MTTO Monthly Newsletter - May 2021

HSEQ

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CREWING

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MT IN MEDIA

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NewsLetter Content Manager’s Corner ......... 2 Health, Safety, Environment and Quality .................... 3 Vetting ......................... 13 Security......................... 18 Fleet group Management ............... 19 Regulatory .....................20 Crewing..........................22 Procurement ............... 23 Technology & Innovation ..................24 MT in the Media ........... 26 Congratulatory ............. 27 Out of the blue ............ 28 Appendices .................. 29

PORT INFO

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May 2021 MTTO Newsletter

May 2021 MTTO Newsletter

On behalf of Maersk Tankers A/S, we also take opportunity to thank all our seafarers – onboard and ashore, for their efforts during this pandemic to ensure that Maersk Tankers has been able to deliver services to its customers uninterrupted. It has been unpredictable times and we have managed it well together so far. Now hopefully we will see the light at the end of the tunnel soon.

Manager’s Corner

by Janus Auken Dear Reader, We had intended to feature a Manager’s Corner article from MT Procurement or MT Technology and Innovation in this MTTO Monthly Newsletter. However, these will be included in future editions. Instead I will take the opportunity to highlight some relevant developments / focus areas from Marine Standards perspective. 

The MT Sustainability Policy has recently been reviewed and revised, considering the response to the EES (November 2020) and some reported fleet cases of disrespectful behavior on board our vessels. The revised policy has been shared via Fleet Circular 0921: Updated MT Sustainability Policy and is currently in force, with the following amendment ‘We further ensure a respectful and inclusive workplace, which also means a zero tolerance for harassment, discrimination or bullying in any form.’



ShipNet procedure 04.581.05 – Vessel condition reporting and monitoring has been reviewed and revised for purposes of improvement. One of the key factors was the demarcation of responsibilities on shore side. This has now been addressed and responsibility / accountability more clearly demarcated.



Corona motivation / crew vaccinations – The Global COVID-19 pandemic continues to affect normal operations and shipping bodies, organizations and associations are pushing national governments to prioritize the seafarers in the respective national vaccination programs. Maersk Tankers’ crewing department is following up regularly with seafarers on vacation in relation to the national vaccination drives and providing support, as necessary, in order to have our seafarers vaccinated as early as possible. At the same time, the COVID-19 Response Committee has agreed to allow for seafarers vaccinations whilst in service, where relevant and available. The vaccination of seafarers whilst in service is supported by risk assessment addressing operational risks involved in the process. It is worth to note that the process is voluntary and subject to individual considerations.

Therefore, any seafarer, who senses the inherent risks from the vaccination need not feel compelled to opt for this program and can wait till his / her return to home port and follow the national program of vaccination. Additionally, the vaccination of certain crew members should not let the guards be taken off against the COVID-19 measures as those still not vaccinated remains vulnerable to COVID-19 infections. Therefore, precautionary measures should continue to be followed strictly as per different ‘Update to Fleet Circular 002 -20 Coronavirus Advisory’.

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

SIRE performance - the SIRE inspection performance this year to date has been within the target of 3.0 observations per inspection. Any inspection 2 or less observations will improve the score further. This has been an improved result compared to the previous years results. However, there is still good potential for further improvement. The most repeated SIRE observations and their trends are being shared in the Vetting section of the MTTO Monthly Newsletter and need to be addressed by shipboard management in close co-ordination with the shore Superintendents, especially on areas relating to vessel’s condition and equipment maintenance. A well prepared vessel makes a difference in the SIRE results and first impression does matter. A good hull appearance, correctly rigged gangway, proper access control with safety and security briefing at the gangway and a well maintained deck walkway to the accommodation, would greatly influence how the inspection would proceed. A Senior Officer escorting the Inspector during the rounds and prompt attendance to any potential observation being discussed, displays a positive interest and constructive attitude to the SIRE inspector.



PSC performance - the PSC inspection performance this year to date has been below target with an average count higher than 1.0 deficiency per inspection. However, there is a good improvement from the previous year where the average deficiency count was significantly higher as result of performance in Black Sea MOU. Using the filter options in the new VIMS, vessel can review and download any repeated deficiencies of the PSC inspectors in a particular port and for a selected period of time. The PSC pocket checklist available in ShipNet still serves as a very important tool in preparing vessel for a PSC inspection. It does not help the cause where a PSC Inspector can identify defects within a few hours of visit onboard which were not sighted by the vessel’s team e.g. error on certificates, darkened/damaged pressure gauges, leakages on machineries etc.

Good SIRE and PSC inspection results are essential to maintain Maersk Tankers as an industry topperformer and enable the company to unrestricted access to business.



Safety performance - Fleet wide safety performance has been much improved in Q2 compared to that in Q1 of 2021. The focus and efforts taken by all seafarers to improve safety performance are commendable and appreciated. At the same time, we recommend cautious approach continued to be taken to ensure that our vessel operations remain safe going forward and no injury happens to any of our seafarers.

May 2021 MTTO Newsletter

Health, Safety, Environment and Quality

By Prasenjit Mohanta There was no recordable personal injury under LTI submitted Fleet Wide during May 2021.

At the end of May 2021 MT safety performance (12 months rolling) was as follows: LTIF TRCF

12 months rolling 0.48 LTI 0.83 TRC

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LTIF TRCF

YTD May 2021 0.65 LTI 1.13 TRC

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During May 2021 - External audits (ISM – 1 / ISPS – 1 / MLC – 5 / Green Award - 5) were conducted on board our fleet vessels.

Shore management vessel visits – as part of our commitment to visible leadership, we shall be publishing a list of vessels visited by shore management each month. Below virtual visits were undertaken during May 2021.

Peter Hawkin Datharam Puttheguthu Shashank Jahagirdar Janus Auken

Maersk Maru Maersk Cebu Romoe Maersk Maersk Belfast

05 - May 24-May 29 May 31 May

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Incidents INC-O37-21-2

Timberwolf

07/05/2021

Incidents

ME starting issue: LSFO Botany Bay Supplied Bunker

INC-KB4-21-4

Maersk Maru

10/05/2021

Incidents

Crack to cable lifter port side anchor windlass

INC-9KQ-21-3

Bro Alma

10/05/2021

Incidents

Hydraulic oil spill - Rescue Boat davit

INC-A5B-21-2

Maersk Capri

11/05/2021

Incidents

Cargo spray during STS operation

INC-7CQ-21-1

Robert Maersk

18/05/2021

Incidents

SW Leakage Overboard valve sewage plant

INC-A4Q-21-1

Maersk Kalea

20/05/2021

Incidents

Hydraulic pipe burst

INC-KQ2-21-2

Maersk Seafarer

22/05/2021

Incidents

Operational oil spill

INC-2Q7-21-1

Maersk Bristol

22/05/2021

Incidents

Aft Stbd Mooring winch - Hydraulic Leak

INC-O27-21-1

Sembrani

27/05/2021

Incidents

Deck hydraulic System oil contaminated with water

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May 2021 MTTO Newsletter

TIMBERWOLF – 07TH MAY 2021 ME starting issue Description/Sequence of events: Vessel has been facing various issues with Main Engine since started using Botany Bay VLSFO Bunker.

Scrape down analysis carried out regularly and found high Ferrous Mag. Content. Thereafter was getting high scavenge temperature, of Unit No.6 and Unit No.1, after one time found that Unit No.1 temperature constantly increasing.

Prior arrival Singapore, Main Engine speed reduced to maneuvering speed, and Main Engine stopped for trying Astern. Found Engine turning up to 20rpm but not starting, without any alarm. On trouble shooting found drop in ME Fuel oil pressure. Fuel Oil supply Pump filter changed, pressure restored. Fuel Oil Filter element removed, found full of sticky, jelly type sludge and completely clogged. Not able to clean filter elements with normal DO. Was able to start Main Engine once in every 3 to 5 attempts. Was finding more difficulty in starting Remotely, comparatively it was better responding when operating Locally.

On Flex view WECS Computer was issuing Fuel oil Rail Pressure very low alarm. FlexView computer screen shot attached.

Investigation: All Fuel Oil Filter elements of Main Engine and Auxiliary Engines found full of sticky, jelly type sludge and completely clogged.

Underlaying / Root Cause:  Drop in ME Fuel oil pressure and clogging of all the Main Engine Filters were due to incompatibility of Botany Bay FO Bunker supplied with previous Amsterdam Bunker. Previous Amsterdam Bunker was VLSFO (density 0.9679, viscosity 50.84cst ); Botany Bay Bunker was VLSFO (density 0.8308, viscosity 2 cst ). Both FO mixing found incompatible. There was heavy formation of Jelly type thick sludge, unable to clean filters with Diesel oil, even Ultrasonic cleaning failed.  As result of Botany Bay Fuel, machinery suffered number of problems, EXCESSIVE WEAR DOWN OF LINERS NOTED, ME Unit No.1 Liner wear increased so much that, there was heavy blow past, resulted in High Scavenge temperature and breaking of Piston Ring and damage Piston Crown and skirt.  Fuel Rail pressure reduced due to heavy leaks from ICU.  Fuel Oil Rail low pressure and Unit No.1 blow past resulted in Failure of Main Engine starting remotely.

Presently operating Main Engine Using Manual Controls.  Incompatibility of Botany Bay Bunker that is light fuel with VLSFO. Amsterdam Bunker was VLSFO (density 0.9679, viscosity 50.84cst ); Botany Bay Bunker was VLSFO (density 0.8308, viscosity 2 cst )

On trouble shooting found all FO line filter clogged badly by soft jelly type sludge, that is Supply Pump Filters , Auto backwash filter, Auto backwash Bypass filter, Hot Filter.

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 The detailed instructions of maintenance, testing and routine inspections of an-choring equipment should be given in the company’s safety management system (SMS) and/or planned maintenance system (Ref: TMSA 6A.2.1) considering all of the manufacturer’s recommendations.

Incident and principle: The principle behind an anchor windlass is using a pulley design, where large weights can be lifted by distributing the load between multiple cables instead of a single chain. Thus, by exerting a limited amount of effort, a considerably heavier load can effectively be raised.

The issue with using such types of designs is that a large strain is placed on the cable or chain used to shift the load. In case the mechanism is stopped midway through operation, adequate steps must be taken to prevent the cable and/or the windlass components from breaking under tension.

MAERSK MARU – 10TH MAY 2021 Crack in Anchor winch Gypsy Description and sequence of events.

On May 10, 2021 at 06:00 LT vessel dropped anchor off Mombasa, Kenya. On May 12, 2021 during preparation of anchor operation, a routine inspection of the mooring equip-ment showed observations that the port anchor windlass cable lifter (Gypsy wheel) had severe crack allegation on the inner circumference.

Further investigation concluded that the port windlass was defect and unsafe for further operation. The port anchor windlass was last in operation on April 01, 2021 in Suez Canal (by gravity at 18 mts depth) and on April 27, 2021 at Fujairah (By windlass at 70 mtrs depth).

The vessels port anchor windlass had suffered severe breakdown damage during hive up of anchor in ‘Rough weather’ on March 11, 2021 at Rotterdam Mass anchorage 5. Whereafter the vessel called for damage repair at Port of Rotterdam on March 11 – 14, 2021.

Investigation The evaluation is based on following:

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Most materials can suffer from fatigue or stress-related failure under loads of tension.

Thus, for an anchor windlass that must lift a weight of more than 10 tons, specialized mechanisms have to be used to ensure that the weight of the anchor head is taken off the anchor rode while the operation is stalled.

Additional forces applied can occur during vessel rolling, this caused by weather situation. During storms, the fore of the vessel is sometimes momentarily lifted off the water surface, and then comes crashing down at the base of the ship’s bow.

This jarring impact can have adverse effects on an open windlass system as noted during anchor operation at Rotterdam on March 11, 2021.

Brief description of basic anchor system:

May 2021 MTTO Newsletter

When an anchor windlass suffers an incident, there can be a combination of causations for the incident. In order to avoid a follow incident, a risk assessment shall be com-pleted.

Immediate cause The port side anchor windlass suffered damage to the windlass cable lifter (Gypsy wheel). This had been weakened due to excessive forces applied earlier to its construction, re-sulting in ultimately failing during lowering forces at Mombasa, Kenya on May 10, 2021

Underlying and root cause: Company Standards, Policies, or Administrative

Controls (SPACs) not used – Company has established procedure for anchoring in heaving weather, however vessel decided to remain at anchor despite the heavy weather forecast. The rest hour and fatigue management were overlooked for last 7 days while vessel was involved in discharge and tank cleaning.

BRO ALMA – 10TH MAY 2021 Hydraulic oil spill - Rescue Boat davit Description and sequence of events.

Vessel at lay by at Rotterdam/Aglobis terminal Jetty 2 , starboard side alongside . The vessel called at this location for underwater inspection as part of intermediate Class survey.

11:42 hrs AB on duty ( gangway watch) reported to CCR some smoke coming from Rescue Boat station area.

The Pumpman (being very close to that area) arrived at boat station and reported the hydraulic oil spray. He also noticed the hydraulic motor running and pressed the Emergency Stop located on the davit controller but the motor didn't stopped.

Mean time, following the alert received in radio, 3rd Officer(OOW) arrived on scene and he was informed by Pumpman that the ESD is not working and he must call immediately the engineers to switch off the corresponding power breaker.

The Master arrived on scene and pressed both ESD(Hydraulic Pump and Winch) from the Davit remote control unit but the hydraulic motor didn't stopped.

Mean time the 3rd Officer, who knew the location of the breakers, switch of the breaker and hydraulic pump stopped(time recorded 11:45 hrs) 11:45 hrs Crew alerted / PA announcement made and all crew proceeding on deck for oil spill containment and cleaning. Hydraulic oil sprayed from starboard boat deck onto the cargo deck area(assisted by the S-ly winds). It was noticed some oil sprayed over the water surface.

11:49 hrs Port Authorities (Harbor Coordination Centre) contacted using CCR VHF and the vessel was requested to use another VHF apparently the Tx being not very good.

11:53 hrs Using bridge VHF, the Master informed Port Authorities regarding the incident and about hydraulic oil sprayed being noticed over the water surface as

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well. Vessel instructed to monitor VHF Ch14 at all times as further instructions will follow.

Recommendation  Broken pipe is replaced with high press hydraulic hose.  New press switch and contactor will be installed soon.  When we leave system in AUTO mode this can happened anytime anywhere. Suggest to keep MANUAL in port to avoid problems and AUTO at sea.  Second thing is more focus on the connections, pipes, etc during DD specially on the hydraulic systems on board.

MAERSK CAPRI – 11TH MAY 2021

In red the hydraulic oil affected area

Immediate cause  Hydraulic oil spray reported initially as occurred from one of the pipe connections of rescue boat davit hydraulic system.  Found broken pipe from charging accumulator, press switch for stopping system when accumulator is fully charged and dysfunctional contactor which leads to start/stop system and emergency stop.

Underlying and root cause:  Age of equipment,  Poor condition of the hydraulic pipe,  lack of maintenance.

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Cargo spray during STS operation Description and sequence of events.

The vessel arrived at Lome, Togo on 08 May 2021 at 1812H and proceeded to Tanker anchorage the next day, 09 May at 0848H, for the planned S.T.S. operations with M/T Bryanston.

The subject vessel was all fast on 09 May 2021 at 1248H to MV Bryanston, cargo operations commenced at 1712H and finally completed on 11 May at 1624H. The S.T.S. operation was coordinated and controlled

by Mooring Master / Person in Overall Advisory Control (MM/POAC).

Upon completing the cargo operation, the cargo line and hose were blown from M/T Bryanston to Maersk Capri from 1636H to 1648H. As agreed by the MM/POAC and the Ch. Officer, the cargo hose would be drained towards our vessel, Maersk Capri. In preparation for the draining, our vessel's cargo line and the 3P tank were depressurized at 1724H and communicated the same to the MM/POAC / M/T Bryanston. From the orders of the MM/POAC, the M/T Bryanston crew disconnected their end of the hose while the other end kept connected with our vessel. Our crew, who witnessed the operations, observed that the hose was hooked up and hoisted on their crane without putting on the blind flange reportedly to facilitate the draining. At 1745H, as the vessels were moderately rolling and M/T Bryanston crew failed to control the movement of the hose, residual cargo spilled out of the open cargo hose, part of it was spilled on M/T Bryanston deck while an unverified amount was windblown towards our vessel deck and ship side. The operation was immediately stopped by

May 2021 MTTO Newsletter

MM/POAC at 1746H and ordered the M/T Bryanston crew to blind off the hose before resuming the draining operation.

Based on our Senior Officer inspection after the incident, there was no oil sheen observed on the water while visible traces of the splashed residual cargoes were evident on both vessel deck, manifold area, and small concentration in the side of the ship.

Both of the vessels were slightly rolling due to moderate wind and sea during the incident. The wind direction at that time was SSW BF 4.

the end of the hose open on MV Bryanston would speed up the draining process.

The Maersk Capris freeboard was higher than that of M/T Bryanston.

The S.T.S. operations were conducted under the supervision and instruction of the MM/POAC, who was present on board M/T Bryanston.

It was also reported that both vessels were moderately rolling with moderate winds in the S.S.W. direction when the incident took place.

Initial findings:  The cargo hose was hoisted on the crane without blinding off the open end  Residual cargoes were still present in the hose despite repeated blowing  Maersk Capri's freeboard is higher than the freeboard of M/T Bryanston when the incident happened  MM/POAC was reportedly controlling the operation onboard M.T. Bryanston  Weather and sea condition were contributory to the incident  Maersk Capri's crew had no participation in the draining, hose disconnection, and the resulting loss of containment Immediate cause:  Both vessels were moderately rolling during the incident  The cargo hose was hoisted without blinding off the flange, causing the loss of containment

Investigation: The draining of the hose was said to have been part of the discussion between Maersk Capri's Ch. Officer and the MM/POAC. Although blowing to clear the hose and lines of residual cargoes was carried out as planned, the hose was not empty of cargoes at the time of the hoisting.

M/T Bryanston crew, from the advice of the MM/POAC, did not blind off the end of the hose as they must, before hoisting which resulted in a loss of containment. Keeping

Underlying and Root cause: We identified a root cause attributed to M/T Bryanston related to:  Inadequate control of cargo operations Recommendations:  Exercise/Implement Stop Work Authority as they deem fit for every shipboard operation and in particular with future S.T.S. operations against the other vessel. Said is discussed at the extraordinary meeting and reiterated during the Pre-Arrival meeting.

ROBERT MAERSK – 18TH MAY 2021 SW Leakage Overboard valve sewage plant

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Description and sequence of events.

During maneuvering, Fore port side bilge alarm has come, upon investigation was found that sewage overboard valve (SW side) had a hole and water was leaking.

Crew assistance was called. A short toolbox meeting was attended with all persons involved in the job.

A wooden plug was made to fit the hole and leakage was stopped. A wooden box was prepared around the valve and leakage point and filled up with cement.

Immediate cause:  During maneuvering, Fore port side bilge alarm has come, upon investigation was found that sewage overboard valve (SW side) had a hole and water was leaking.

MAERSK KALEA – 20TH MAY 2021 Hydraulic pipe burst Description and sequence of events.

During discharge operation at Tubarao on 19th of May at ab. 20:40LT one of the hydraulic supply pipe at forecastle burst causing hydraulic oil spill on forecastle deck. Discharging and hydraulic system has been stopped immediately. All hydraulic oil was contained in save all under the pipe and on forecastle deck. No any oil went overboard. Total amount of oil approx. 20ltrs.

Oil has been collected and area are cleaned. Damaged pipe has been removed/blanked and discharge has been resumed. Total stoppage was ab 1h30m..

Immediate cause: High pressure in the hydraulic system.

Underlying and Root cause:  Lack of maintenance/inspection as the affected pipe is in very restricted place.  Age of the vessel, affected part exposed to the adverse weather.

Corrective and preventive actions:  Vsl to keep stock of pipes for repair. 

HP pipes, which are not easy accessible during normal exploatation should be thoroughly inspected during docking/shipyard stay.

MAERSK SEAFARER – 22ND MAY 2021 Operational oil spill Description and sequence of events.

On 22nd May while vessel was discharging cargo, a leak at manifold no. 5P cargo arm spotted by deck crew, who immediately pressed manifold emergency stop. All COP tripped and discharge stopped.

Approx. 5-10 ltrs of Jet fuel leaked onto vessel deck and into manifold save all. No cargo spilled overboard, positively confirmed Underlying and Root cause:  Age of valve.

Recommendations: The valve will be replace in the forthcoming DD.

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1542 - Terminal notified.

May 2021 MTTO Newsletter

1545 - Berth operator onboard. Agreed with C/O to drain faulty arm and disconnect. Spill clean-up complete.

Findings: Vessel has been maintaining pressure at the manifold as ageed in Ship Shore Safety checklist.

Underlying and Root cause:  Old Equipment & material failure.  Vsl is 15 years plus & carried out docking 3rd special in Dec 2020.  All lines to be gauged in next UTM gauging including the small pipes etc & changed as required.

The root cause is yet to be determined.

Investigation is on progress.

MAERSK BRISTOL – 22TH MAY 2021 Aft Stbd Mooring winch - Hydraulic Leak Description and sequence of events.

On 22nd May 2021 @ 1700 lt - While coming alongside Port side Bintulu , Aft Stbd Mooring winch - Hydraulic Leak experienced. Stopped Framo system. Oil spread was immediately cleaned up.

Master advised Pilot regarding the above. Pilot remained on bridge /Tugs fast until the below action completed.

Ships management decided to isolate the leaking mooring winch. Clean up & isolate 1700 to 1755 lt. 1812 lt - Vsl All Fast (port side) & Clean up completed on oil.

Maintaining Aft moorings 3+2+ as Reqd by Terminal.

Corrective action:  Hydraulic lines need to be changed for good order. 2/E & Ch/Off will check other winches & raise material reqn accordingly..

Preventive action:  Vessel to make plan for repairs to winches in similar conditions.

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May 2021 MTTO Newsletter

Near misses and condition Scenario 1 During monthly fire drill, 1 CO2 extinguisher discharged to comply with 5-yearly inspection. During the discharge, a leak was found at the hose connector.

Leak was found at the hose connector. Thread for the hose connector found loose. Exposure to weather.

Discharged extinguisher labeled out of service and not to be used. All other CO2 extinguishers visually checked if have the same problem and found to be in good working condition.

Scenario2 It was observed that the color of the Tank Cleaning Valve is the same color as all other Fire Line Isolation Valves. In an emergency situation this could lead to another problem, being caused by the confusion that is created by the red color of the tank cleaning valve.

Someone may mistaken the tank cleaning valve for a fire line isolating valve. Improper choosing of color for painting the Tank Cleaning Valve. The Tank Cleaning Valve was painted black.

Scenario 3 During Fire Drill, while checking of all fire fighting equipments it was observed that 1 fire man's radio located in Navigation deck was not operational and the battery had completely discharged. It was tried out and found that it needed recharging. Equipments wasn't check accordingly during routine checks / not charged properly. It was check for any Physical damage and charged on its charging station.

Scenario 4 During planing of radio survey it was also requested by vessel, to have X-band radar magnetron renewed as it was due on working hours. Maker agreed to do renewal and informed that radars motor carbon brushes, should be renewed with along with magnetron, as this was maintenance instructions. During service vessel was alongside ETT Terminal Rotterdam, where climbing radar mast/working on radar unit was not allowed, thus it was agreed to renew brushes by vessel crew when time/schedule permitted. When renewing the brushes, they where found very worn and on the limit of failing.

Reason are not completely know, but believed to be a combination of lack of knowledge and complacency.

Leading to brush renewal being left out or forgotten/missed.

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Scenario 5 When inspecting the lifebuoys it was observed that the line for activating the lifebuoy light from A deck port side aft was not attached properly to the light activation pin.

In case of a MOB situation, the lifebuoy light will not start when throwing the lifebuoy overboard, because the activation line was not attached properly to the light safety activation pin.

May 2021 MTTO Newsletter

Vetting

By Madhav Kamath SIRE: 21 SIRE inspections were conducted on the fleet during the month of May 2021 with a total of 53 observations, giving an average of 2.52 observations per inspection.

M.T. Maersk Katarina was top performer with NIL observations in the Preem SIRE inspection. Well done!!

14 vessels received VBIS award during the month.

3 Vetting rejections were recorded during the month.

SIRE Chapter statistics: Chapter

May 2021 Number of % of Total observations observations

Ch 1 - General Information Ch 2 - Certification and documentation Ch 3 - Crew Management Ch 4 - Navigation and Communications Ch 5 - Safety Management Ch 6 - Pollution Prevention Ch 7 - Maritime Security Ch 8 - Cargo and Ballast Systems Ch 9 - Mooring Ch 10 - Engine and Steering Compartments Ch 11 - General Appearance and Condition Ch 12 - Ice Operations

0 6 2 3 8 6 1 7 5 8 7 0

12 months rolling Number of % of Total observations observations

0 11.3 3.8 5.7 15.1 11.3 1.9 13.2 9.4 15.1 13.2 0.0

0 83 40 54 114 37 7 95 87 117 84 7

0 11.4 5.5 7.4 15.7 5.1 1.0 13.1 12.0 16.1 11.6 1.0

SIRE Inspections ‐ Chapterwise statistics 140 120 100 80 60 40 20 0

May‐21

12 months rolling

An improvement in overall SIRE performance from the previous month. A continued drop in performance in Ch 6 – Pollution prevention

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May 2021 MTTO Newsletter

MTTO Top 10 most repeated SIRE observations (12 months rolling):

CHAPTER

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QUESTION NO.

Ch 2 - Certification and documentation

2.4

Ch 10 - Engine and Steering Compartments

10.32

Ch 2 - Certification and documentation

2.7

Ch 10 - Engine and Steering Compartments

10.7

Ch 11 - General Appearance and Condition

QUESTION

REPEAT COUNT & TREND

Does the Operator’s representative visit the vessel at least bi-annually?

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Are the following, where applicable, all in good order and do they appear to be well maintained?

28 ↑

Is the vessel free of conditions of class or significant recommendations, memoranda, or notations?

Does the operator subscribe to a fuel, lube, and hydraulic oil testing programme on a frequency in accordance with the manufacturers recommendations and are there procedures to act on these results?

21 ↑

11.4

Is the general condition of service pipework satisfactory and is it free from significant corrosion and pitting and soft patches or other temporary repairs?

20 ↓

Ch 11 - General Appearance and Condition

11.1

Is the general condition, visual appearance, and cleanliness of the hull satisfactory?

19 ↑

Ch 3 - Crew Management

3.2

Are the STCW and flag Administration’s regulations that control hours of work to minimise fatigue being followed and are all personnel maintaining hours of rest records in compliance with MLC or STCW requirements?

16 ↑

Ch 3 - Crew Management

3.5

Does the officers’ matrix posted for the vessel on the SIRE website accurately reflect the information relating to the officers on board at the time of the inspection?

15 ↑

Ch 9 - Mooring

9.26

If the vessel is equipped for mooring at single point moorings, does it meet the recommendations as applicable, contained in Mooring Equipment Guidelines?

15 ↔

Ch 6 - Pollution Prevention

6.21

If the vessel is provided with an approved Ballast Water Treatment System, is the system in good order, used where required and are officer’s familiar with the safe operation of the same?

14 ↔

21 ↓

May 2021 MTTO Newsletter

Vetting Hall of fame VBIS Prize Winners, May 2021 Vessel Henning Maersk Bro Anna Bro Developer Bro Agnes Maersk Cayman Maersk Tianjin Kirsten Maersk Maersk Maru Harald Maersk Maersk Katarina Bro Nyborg Maersk Cancun Maersk Kalea Maersk Brigit

Inspecting company

No of Observations

BIECO BP BP Equinor ASA (ex-Statoil) KOCH KOCH Lukoil Lukoil Petron Preem Shell VIVO Energy VIVO Energy KOCH

1 1 2 2 2 2 2 2 2 0 1 2 2 3

Lower Vetting Performers, May 2021 (>5 Obs) Vessel

Inspecting company

Maersk Altus

BP

No of Observations 6

Sembrani

Equinor ASA (ex Statoil)

6

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May 2021 MTTO Newsletter

Port State Control (PSC) 19 PSC inspections were conducted on the fleet during the month of May 2021 with a total of 22 deficiencies giving an average of 1.2 deficiency per inspection. 14 PSC inspections in the month were recorded with NIL deficiency. A substantial number of PSC deficiencies (5) were recorded under Ch 16 (ISPS) during the month.

PSC statistics for 12-month rolling average stands at 1.8 deficiency per inspection. Excluding the Black Sea MOU, the 12-month rolling average stands at 0.55 deficiency per inspection. Deficiencies in the Black Sea MOU account for 76% of all deficiencies recorded in the last 12 months. 64% (99 out of a total of 155) PSC inspections were recorded with Nil deficiencies.

PSC Inspection results ‐ 12 month rolling

Zero deficiency ‐ 99 inspections 24% 1‐2 deficiency ‐ 19 inspections 12%

64% 3 or more deficiencies ‐ 37 inspections

PSC Chapter statistics 40 35 30 25 20 15 10 5 0

May‐21

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12 months rolling

May 2021 MTTO Newsletter

What’s new: With the sunsetting of TRAMOS (ex-shore commercial operations system), VIMS and VIMS Mobile have been migrated from the TRAMOS platform to a new independent online web application.

The new VIMS is available to all users (vessels and shore) at https://vims.maersktankers.com from 1 January 2021.

Please note that the Master’s and Chief Engineer’s email has been set up for the Vessel Management login. Other Officers can access the VIMS using the bridge email login for “read-only” access. Should you have any challenges logging in, please reach out to your vessel’s HSSEQ & MO Superintendent.

OCIMF is working on revamped SIRE 2.0 which is planned to be launched in 2022. More details shall be shared in the coming months.

Knowledge Sharing and Port Information in Appendix

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May 2021 MTTO Newsletter

Security

By Pradeep Balakrishnan Significant trends for the Risk Areas: The threat of piracy in the Gulf of Aden / Horn of Africa area has much reduced and there was no reported incident during the month. The conflict in Yemen has causes an increase risk to merchant vessels in the Red sea/ Bab El Mandeb area, especially to the ones calling at Saudi ports. Vessels to exercise caution while transiting Red sea south of Jizan (Saudi Arabia)-area closer to the coast.

Increased migrant activities/ Search and Rescue operations off Libya is a major concern.

04 security incidents including one kidnapping were reported in West Africa/Gulf of Guinea Maritime crime area during the month which shows a slight improvement. Vessels being guided on route planning basis recent incidents/ hot spots. Escort boat being arranged for Nigerian port approaches.

Armed team being employed onbd during stay off Lome and Cotonou.

Further update of alternate arrangement is still awaited from Nigerian Maritime Administration and Safety Agency (NIMASA) post cessation of Lagos SAA patrol boat services on 27th January. As per unconfirmed reports, Nigerian navy is planning to implement earlier proposed ‘Deep Blue project’ which aims to provide security solutions within the Nigerian maritime domain to all vessels. As a temporary measure Nigerian navy armed team being employed onbd during Lagos anchorage stay.

Based on the current situation and the continued threat from pirates in the Gulf of Guinea, Danish National ISPS Coordination Authority has instructed Danish vessels to operate at ISPS Level 2 in the Gulf of Guinea

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Horn of Africa (Red Sea /Gulf of Aden /Arabian Sea): There was no report of piracy incident during the month.

Hijacking

Approach

Attack

Nil

Nil

Nil

Gulf of Guinea/West Africa: There was no reported hijacking. A kidnapping incident was reported where a Ghana-flagged fishing vessel was boarded in position 66 NM south of Tema on 19th May and the attackers escaped with five multinational crew members as hostages after stealing crew belongings as well.

Reportedly the speedboat headed for Niger Delta before Nigerian Navy could intercept it.

Hijacking

Kidnap/Ransom

Nil

01

Attack/ Robbery 04

Southeast Asia: 03 boarding incidents were reported in the area- 02 of them in Singapore east bound.

Hijacking Nil

Attacks/ Boarding/ Armed Robbery 03

Major conflicts Areas in Appendix

May 2021 MTTO Newsletter

Fleet Group Management - CERMET coated piston rings

by Luis Aranha Engines running on VLSFULSFO and factors resulting in scuffing When operating engines on VLSFO and ULSFO certain challenges are faced with scuffing between the cylinder liner and piston rings. Prolonged operation on ULSFO in a SECA or on 0.5% S fuel may lead to bore polished liner surfaces with a subsequent risk of liner scuffing as the consequence. To increase the margin against damage to the piston rings and cylinder liners, which will lead to overhaul on short notice, a piston ring configuration that incorporates the hard cermet coating on the running side of all piston rings was introduced by engine makers.

Cermet-coating on the piston ring running surface increases the reliability of the main engine. Cermetcoated rings may continue to perform after an episode with momentary oil film breakdown, provided the oil film is restored. This ensures that the engine can continue in normal operation until the next planned overhaul.

Cermet-coated piston rings Cermet is a composite coating material, part-ceramic, part-metal material. The two components combine into a material with high elastic durability from the metallic part and high-temperature and seizure resistance from the ceramic part. This improves the overall wear resistance.

When operating on fuel containing Sulphur, the sulphuric acid formed during the combustion process is condensed on the liner surface, this ensures a controlled amount of corrosion, this cause the liner surface to sustain an adequate level of wear that ensures a high number of open graphite lamellas in the cast iron matrix When operating on low-Sulphur fuel, the level of corrosion is very low (due to low levels of sulphuric acid being condensed on liner surface during the combustion process) the liner wear is negligible in most cases. Over time, this will lead to polishing of the running surface. When the liner surface is smeared with cylinder lubricating oil, the open graphite lamellas are closed making it difficult to sustain a proper oil film.

Operation on low-Sulphur fuels thus increase the risk of bore polishing of the liner running surface.

When the oil film is compromised, the cast iron piston rings, which are in contact with the cast iron liner, may generate high friction due to metal-to-metal contact and, eventually lead to liner scuffing. During scuffing, the surface of the liner is hardened and will need machining before new rings can be run in.

The cermet coating provides a seizure resistant surface against the liner, efficiently avoiding micro seizures and thereby lowering the scuffing risk.

The cermet will recover after an incident, provided the situation is timely discovered and action is taken to ensure that the development is stabilized.

The cermet coating needs to be monitored, with continuous measurements of the cermet coating thickness, it is possible to evaluate the wear rate [microns/1000 rh) of the cermet coating and, thereby, predict the remaining lifetime of the piston ring pack. A special tool is available from engine makers for this purpose.

The wear of the cermet coating can to some extent be assessed by analysis of drain oil samples. If these have a high iron content, the piston rings and the liners are worn correspondingly.

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May 2021 MTTO Newsletter

Regulatory

By Jai Kumar Alimchandani Non-compliance with regulations is not an option. This can result in expensive fines and penalties for the Company as well as possible prison sentences for staff at sea and ashore.

When any vessel is in doubt regarding regulations or procedures, they shall contact relevant shore departments. If necessary, these concerns may be escalated through management levels. Whenever required, regulatory affairs will be consulted.

To reiterate, Maersk Tankers has a zero-tolerance policy towards non-compliance.

The below quoted was issued by the Associated Press on 28 May 2021 and reflects yet another way shippers are using to evade sanctions. The article can be found at: https://www.voanews.com/economybusiness/tankers-impossible-voyage-signals-newsanction-evasion-ploy Quote (Emphasis added) Tanker's Impossible Voyage Signals New Sanction Evasion Ploy

By Associated Press May 28, 2021 02:01 AM MIAMI, FLORIDA - The Cyprus-flagged oil tanker Berlina was drifting near the Caribbean island of Dominica earlier this year when tracking technology showed it stopping in its tracks and in two minutes turning around 180 degrees.

It was an amazingly quick pivot since the 274-meter ship needs roughly 10 times that amount of time to perform such a manoeuvre.

Even more intriguing: Around the same time the Berlina was pinging its location at sea, it was physically spotted loading crude oil in nearby Venezuela despite U.S. sanctions against such trading.

Meanwhile, nine other ships, some connected to the same Greece-based owner of the Berlina, were digitally monitored moving nearby at an identical speed and direction with sudden draft changes, indicating they had somehow been loaded full of crude though apparently out at sea.

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The Berlina's impossible journey could represent the next frontier of how rogue states and their enablers manipulate GPS-like tracking systems to hide their movements while circumventing sanctions, maritime experts say.

Evading detection In recent years, as the U.S. has expanded economic sanctions and tracking technology has become more widely used, companies have adopted a number of techniques to evade detection. Most involve a ship going dark, by turning off its mandatory automated identification system or by “spoofing” the identity and registration information of another ship, sometimes a sunken or scrapped vessel.

Windward, a maritime intelligence agency whose data is used by the U.S. to investigate sanctions violations, carried out a detailed investigation into the Berlina. It considers the movements of the Berlina and the other ships to be one of the first instances of orchestrated manipulation in which vessels went dark for an extended period while off-ship agents used machines to hide their activities by making it appear they were transmitting their locations normally.

Militaries around the world have been using the same electronic warfare technology for decades.

But it is only now cropping up in commercial shipping, with serious national security, environmental and maritime safety implications.

“We believe this is going to spread really fast because it's so efficient and easy,” Matan Peled, co-founder of Windward, said in an interview. “And it's not just a maritime challenge. Imagine what would happen if small planes started adopting this tactic to hide their true locations?”

Under a United Nations maritime treaty, ships of over 300 tons have been required since 2004 to use the automated identification system to avoid collisions and assist rescues in the event of a spill or accident at sea.

Tampering with its use is a major breach that can lead to consequences for a vessel and its owners.

But the maritime safety mechanism has also become a powerful mechanism for tracking ships engaged in rogue activities like illegal fishing or transporting sanctioned crude oil to and from places under U.S. or international sanctions like Venezuela, Iran and North Korea.

May 2021 MTTO Newsletter

In the cat-and-mouse game that has ensued, the advent of digital ghosts leaving false tracks could give the bad actors the upper hand, said Russ Dallen, the Miami-based head of Caracas Capital Markets brokerage, who tracks maritime activity near Venezuela.

“It's pretty clear the bad guys will learn from these mistakes and next time will leave a digital trail that more closely resembles the real thing,” Dallen said. “The only way to verify its true movement will be to get a physical view of the ship, which is time consuming and expensive.”

Manipulation or malfunction?

The Berlina never reported a port call while floating in the Caribbean. Nonetheless, on March 5, the draft indicated by its identification system went from 9 meters to 17 meters, suggesting it had been loaded with oil.

Was it manipulation or a malfunction?

While the Berlina's voyage remains something of a mystery, Vortexa, a London-based energy cargo tracker, determined the tanker had loaded at the Venezuelan port of Jose on March 2 and then headed toward Asia. Separately, Windward also confirmed the crude delivery through two sources.

Two months later, on May 5, the Berlina discharged its crude in a ship-to-ship transfer to a floating storage vessel, the CS Innovation, according to Vortexa. The CS Innovation remains off the coast of Malaysia where the transfer took place and has undertaken several ship-to-ship transfers in the interim, making it nearly impossible to know where Venezuela's oil will end up.

Adding to suspicions, the Berlina and at least four of the nine other vessels involved in the Caribbean voyage earlier this year are connected to the same Greek company, according to Windward. And all 10 vessels switched flags -- another common ploy used to make it harder to keep track of ships -- to Cyprus in the four months prior to the manipulation of the fleet's tracking information.

The AP was unable to locate any contact information for the Berlina's ship manager or owner, both of which are based in the port city of Pireaus, near Athens.

Peled said the Berlina's activities may never have been detected if not for a tip it received from an external source that it wouldn't identify.

But the know-how gained from the investigation has allowed it to identify other recent examples of location tampering, including one in January when a ship it did not identify was spotted loading Iranian crude at Kharg island while broadcasting its location out at sea somewhere else in the Persian Gulf.

While the U.S. government has additional resources to ferret out such deceptive practices, doing so will require extra effort.

“It suggests the length to which rogue actors are willing to go, to hide their activities,” said Marshall Billingslea, an assistant Treasury secretary for terrorist financing during the Trump administration and former deputy undersecretary of the Navy. “It's a worrisome trend and given the huge volume of maritime traffic will introduce a lot more noise into the system.”

Unquote

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May 2021 MTTO Newsletter

Crewing

by Shashank Jahagirdar We have successfully implemented the inhouse payroll effective from December 2020. Earlier the payroll was outsourced to UK based company (Activ8) and now payroll is being processed inhouse from Mumbai office. Our Payroll team is currently handling the payroll & statutory compliances of approximately 2600 seafarers across the globe with 29 nationalities.

Payroll is defined as the process of paying salaries to the employees. Running the inhouse payroll includes calculating the earnings of the seafarers and contributing to various local shipping administrations/government on behalf of seafarers & as part of payroll deductions from the earnings.

Payroll Department plays a major role in the internal operations of the business for several reasons.

From the perspective of accounting, payroll and payroll taxes are subject to laws and regulations.

We are complying with social security in terms of withholding, calculations and reporting to respective government authorities.

With the implementation of inhouse payroll, we have extended monthly payroll cut-off date to get accurate salaries as per the movements recorded in Compas as on payroll cut-off dates. We have fixed the legacy issue of 31 days logic and back pay calculations etc. We have upgraded from manual GL entries to automatic GL entries as Compas is integrated with finance AX system.

We received lot of queries from our seafarers during the first few months of going live with payroll in Compas. However, we are happy to see a downward trend in the queries received. Below chart provides an overview of queries received since Dec 2020.

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May 2021 MTTO Newsletter

Procurement

by April May Tangalin Dear Colleagues at Sea, In the previous Newsletter issues, we have talked about several interrelated topics: 1) Freight cost and how the pandemic has impacted our freight budget; 2) and how we as an organization can help each reduce freight costs and support CO2 reduction; 3) and on enhancing transparency and communication by introducing the Supply Chain Vessel Report and how this report can help improve the collaboration.

To follow through with these topics, we have added another tab in the Supply Chain Vessel Report, the Transport Booking tab which provides a good overview of each vessel’s logistical pattern, shipping costs and trade lanes used – all in comparison to the rest of the fleet. This overview will enable Buyers, Superintendents and the vessel crew to discuss and further improve the buying & logistics behaviour – and, not least, consequently reducing freight costs as well as our carbon footprint.

The Transport Booking tab shows total Weight and Volume of shipments YTD, an overview on bookings YTD, Total Cost YTD, and from which warehouse are your spares coming from, and which destination ports are the shipments connected to.

Your respective buyers will be sharing more information about the report in the upcoming VPRs calls. Please let us know in case you need a refresher on how to use the Supply Chain Vessel Report, or if you have comments and questions about the report.

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May 2021 MTTO Newsletter

Technology & Innovation THE EU MRV Regulation -

by Jeevanchandra Gopaldutt Bhatt The EU-MRV Regulation adopted in April 2015 creates an EU-wide legal framework for the monitoring, reporting and verification of CO2 emissions and other relevant information from maritime transport. EU MRV stands for European Union Monitoring, Reporting and Verification.

The regulation applies to all ships above 5,000 GT sailing in, out and in-between EU ports for commercial purposes irrespective the flag the ship is flying. The regulation applies to commercial voyages only, which means any ship that calls at an EU port to load/ unload cargo or embark/ disembark passengers.

What shall be monitored on an annual basis?

Based on the monitoring plan, for each ship and for each calendar year, companies shall monitor the following parameters: 1.

amount and emission factor for each type of fuel consumed in total; 2. total aggregated CO2 emitted; 3. aggregated CO2 emissions from all voyages between ports under a Member State’s jurisdiction; 4. aggregated CO2 emissions from all voyages which departed from ports under a Member State’s jurisdiction; 5. aggregated CO2 emissions from all voyages to ports under a Member State’s jurisdiction; 6. CO2 emissions which occurred within ports under a Member State’s jurisdiction at berth; 7. total distance travelled; 8. total time spent at sea; 9. total transport work; 10. average energy efficiency.

Companies may monitor information relating to the ship’s ice class and to navigation through ice, where applicable.

Companies may also monitor fuel consumed and CO2 emitted, differentiating on the basis of other criteria defined in the monitoring plan.

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To demonstrate compliance by 30th June of each year after the reporting period the Document of Compliance (DoC) issued by the accredit verifier must be on board.

IMO DCS regulationIMO DCS stands for International Maritime Organization’s “Data Collection System”. The IMO data collection system for fuel oil consumption of ships is the first in a three-step process that also includes data analysis and determination whether further measures are needed to enhance energy efficiency and address greenhouse gas emissions from international shipping.

As required by the new Regulation 22A of MARPOL Annex VI: 1. From calendar year 2019 (i.e. 01/01/2019 to 31/12/2019), each ship of 5,000 gross tonnage and above shall collect the data in a predefined form, for that and each subsequent calendar year or portion thereof, as appropriate, according to the methodology included in a new SEEMP Part II. 2. At the end of each calendar year, the ship shall aggregate the data collected in that calendar year or portion thereof, as appropriate.

3. Within three months after the end of each calendar year, the ship shall report to its Administration or any organization duly authorized by it, the aggregated value for each datum, via electronic communication and using a standardized format.

4. Upon verification of the submitted data, the Administration or any organization duly authorized by it will issue to the ship by 31st of May a Statement of Compliance related to fuel oil consumption.

5. Finally, the Administration will submit aggregated data to the IMO, which will maintain an anonymized IMO Ship Fuel Oil Consumption Database.

The Administration or any organization duly authorized by it. DBS acting as a Recognized Organization on behalf of various Administration can issue the require Statement of Compliance. The Statement of Compliance shall be valid for the calendar year in which it is issued and for the first five months of the following calendar year. All Statement of Compliance shall be kept on board for at least the period of their validity.

May 2021 MTTO Newsletter

Technology & Innovation EEOI and AER - By Kartikey Singh Summary for EEOI and AER Vessel Count

Segment

Average EEOI

AER

101

Fleet

12.80

5.94

13

Inter

31.43

14.50

42

Handy

17.70

8.29

29

MR

11.98

5.28

17

LR2

7.63

3.68

Key Highlights: 1.

2.

3.

4.

5.

Handy: There is a similar reduction in CO2 as well as Cargo work, resulting in a linear EEOI trend compared to last month.

Inter: The rise in CO2 is relatively higher than increase in Cargo work giving us a higher EEOI for this month.

MR: There is a decline in CO2 but there is a higher decline in Cargo work, thereby an increase in EEOI for this month.

LR2: There is a decline in Cargo work and a further decline in CO2 which has a dip in EEOI for the segment for this month.

Fleet: There is an overall increase in EEOI for the month of May’21, with CO2 reduction at 28.6% relative to the baseline.

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May 2021 MTTO Newsletter

MT in the Media

by Ketan Rane Hammerhead (ex Bro Deliverer) seen with clean hull making bow wave through water.

Maersk Cirrus seen at anchor, slight fender marks beginning to show on the hull.

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May 2021 MTTO Newsletter

Congratulatory

by Shashank Jahagirdar Seafarers’ safety is our priority. We value our seafarers as they contribute towards the company vision and play a very vital role in our success story.

It gives us immense pleasure to see many of our seafarers being associated with us for so many years and have witnessed this company transform from a traditional ownership setup to one of the leading clients serving company.

We would like to congratulate our officers who have completed 10 years of service with MaerskTankers

These numbers only assure us that we have support of our dynamic ship team who are willing tocontribute to this journey and make it a memorableone for all.

It is possible that there could be omission of some name in the below list due recent data migration to Compas system. In such cases, we request you to send an email to onkar.bhosale@maersktankers.com with your name, Crew ID & anniversary details.

Thank you!

Sr No.

CREW ID

First Names

Last Name

Rank

Years Completed in MT

1

3042659

Lalit Mohan

Chaddha

C/E

10 years

2

3042518

Swierzynski

Michal Jan

C/O

10 years

3

3042038

Koval

Roman

C/O

10 years

4

3042218

Nosov

Oleksiy

C/E

10 years

5

3042279

Furman

Yuriy

C/E

10 years

6

3042088

Edangga

Francis Ubaldo

2/O

10 years

7

3042140

Labarda

Ferdinand Lapara

3/E

10 years

8

3042543

Shulgin

Nikolay

C/E

10 years

9

3042598

Bagrov

Sergey

C/E

10 years

10

3042485

Nechipurnov

Andrey

2/E

10 years

11

3042396

Skorikov

Andrey

3/E

10 years

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May 2021 MTTO Newsletter

Out of the blue We strongly encourage reader’s sharing of best practices, feedback, suggestions, and constructive criticism from our fleet.

This section was formerly known as

‘Reader’s Corner’, however it remained underutilized.

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May 2021 MTTO Newsletter

Appendix Security Major Conflict Areas GULF OF OMAN/ ARABIAN GULF: Vessels to continue with precautions in view of ongoing conflict in Arabian Gulf/ Gulf of Oman.

Danish flag vessels maintaining security level 2 for the Strait of Hormuz and the northern part of the Gulf of Oman as per Danish authorities’ instructions dated 31st January 2020 which has been extended till 01st July 2021.

LIBYA: Intermittent clashes between Government of National Accord (GNA)-allied militias and the Libyan National Army (LNA) take place at some areas.

An interim Government of National Unity (GU) led by Prime Minister Abdelhamid Dbeibah, is implementing UN-backed mandate, which includes preparing for parliamentary elections due in December 2021. During the month high-level delegations from Turkey, US and Qatar visited Libya to meet GU officials/ to express support.

There was a noticeable increase in offshore migrant activity.

This includes over 2,000 migrants rescued and returned to Libya by the Libyan Coast Guard. Also there have been shipwrecks resulting in death of some migrants. According to UN, over 2,000 migrants departed from Libya between 01st and 03rd May. Italian intelligence services reported that between 50,000 and 70,000 migrants are preparing to depart from Libya towards EU destinations, with Italian authorities in Rome calling for a naval blockade to impede their arrival.

Merchant vessels remain at risk of being called upon to assist in SAR operations.

YEMEN: The conflict situation continues. A Saudi-led coalition of Arab countries, backed by Western states, continues its military intervention in a bid to restore control of the country to internationally recognized President/ Government. All vessels attempting to enter Yemeni ports will face postponements and multiple inspections causing delays.

In view of combined maritime threats, including possible mines, vessels are advised to use the Maritime Security Transit Corridor (MSTC) and to avoid proximity to the western and southern Yemenis shore while transiting Red sea.

Over the reporting period, there have been antigovernment demonstrations near Aden which may also affect port operations, as protesters have previously blocked access to oil and container ports.

The plan of cease fire/ withdrawal of forces from Hodeidah City (basis UN-brokered Stockholm Agreement Dec’18), getting delayed continually. Clashes keep taking place in close proximity to Hodeidah port which can damage vessels/port infrastructure, and delay port operations. The security threat rating in the port of Hodeidah continues to be ‘Extreme’ and port call is on ban for MT vessels. Maersk Tanker vessels may be allowed to call other Yemenis ports, on case to case basis depending on the prevailing situation and by arranging advisory service.

Merchant vessels undertaking SAR operations face severe delays, for calling ports with migrants onboard including refusal to enter European destinations, due to COVID-19 concerns. Also, there are various legal, regulatory and security concerns associated- including physical safety concerns to crew associated with migrant behaviour onboard.

Maersk Tanker vessels may be permitted to call some Libyan ports - basis evaluation of latest security reports and legal clearance. Also, Owner’s approval required due to safety concerns and probable delays if involved in migrant’s SAR. Service of remote security consultant being utilized during vessel’s stay in Libyan waters.

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May 2021 MTTO Newsletter

Appendix Vetting - Knowledge Sharing

By Naveen Kumar Inspection Date: Between 01 May 2021 and 31 May 2021 SIRE VIQ-7 Medium Risk Observations 

6. Pollution Prevention 6.8 Are unused cargo and bunker pipeline manifolds fully bolted and are all drains, vents, and unused gauge stems, suitably blanked or capped?

Inspector Observations: Drain lines (approximate diameter 1/2 inch) fitted on LSFO and MGO manifold on either side were provided with single valve however each line did not have blanking and capping arrangement.

Owners Comments: Bunker line drains at Manifold were provided with valve but they were not capped or plugged. These bunker line drains were renewed during last dry dock, during renewal the compliance with plug/cap at the end was missed out. Bunker line drain lines modified to include capping arrangement at the end.



8. Cargo and Ballast Systems – Petroleum 8.21 Are the cargo and ballast system valves in good order and is there recorded evidence of regular testing?

Inspector Observations: The cargo valves were tested quarterly as per records, the minimum opening time for cargo valves should be 20 seconds as per manufacturers guidance, the actual opening time was 7-9 seconds as per test records which were tested on 15 Mar 2021, 15 Dec 2020 & 21 Sept 2020.



9. Mooring 9.4 Have the operator’s policies on line inspections, retirement and wear zone management been implemented as outlined in the Line Management Plan?

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Inspector Observations: Operator’s Wear Zone Management for mooring ropes requires that end to end to be carried out every 12 months.

Owners Comments: Company has rolled out digital line management plan (DLMP) a few months ago. This is an online programme prepared by rope manufacturer and inventory, usage, maintenance, history of each rope is maintained in digital format. Vessel’s superintendent has access to DLMP of each vessel and can monitor the status anytime from shore. During the inspection the chief officer presented the old records in paper format to the inspector instead of DLMP. The data from paper records was transferred to digital format at the time of roll-out of DLMP and the paper records have been discontinued since then. The no. 4 rope mentioned in the observation has been re-located during February 2021 and recorded in DLMP. The no. 5 rope stated to be ‘poor’ has been renewed during March 2021 and the new rope was in fact witnessed by inspector during inspection. Obviously, the phased out hard copy paper records did not include these recent updates.

Following the inspection, a conference call was held with the vessel and it was clarified to the shipboard management that only DLMP to be maintained and presented during inspections, audits. 

10. Engine and Steering Compartments

10.34 Are officers fully familiar with all starting procedures for the emergency generator and are these procedures clearly and displayed?

Inspector Observations: Emergency generator was fitted with 2 means of start; battery start and hydraulic accumulator starter.

Emergency generator could not be started by means of hydraulic starter at the time of the inspection.

May 2021 MTTO Newsletter

Low Risk Observations 

2. Certification and Documentation 2.10 Are the Engine Room (Part I) and Cargo (Part II) Oil Record Books (ORBs) correctly completed, free of any pollution incidents, violations and are slop/waste oil disposal certificates provided?

Inspector Observations (Not Valid): Oil Record Book Part 1 Machinery Spaces: Entries dated 10-13 May 2021 showed evaporation from incinerator waste oil settling tank, however the vessel IOPP Form B 3.2.3 Other Acceptable Means did not show evaporation as an approved method.

Owners Comments: Inspector subjective interpretation of requirement. Provisions of MEPC.1/Circ.640 outline the Organization guidance on voluntarily bilge water periodical inventory and recording of waste oil volume reduction through heating. Said circular does not form a part of the Convention text and shall not be used as a regulatory instrument in determination of the level or the manner of MARPOL I compliance by a ship.

Therefore, it is not required to be entered to part 3.2.3 of the IOPP record. Above was clarified with LR Class. Maersk Tankers has published ORB How-to Guide in our SMS which has been approved by respective flag state.



6. Pollution Prevention 6.8 Are unused cargo and bunker pipeline manifolds fully bolted and are all drains, vents and unused gauge stems, suitably blanked or capped?

CDI – CHEMICAL 8TH EDITION 3.1.42 A magnetic compass deviation card / table is available on the bridge - SOLAS V Reg 19.2.1.3 Inspector Observations (Not Valid): Compass deviation card and adjustment made by accredited compass adjuster was made in 2016.

Owners Comments: The company SMS procedure requires that the vessel shall be swung 360 degrees at least once a year to determine the deviation curve. After that the magnetic compass is required to be adjusted if the deviation on any heading is more than 6 degrees or if it differs from the original deviation curve by more than 3 degrees. The vessel was last swung by master during September 2020 and the observed deviation values were within above limits. Further, there is not any requirement by vessel’s flag state to adjust magnetic compass every 2 years.

PORT STATE CONTROL (2018) 1ST EDITION (2018) 11.119 Immersion suits Inspector Observation: Immersion suits in the E/R need mark.

Owners Comments: The vessel is equipped with immersion suits having inbuilt buoyancy which do not need to wear a lifejacket. So, inspector's view is that suits should be marked with ship's name like a lifejacket. Although LSA code or vessel's flag state regulations do not have such requirement inspector's view can be said to be subjective. However, we appreciate the view and all immersion suits have now been marked with ship's name & port of registry by means of water-proof marking.

Inspector Observations: While unused manifolds were all appropriately bolted both MARPOL connections for sludge disposal on port and stbd sides of the accommodation had flanges with 4 bolts instead of 6 bolts.

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May 2021 MTTO Newsletter

Port Information PORT OF BEIRA

By Satish Singh Centrally situated in Mozambique's Sofala Province, the port of Beira serves the Mozambican interior as well as the Republics of Malawi, Zimbabwe, Zambia, and Botswana. Its located along the Pungwe River, 11nm from the mouth of the estuary.

Port of Beira is a port with very shallow waters and all manoeuvrings taking place only at HW. For vessels with a draft larger than 10.5m, it may be a challenge, as the charted depths are as low as 5 m. However, Authorities claim that the channel depth is maintained to 8.0 m CD.

The ENC for Beira is marked with the note "this area cannot be accurately referenced to WGS84 datum". The channel buoys are off charted position (fm 70 to 200 m) and many of them unlit (A racon, lateral buoys no.6,9, 19).

The vessels berth on HW, taking the pilot from an outbound vessel (not at Pilot Station) and meet the outbound vessel in Macuti channel (very narrow and marked with buoys only on the Port side / Southern side). Immediately before the buoys marking the western end of the Macuti Channel, a sand spit has encroached into the channel from the north.

Tides -Tidal variations in Beira are high. Spring tide amplitude can reach 7.0 m. and on neaps 0.1 m. Current the vicinity of the terminal is dominated by tidal flow with some influence from the River Pungwe, which can go up to 3.5kts in summer.

Beira Oil Terminal (BOT) is located, approx. 3.2 n.m. from the mouth of River Pungwe. Main approach channel length 13 n.m., minimum width 135 m. Turning basin at oil terminal has an official depth of 5.50m CD. Berth#12 can accommodate vessels up to 60,000 DWT with declared depth of 13.50m however depth up to 10.5m have been recorded by vessels in forward part of the jetty.

Coal Terminal Berth #8: Declared depth at terminal is 10m CD, however vessel have reported depth ranging from 6.20 to 10.2m around vessel. Vessel scheduled to call this berth

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shall exercise caution and check latest information from available sources and consult the Marine Ops department prior to the call.

Master Calling Beira port shall  Load up to the max safe draft complying with company UKC policy and available depth information.  Request Charterers to declare minimum depth at berth and channel.  Request agent to provide information on max safe draft allowed based on tidal condition, min depth declared in channel and at berth by port authority, latest dredging information from port authority.  Vessel shall request office for sharing of data from vessels which have recently called the Beira port.  Manual sounding shall be checked all around vessel on arrival and at slack water as per form D16.  Vessel visual draft shall be checked frequently and compared against loadicator calculated draft, abnormality if any to be investigated.  Any abnormal listing of vessel at berth shall be promptly investigated.

May 2021 MTTO Newsletter

Health and Wellbeing

By Satish Singh Am I Sleeping Properly?

Has the question “Am I sleeping properly or not?” ever popped up in your mind?

Inadequate sleep has been associated with mild to severe physical as well as mental health issues, loss of productivity, injuries and even premature mortality. Imagine the consequences if our airline pilots, bus or taxi drivers, doctors and nurses were sleep deprived but on-duty. Likewise, a crew member working on-board a ship, who is not wellrested would risk their own as well as their Shipmates safety.

Health experts recommend a minimum of 7 to 8 hours sleep for an adult. More than the number of hours of sleep, the quality of sleep matters. Our sleep is controlled by our body clock or the Circadian rhythm which in turn is governed by light, ramping up production of a hormone called Melatonin during hours of darkness and switching it off during daylight.

Melatonin assists with the onset of sleep.

Sleep can broadly be divided into four stages. Stages 1 & 2 are light stages of sleep, while stage 3 & 4 are deep sleep patterns. Stages 3 & 4 are more important as during this period our bodies produces most of the growth hormones and allows the body to recuperate or in simple terms -repair itself.

We have often experienced waking up after a long 7-8 hours of sleep, and still feeling tired or lethargic. The reason being that while the body was at rest, the mind was not. The previous day's activities or future worries were probably playing on the mind. On-board a ship, while a person is away from their family and friends, being at peace, at times may also become a challenge. This is likely to disturb the sleep pattern, which in turn, affects the work performance.

Some of the successful ways to help deal with this situation is to engage the mind in creative activities, using the gymnasium, developing a habit of reading books or playing indoor games in one’s free time.

We miss a big part of the problem when we don't realize that phones, tablets, e-readers, internet surfing, at bedtime disturb our sleep patterns. All the information being fed to your mind whether necessary or not is being stored in your subconscious mind which is, of course, a powerhouse gifted to us by God. In old Vedic practice, Saints used to observe a period of gap or transition time between their daily activities and the sleep time. During this time, they used to clear their mind from all the activities which occurred during the course whether good or bad. Additionally, light from these screens affects the release of Melatonin.

Some of the habits we can develop for a sound sleep: 1. Have dinner minimum 2-3 hrs before going to bed 2. Leaving the phone and tablets a minimum 30 minutes before going to sleep and reducing the lights in the cabin. Turn off electronics and rotate your clock away from you (don’t watch the clock or check your phone if you can’t sleep). Try not to worry if you can’t fall asleep and remind yourself that your body will eventually take over and help you sleep.

3. Relaxation exercises for falling asleep such as listed below Relaxation Exercises Breathing exercise Close your eyes and notice your breathing. Turn all your attention to your natural breathing pattern and feel the air enter and leave your nose or mouth. Visualize the flow of air as it passes through your mouth, airways, down into your belly, and back out again. Survey your body for any tension, and as you exhale, feel the tension leave that part of your body. Visualize your breath reaching your forehead, your neck, your shoulders, your arms… and then releasing the tension as you exhale. If your mind wanders to another worry or thought, let it go and gently redirect your attention back to your breath.

Guided imagery The idea in this exercise is to focus your attention on an image or story, so that your mind can let go of worries or thoughts that keep you awake. Get into a comfortable position in bed. Close your eyes and relax. Begin to visualize a scene, memory, or story that you find calming.

This is highly individual—find what works best for you by trying a few choices. For example: a favorite vacation or calming outdoor spot, a relaxing activity like curling up with a book in your favorite chair, or something repetitive like remembering the steps of an exercise or dance routine.

The key is to find something that allows you to focus your attention and let go of other thoughts. Begin to create this scenario in your mind. Visualize all the details of the image or story, as slowly and carefully as you can. Any time you find your mind drifting to an unrelated thought (a worry about the day or a “must do” for tomorrow), acknowledge it and let it go. Turn your mind’s eye back to your relaxing story. It’s okay if this takes time before it works, each time you practice you will get better at it.

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May 2021 MTTO Newsletter

Effects of Not Sleeping Sleep deprivation can have a wide range of negative health effects. Some of the major physical and mental health consequences include:         

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Anxiety Bipolar disorder Cardiovascular disease2 Depression High blood pressure Hormone imbalances3 Obesity Type 2 diabetes Weakened immune system

In addition to these health problems, lack of sleep is also connected to an overall decrease in quality of life and a greater risk of death

Additional Sleep Tips  Keep a regular sleep-wake cycle. Try to go to bed and wake up at the same time every day.  Avoid caffeine, alcohol, and nicotine in the four to six hours before bedtime.  Don't exercise within two hours of bedtime.

Exercising five or six hours before bedtime may help you sleep more soundly.  Don't eat large meals within two hours of bedtime.  Don't nap later than 3 p.m.  Sleep in a dark, quiet room with a comfortable temperature.  If you can't fall asleep within 20 minutes, do a quiet activity somewhere else and return to bed when you're sleepy.  Wind down in the 30 minutes before bedtime with a relaxing pre sleep ritual such as a warm bath, soft music, or reading.