2022, if operators wish to implement earlier than the first renewal survey date. Onboard fuel oil sampling points Whilst the fitting or designating of sampling points for taking ‘In-use samples’ is now mandated, the fitting or designating of sampling points for taking fuel oil ‘onboard samples’ is not mandatory. In-use and onboard fuel oil sampling procedures Where in-use or onboard fuel oil samples are needed by competent authorities, e.g. Port State Control inspectors, the samples are required to be taken and verified, by the competent authorities, in accordance with MARPOL Annex VI, regulation 14. In-use fuel oil samples shall be drawn taking into account ‘2019 Guidelines for on board sampling for the verification of the sulphur content of the fuel oil used on board ships’ (MEPC.1/Circ.864/Rev.1). Onboard fuel oil samples shall be drawn taking into account the ‘2020 Guidelines for on board sampling of fuel oil intended to be used or carried for use on board a ship’ (MEPC.1/Circ.889). What should shipowners and managers do now? Operators should arrange for in-use fuel oil sampling points to be installed or designated (in accordance with section 2 of the Annex to MEPC.1/Circ. 864/Rev.1) and ensure the arrangement is described in either a piping diagram or other relevant documents and made available for survey. Early compliance is recommended. Vessels must liaise with their respective superintendents to ensure that the correct sample points and drawings are in place ahead of the implementation date.

SEAS MAGAZINE // ISSUE 5

V.SHIPS CADET PROGRAM –MY SEA PHASE EXPERIENCE BYNOAHROBINSON

In V.Group we fully understand the importance of well-trained seafarers, which is why we’re committed to recruiting and training cadets as part of our comprehensive career development programme. We run two programs, United Kingdom and International. Our current cohort includes over 1000 cadets from all over the world, undergoing training at all stages of cadetship. The UK cadetship programme currently has over 50 cadets. We focus on developing the skills, knowledge and competence of our recruits to be future officers, with training completed during both seagoing service and academia at maritime colleges and academies. To maximise their understanding within the industry, we aim for cadets to experience time onboard as many different ship types as possible throughout their cadetship. All officers onboard play an active role in the cadet development programme, while our UK shore based cadet training team, Florentina Peteu & Jemma Paterson actively manage the process. Our cadets are trained to have absolute regard to safety, security and the maritime environment, receiving mentoring and career guidance throughout their training with us. One of our Cadets, Noah Robinson tells us, in his own words, about his first Seagoing Experience. Hi, I’m Noah. I spent just over 5 months as an engine cadet on an LPG tanker Eco Loyalty moving around Europe all summer and I loved it! This was my first time working at sea, so I didn’t know it, but I had yet to encounter a new world’s worth of experiences in this industry. During my college phase, it was not uncommon to hear stories from other cadets or lecturers about both good and bad experiences whilst being away, but regardless, I most definitely felt I was in safe hands even if I was a tad anxious before leaving. Unfortunately, the stories which stood out were usually the ones from other cadets about them feeling neglected or not being able to cope with the workloads/ living conditions etc. For this reason, I tried to lower my expectations of entitlement for everything I was yet to encounter. My logic was that if I didn’t have a high expectation of entitlement then I would seldom feel let down or disappointed upon facing reality.

To my surprise upon arrival, I was given my own cabin on-board and even though I’m not picky with my diet, the food happened to be similar to the Caribbean soul food I was already used to from back home so needless to say I got on well with the chief cook. Nevertheless, the hard work soon began from day 1 and I knew it was only discipline and perseverance which could get me through my time onboard. It was much easier in thought as opposed to practice when anticipating long workdays followed by intense revision in the evenings and even more foreign to me was learning the fact that everyone else on-board had adapted to this lifestyle through speaking English as a second language. My respect had grown massively for individuals who had mastered my own newfound craft all entirely through vocabulary as a second language as I suddenly felt like my struggles were relatively miniscule compared to fellow colleagues. Upon arriving at a ship with no Wi-Fi and limited amenities, I used to count the days and add up weeks until I’d be back home to ‘normal’ life. However, my perspective soon changed when I was honest with myself and adapted to what was simply my transition into work life which was separated from home life. It was only at this point that time began to flow by more smoothly as I put less importance on being anxious to go home but instead decided to enjoy what was present knowing all circumstances were temporary and I would soon be looking back on this time reminiscing the fun times. I knew, when I came to the end of my original 4-month contract, that I’d be calling Jemma and Florentina begging for more time on-board, extending my time spent to about 5 and a half months in total!

16 SEAS MAGAZINE // ISSUE 5

Having heard previous nightmares about cadets failing to complete their TRB or coming home with inadequate signatures, I put a great deal of importance on understanding my TRB tasks and planning ahead for all targets to be met. As a whole, your TRB can come across as rather daunting initially but what saved me from disaster was breaking down each section into monthly and even weekly targets. To start with, I drafted a spreadsheet on my computer of all tasks I needed to achieve in my first sea phase and completely eradicated anything I could put off until my second sea phase. I then broke down the tasks into monthly, weekly, and daily, targets (e.g., by the end of my first month onboard I want all system drawings to be traced and such corresponding descriptions written to be checked and approved by my chief engineer, so this equated to roughly one drawing and description every other day in order to stay on track). This meant I could relax about what was yet to come for the future as I only needed to focus on achieving my daily targets which took care of weekly targets which then accumulated to completing monthly targets etc. Before I knew it, I was ahead of schedule with more than enough time to spare at the end of my contract because I had just taken things day by day, doing a little bit of something each afternoon.

One of the biggest areas of growth I noticed from this summer were my social skills. Doing the job that we do as seafarers can require us to make cool-headed decisions whilst under immense pressure or in very uncomfortable environments. Especially in the engine roomwhere you spend hours a day in a hot, noisy machinery space, being able to communicate clearly and pull your weight as an equal member of the team is absolutely vital for healthy working relationships. It is inevitable that as an officer you will come across colleagues whom you may not get along with or disagree with their style of work. But I just set out to be the best version of myself possible. Being able to handle a firm talking to from your seniors is something I did not like but it was sometimes my only option to keep things running smoothly even if I believed I hadn’t done anything wrong. I didn’t take it personally, and I reminded myself that I was only on this ship because I wanted to be there, and not because I was being forced. So, in other words, I needed everyone on that ship much more than anyone there needed me. This attitude helped me to keep a smile on my face and keep my relationships amicable even through the tensest of moments. If I were to give any piece of advice to a cadet about to join their first vessel, it would be: learn how to adapt to your circumstances and grow an appreciation for the smaller things, for example, it could be as simple as having your favourite cookies replenished when the ship is given new provisioning or it could be that you’re given permission to get off the ship and have a few hours to yourself exploring a new city in a part of the world you would have never imagined yourself in.

A life changing experience

Overall, I think my time away this summer was life changing and I left my ship feeling like a different person than who I was when I joined because of my attitude to soak up as much knowledge as possible and I did the most to take advantage of all opportunities afforded my way. I travelled to 18 new ports in 12 different countries, I picked up some conversational Russian and Filipino vocabulary on the way and even made relationships with people from all over the world within a matter of months. However, if you ask me, I think the most exciting part is that this is only the beginning...

Working out a consistent routine helped me to focus and gave me the opportunity to over-achieve on targets when I had the extra time or energy. It also meant if I didn’t have the time or energy on any given afternoon, I could afford to prioritize rest because I was not falling behind any danger of deadline and whatever wasn’t covered today might only take me an extra 20 minutes to cover the next day when I did have the extra time/energy.

We would like to thank the Captain, Officers and Crew on board Eco Loyalty for the warmwelcome of our cadets and the excellent training and mentoring they offer. This is a very valuable experience for both the vessel and especially the cadet. Thank you!

SEAS MAGAZINE // ISSUE 5

No less than 3 V.Ships Vessels were in involved in rescue operations this quarter. In keeping with the rules of the seas, our colleagues on board answered the distress calls, saving the lives of their fellow seafarers. We are so very proud of you! Below are the details of those missions and commendations from their respective Flags and Offices. V.SHIPS TO THE RESCUE!

METHONI (SEE FRONT COVER PICTURE)

SEAWAYS NANTUCKET

At about 1340 hours on Friday, the crew of the Methoni contacted Coast Guard Sector Key West to report that they had launched their lifeboat to rescue a group of people in distress. The crew took 19 survivors safely on board. One of the rescuees told the crew that their raft had flipped over, dumping all occupants into the water, and that 19 people had been aboard . One person required medical treatment, and Sector Key West called for an Air Station Miami helicopter crew to hoist and transfer the patient for emergency medical assistance. The survivor was medevaced to Fisherman’s Hospital in Marathon, Florida. We are extremely thankful for the Methoni crew for rescuing everyone from the water and notifying us quickly,” said Petty Officer 3rd Class Paul Altieri, a duty watchstander at Sector Key West Command Center. “It’s good to know these 19 people will get back safely to their families.” US Coast Guard recently awarded the Captain and Crew of Mehoni a Certificate of Merit for their efforts that day. Here is V.Ships Greece Managing Director Costas Kontes receiving the award on behalf on the vessel.

Whilst enroute to Balboa Seaways Nantucket received a distress call and requested to assist in the rescue operation of a pleasure boat which had capsized with 10 persons on board . Thankfully all 10 people were rescued and believed to now be in good health.

AZAMARA QUEST

Whilst underway in the Caribbean leisure vessel Azamara Quest was contacted by local coastguard to assist in the rescue of a distressed fishing boat that had a yacht under tow. We do not have confirmation of the final outcome of the survivors at this time.

AND FINALLY… At the time of going to press, we received notification that another Leisure vessel, SH Minerva came to the aid of an expedition team from Antarctic Quest, but more to follow on that in the next edition of SEAS .

18 SEAS MAGAZINE // ISSUE 5

Cybercrime is big business—and happens more often than you think! Be aware of the tactics and attacks hackers use on YOU . DON’T BECOME A VICTIM – CYBERCRIME TACTICS INFORMATIONGATHERING

PHISHING This is the method most often used by hackers. They use emails disguised as contacts or organisations you trust so that you react without thinking first. Their goal is to trick you into giving out sensitive information (i.e., your username and password), or taking a potentially dangerous action (i.e. clicking on a link or downloading/opening an infected attachment). Takeaways: Phishing attacks are the most common type of attack because of how effective they are. Hackers are really creative when they target you, and it can be very difficult to tell if a message is real or fake. Stop, look, and think before you click that link, open that attachment, or share sensitive information. PRETEXTING Hackers sometimes use a made-up scenario to gain your trust so they can get the information they want. For example, they’ll call and pretend to be on your IT team, mentioning the names of individuals they found while researching V.Group. Then, they will say some updates just rolled out, and they need to validate a few things on your workstation. Takeaways: Since this attack is convincing and prevalent, be vigilant. Never give information over the phone, in person, or online unless you’ve confirmed the identity of the person asking. You can do this by calling the person back using a verified phone number. WIRELESS CONNECTIONS More and more companies are allowing their employees to work in places away from the actual office. Coffee shops, libraries, and even public parks often offer Wi-Fi connections that can be conveniently used to connect to the office as well as the internet. Be cautious as these Wi-Fi connections can be unsecure, and hackers want to see what you are doing online. Takeaways: Never connect to public Wi-Fi unless you are using an approved Virtual Private Network (VPN). This technology creates a safe internet connection that shields your online activity from criminals.

Social media is a gold mine of information hackers can use to trick you and your co-workers. Each piece of additional information gathered increases their odds for a successful attack. Some examples of things you should never share are travel plans, your organisation’s internal processes, or less obvious pieces of information like reports, financial information, or even the software you or V.Group use. Takeaways: Be careful what you share. Ask yourself if the information you’re about to post will be useful in conning you or your co-workers. Make sure you’re familiar with V.Group expectations regarding what and howmuch you can share on social media. Watch our short film – Stop! Think about what you Post. FAKE PROFILES Hackers use the information readily available through social media and online search engines to create an online persona that gets your attention. Their goal is to gain your trust and get you to take an action, like opening an attachment, clicking on a link, sending money, or giving them information to make their next attack more successful. Takeaways: Never assume the security settings on social media sites will keep you safe from a fake profile attack. DISINFORMATION This is where hackers create and distribute false information to manipulate your thoughts and actions and cause damage to you or your organisation. This strategy has become more common because of how fast information travels across social media networks. Takeaways: Anything that tugs at your emotions is a warning sign. Always fight the spread of disinformation by verifying information’s truthfulness. Stop and fact-check before acting upon or sharing information. Hackers might try to steal information using physical access. They might “tailgate” you or one of your co-workers, which is when they will act like they work there and follow you into the office. They might also use a uniform or stolen key card to get access to unlocked workstations or valuable information left out on desks. Takeaways: Stay aware of your surroundings. Don’t let anyone you don’t know in. Always lock your devices when they’re not in use, even if you’re stepping away for a moment. Also, adopt a clean desk policy, which means keeping important items locked away when not in use. ATTACKS PHYSICAL

CYBERCRIMEHAPPENS WAYMORETHANYOUTHINK! The cybercrimes you hear about on the news are just the tip of the iceberg. In fact, one happens every 36 seconds! See the back page for more Cyber Myths… you will be surprised!

SEAS MAGAZINE // ISSUE 5

Did you find the myth? Hopefully you did, because this was a trick question! Each of these is a common cybersecurity myth. Read on to learn the truth behind these misconceptions: It’s time for a pop quiz: Which of the following is a myth? A) Only people in high-power positions are targets of cybersecurity attacks. B) High-tech hackers pose the highest threat to your organization. C) Cybersecurity is a highly technical process that only your IT department can handle. D) Security awareness only really matters when you’re at work. E) Smart devices are rarely targeted by cybercriminals. CYBER SAFETY TIPS – CYBERSECURITY MYTHS,

Myth #1: Only people in high- power positions are targets of cybersecurity attacks. Executives and administrators are prime targets for cybercriminals, but that doesn’t mean they’re the only targets. Scammers attack every level of an organization, looking for gaps in security. After all, it only takes one hacked machine to access your entire network. Myth #2: High-tech hackers pose the highest threat to your organization. You may imagine a cyberattack as the use of highly sophisticated technology to break down firewalls and decode user passwords. But in truth, it is much more likely that Dave wrote his password on a sticky note and it fell into the wrong hands. Human error is an easy target for cybercriminals, so stay alert!

Myth #3: Cybersecurity is a highly technical process that only your IT department can handle. The security tools that your IT department manages are important, but technology can only do so much. These security measures can’t stop an employee from sending sensitive information within an email. Creating a human firewall, made up of each and every employee, is essential to the security of your organization. Security is everyone’s responsibility. Myth #4: Security awareness only really matters when you’re at work. Your organization’s at-work policies and compliance regulations may not be necessary in your home life, but security awareness still matters. Scammers could phish your personal email for bank accounts, login credentials, or even personally identifiable information, which can be used to perform identity theft.

Myth #5: Smart devices are rarely targeted by cybercriminals. Nearly everyone has a smartphone and many people use smart devices throughout their homes. From smart speakers to security cameras to lightbulbs, all of these gadgets connect to the internet. As these devices become the norm, cybercriminals happily accommodate. Treat smart devices the same way you would treat any other computer. Always use strong passwords, install antivirus and anti-malware software, and keep these devices up-to-date with the latest security patches. Believe it or not, you are the key to keeping your organization secure! Stop Look Think - Don’t be fooled V.Group Cyber Safety Team For more Cyber Safety Information remember to visit the V.Net pages: I Need To.../Current Cyber Safety Information

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