V.Group

I worked through this company for five years on chemical tankers and VLCCs. The salary was slightly lower than that offered by other owners represented by V.Ships, but employment was stable. The supply situation was average, and there were many Indian employees in the office. Overall, I consider it a reasonable place to start.

I completed one contract on a VLCC through V.Ships, which handled the crewing. Overall, the work was acceptable. The crew was very mixed, including Omani, Pakistani, Indian, Filipino, Ukrainian and Russian seafarers, and I could have been the only European on board. Internet was available via VSAT, with 3 GB free per month and additional data costing $20 per GB. Salaries were handled by V.Ships and were paid without delays.

I completed one contract through Baltic Group International, with V.Ships coordinating the work in Ukraine. I had no complaints about the experience.

I worked with Baltic Group International from 2014 until it closed. The company grew rapidly, and I was able to develop professionally and secure a position before its decline. I am grateful for that experience, although things deteriorated after V.Ships became involved.

I started as a cadet through V.Ships and later reached the rank of third officer. The vessels were bulk carriers, and the supplies were excellent, but the crew culture was extremely outdated and most people drank. The V.Ships office staff were rude even to senior officers. I completed one contract as a third officer and left; they later offered me another contract, but I refused.

I worked exclusively with Filipino ratings while the officers were from the former Soviet Union. The working atmosphere on the bridge and in the engine room was unpleasant, and many senior officers behaved as if they were above everyone else. On one occasion, the captain took the coffee machine from the bridge to his cabin because there was not enough milk for his coffee.

I worked for V.Ships and was sent to vessels that were sometimes in poor condition. Supplies depended on the situation; when a vessel was about to be sold, there could be shortages of provisions and supplies. The company frequently sells vessels, and officers are expected to bring them back into proper condition before the sale.

I applied to V.Ships and completed their interviews and tests. Afterward, they offered a different vessel from the one originally discussed, a much smaller container vessel, so I declined the offer.

I joined V.Ships as an engine cadet and later advanced to chief engineer over eight years. I never paid a bribe, and my salary was always paid on time. The company provided a clear path for my career progression.

I worked for V.Ships as a cadet on a ro-ro vessel. I was paid $500, but I did not see any real cadet training programme. I worked all day with the deck crew, washing holds, cleaning crane equipment and maintaining wires. The promised weekend schedule was not followed, and Saturdays were spent cleaning the superstructure.

I worked for V.Ships on a container vessel. The vessel was in very poor condition, supplies were practically nonexistent, and there was a significant difference in pay between officers of different nationalities: a Chinese third officer received 6000 while another third officer received 3500.

I worked for V.Ships on a container vessel through the company's Novorossiysk office. I never had problems with promotion or salary payments.

I worked for V.Ships on a passenger vessel as a messman. I initially refused an offer of 1250 and agreed to join for 1400. With overtime, I earned 1700. The contract suited me, and the crew included five Ukrainians along with Filipino officers, a German and a Polish crew member.

I worked for V.Ships on a container vessel as a cadet. Nobody charged me for joining, and I was able to complete the required tests and obtain a first contract. The crew was supportive and taught me, and I spent more than half of the contract working on the bridge. The vessel was not old but was somewhat worn, and the food improved after a new cook joined.

I was offered a contract through V.Ships with a salary lower than the amount previously agreed. I refused to sign it and left the process.

I first joined V.Ships as an engine cadet. The company charged more than one salary for joining, even though I had personal recommendations, and I know the official promotion policy required at least two cadet contracts despite my good evaluation and recommendations. Before joining, I had to complete numerous tests and unnecessary courses. Later, they offered me an urgent position on a VLCC, but I did not continue with them.

I worked for V.Ships from 2006 onward. Promotion was repeatedly delayed with promises of another contract and additional training, while people from outside could be promoted if they fit the company's matrix. There were many tests and training courses before joining, during the contract and afterward. Salary payments were generally on time, although there were delays in the Asian office, and crew changes were frequently late in recent years.

I was invited by V.Ships to join a bulk carrier. After completing the Marlins test and CES, I was told that I also needed to complete many pre-boarding certificates and training courses. These requirements were not explained at the beginning, which wasted my time, and I decided not to proceed.

I worked for V.Ships on a ro-ro vessel for one contract. The salary was good, but the work required securing vehicles continuously for 24 hours and was extremely physically demanding. On another vessel, the boatswain was incompetent, and the crew selection by the office appeared inadequate. I was glad to leave.

I am currently working for V.Ships on an LPG vessel, and so far everything suits me completely.

I worked for V.Ships on self-unloading bulk carriers for five years. The work was very demanding, and the vessels were generally old and worn, although some were relatively new. Supplies were available when requests and damage reports were prepared properly, and the food was acceptable, depending on the cook and captain. Salaries were above average, but the workload was heavy and there were frequent inspections on North American routes.

I applied to V.Ships during my practical training because I wanted to go to sea. I failed the psychometric test and was not accepted. The application process included a large number of tests.

I worked for V.Ships on a Neptune vessel as a third engineer. About 80% of the engine-room workload was left to the third engineer because there was no fourth engineer, and port calls were very frequent. The food was acceptable, but the captain tried to impose his own ideas despite the company procedures.

I have worked through Uniteam for six years in the V.Ship container fleet. Salaries were not delayed, and the contract length was four months. The crews were mixed, and working there was generally possible, although promotion to senior positions was not easy.

I interviewed with the tanker division at ITM Dubai. The interview lasted 1.5 hours with three superintendents. I was approved and assigned to Frontline. They provided a vessel and allowed me to proceed with the medical examination in Kyiv. However, my salary was submitted without my agreement, so I refused to sign the contract. I have no regrets about my experience during that period.

V.Ships Greece will pay a bonus of $200 to all vaccinated sailors with a valid certificate when going on contract in 2022, regardless of position. They sent instructions on how to upload the valid certificate in the V.Crew connect app. This is not an advertisement, but a reality.

My contract ended at a time when my relief could not leave Ukraine. I made clear I would not extend. The vessel then waited two weeks at anchor while the company looked for a candidate matching its long requirements sheet for LPG electricians — nobody was found, and the ship eventually sailed without an electrician. Nobody forced my hand, but the episode says something about how narrow the hiring criteria are.