Post on 15-May-2022
EMERGENCY�DRILL
Safety Compass October, 2014 October, 2014
(Issued : 2014. 10)EMERGENCY�DRILL
IN THIS EDITION
Emergency�Dril l�
Accident�preventionlearned�by�case
Mooring
PSC�check�point
ECA�(Emission�Control�Area)�
ISSUE 20
Emergency�Drill
Safety Compass October, 2014
Accident�prevention�learned�by�case
Safety Compass October, 2014
Release� hook� on� completion� of� the� successful�
test� the� release� hooks� had� been� reset� and� the�
recovery� of� the� lifeboat� had� commenced.� The�
boat� was� lifted� back� to� the� davits� in� one�
continuous� action.� As� the� fall� block� came� into�
contact� with� the� davit� head,� the� transfer� of�
weight� created� a� sudden� jolt� causing� the� aft�
hook� release� mechanism� to� fail,� the� hook�
rotated� into� the�open�position� releasing� the�aft�
end�of�the�boat.
PlanningTo� manage� the� increased� risk� associated� with�lifeboat� drills� careful� planning� is� required� to�ensure� appropriate� control� measures� are� put� in�place.� This� is� equally� important� to� ensure� all�those�involved�in�a�training�exercise�are�aware�of�what� is� planned� and� are� familiar� with� the�manufacturers�instructions�for�the�tasks�involved
SupervisionDirect� supervision� by� a� senior� officer� who� has� a�comprehensive� understanding� of� the� complete�lifeboat� system� reduces� the� level� of� risk,� can�improve�the�level�of�situational�awareness�for�crew�members� and�ensure� the� exercise� is� structured� in�such� a�way� that� all� those� involved� get� the�most�benefit� from� the� drill�while� informed� of� potential�dangers.
Training�ManualsAccident� investigation� reports� have� identified�incidents�where� the�misinterpretation�of� training�manuals� and� maintenance� instructions� by� ships�staff�has�contributed�to�the�cause�of�the�accident.�Understanding� the � complex � nature � of�component� design� can� be� made� more� difficult�when� there� is� more� than� one� manual� using�different� technical� terms� to� describe� the� same�component.� Care� must� be� taken� to� ensure�manufacturers� instructions� are� fully� understood�before�any�training�activity�takes�place.
InspectionIt� Is� imperative�that�once�hooks�have�been�reset�and�the�boat�recovered�to�a�position�just�clear�of�the� water� the� entire� release� mechanism� is� re-inspected.� Close� attention� must� be� paid� to� the�rotating� cam� to� ensure� it� has� fully� rotated� into�the�locked�position.
Fail�safe�devicesIn� order� to� isolate� any� mechanical� risk,� some�manufacturers�are�retro�fitting�fail-safe�devices�to�prevent� hooks� opening� accidentally.� These�include�the�use�of�manufacturer�installed�locking�pins�that�pass�through�the�cheek�plate�and�hook�preventing�the�hook�from�rotating.�
Boat�CrewCrewmembers � of � the � boat � should � be�disembarked�as� soon�as� it� is� safe� to�do� so.� The�final� stages� of� recovery� should� be� carried� out�using� the� manual� winch� handle.� Crew� should�remain�out�of� the�boat�until� it� is� fully� re-stowed�and�gripe�wires�have�been�secured.
What�lessons�can�we�learn?
Outline
PSC�Check�point
Safety Compass October, 2014
1.�Familiarization�of�the�assigned�duty
2.�Familiarization�of�the�crew�according�to�the�
scenario
3.�Local�ventilation�shut�by�the�initial�caller
5. Proper donning of the fireman's outfit and air pressure of BA to be checked
4.�At�the�initial�stage�of�fire,�no�entry�to�the�area�of�medium/big�fire�without�fireman's�outfit
6.�Boundary�cooling�around�the�fire�area
1.�Familiarization�of�the�assigned�duty
2.�Familiarization�of�the�crew�according�to�the�
Scenario
3.�Familiarization�of�the�usage�for�the�recovery�
strop�and�hanging-off�pendant�(Closed�type)
4.�Proper�donning�of�the�lifejacket,�familiarization�
of�the�lifeboat�launching�procedure
Before�any�planned�entry�into�an�enclosed�space�(EES)make�sure�the�crew�have�been�trained�in�the�
EES�rescue�plan�and�that�training�has�been�confirmed�by�a�drill.
The�time�limits�on�the�permit�to�work�must�show�the�time�needed�to�complete�the�job.�
This�is�an�important�control�measure��if�the�job�takes�longer�than�planned,�all�personnel�must�leave�
the�space��a�new�risk�assessment�and�permit�to�work�must�be�completed.
When�completing�a�risk�assessment�remember�the�hazard�of�‘rushing�in�to�help�friends’�
�the�consequences�are�almost�always�death.�Sound�the�alarm�and�ask�for�the�EES�rescue�team.�
Safety Compass October, 2014
ECA�(Emission�Control�Area)
Safety Compass October, 2014
Sox� Emission� Control� Area”�means� an� area�where�
the� adoption� of� special� mandatory� measures� for�
SOx� emission� from� ship� is� required� to� prevent,�
reduce� and� control� air� pollution� from� SOx� and� its�
attendant�adverse�impacts�on�land�and�sea�areas
1.�General
Sox�Emission�Control�Area
1)�The�Baltic�Sea,�The�North�Sea
2)�The�North�American�area
3)� The� United� States� Caribbean� Sea� area����(Atlantic� and� Caribbean� coasts� of� the�����Commonwealth� of� Puerto� Rico� and� the�����United�States�Virgin�Islands)
2.�Requirement�of�SOx�Emission�Control�
Areas�and�effective�date
use� an� approved� exhaust� gas� cleaning� system,�
approved�by�the�Administration,�to�reduce�the�ship’s�
total� SOx� emission� to� below� 6.0g� SOx/kWh;� or�������
use� another� technological� method� to� reduce� SOx�
emission�to�below�6.0g�SOx/kWh
3.� Requirements� without� SOx� Emission�
control�Area
The�sulphur�content�of�any�fuel�oil�used�on�board�ship�
shall�not�exceed�3.5%�m/m�on�and�after�1st�January�
2012
4.�Implementation
Low� sulphur� fuel� oil� should� be� supplied,� used� and�
stowed� to� a� designated� pipes� and� tanks�which� are�
separated�with�other�high�sulphur�fuel�oil�����������
With� ample� time� before� entering� the� ECA,� Master�
should� give� a� notice� to� engine� room� for� entering�
time
Chief� engineer� shall� expedite� a� bunker� change� to�
allow�sufficient�time�for�the�fuel�oil�service�system�to�
be�flushed�of�all�fuels�exceeding�1.0%�m/m�sulphur�
content�prior�to�entering�a�ECA
The�volume�of�low�sulphur�fuel�oils�(less�tan�or�equal�
to�1.0%�m/m�sulphur�content)� in�each�tank�as�well�
as�the�date,�time,�and�position�of�the�ship�when�any�
fuel-changeover� operation� is� completed,� shall� be�
recorded�in�the�oil�record�book
Mooring
Safety Compass October, 2014
<�SNAP-BACK�ZONE�>
Test� the� working� condition� of� mooring�
equipment�such�as�windlass,�winch�and�confirm�
them�in�good�condition.
Determine�signals�among�workers.�Every�worker�
must� be� aware� of� them� (Transceiver� Ch./Hand�
signal,�etc.)
Check� the� condition� of� mooring� hawser’s� such�
as�damage,�abrasion�and�discoloration.
For� the� vicinity� of� the� work� place,� conduct� a�
safety� pre-inspection� (projecting� materials,�
slipperiness,� lighting�conditions�and�clealniness).�
Take� proper� measures� against� deficiencies�
immediately.
Mooring� hawsers� must� be� wound� up� before�
starting�mooring�work.
Stopper�must�have�proper�strength,�material�and�
shape.�Use�undamaged�stopper.
When� using�windlass� or�winch,� be� cautious� of�
the�movement�and�tension�of�the�anchor�chain�
or�mooring�hawsers.
When� sending� out� mooring� hawser,� tug� line�
and�slip�wire,�wind�the�end�of�them�on�bitt�2�or�
3� times� before� sending� out.� Personnel� other�
than�workers�must�be�far�away�from�them.
Operator�of�windlass�and�winch�must�always�be�
in� view� of� the� person� giving� signals.� He� must�
operate�them�according�to�the�signals,�and�must�
not�operate�them�immediately.
When� handling� a� tug� line,� be� cautious� that�
hands�or�feet�are�not�caught�into�the�tug�line.
Be� aware� that� propeller� or� bow� thruster� is� not�
wound�by�mooring�hawser�or�heaving�line.
HMM�Appoints�Lee�Paik-Hoon
as�the�New�Co-CEO.
On� 24th,� HMM� held� a� temporary� board� of�
directors’�meeting� and� appointed�Vice� President,�
Head�of�Group�Strategic�Planning�&�Development�
Lee�Paik-Hoon�as�a�new�co-CEO.
HMM� converted� to� the� two-tops� system� with�
current� CEO� Lee� Seock-Dong� and� newly�
appointed�co-CEO�Lee�Paik-Hoon.
CEO�Lee�Seock-Dong�takes�charge�of�the�external�
activities,�and�new�CEO�Lee�Paik-Hoon�will�be� in�
charge�of�the�business�management�and�sales.
HMM� officials� said� “in� this� unprecedented� long�
term� recessions� in� the� maritime� industry,�
we’ve� focused� on� management� recovery� by�
implementing � drast ic � self-help � plans”,�
and� added� “we� thought� it’s� time� to� make�
company-wide� changes� and� innovations�
in�order�to�secure�its�turnaround�in�an�early�stage.�
That’s�why�we�turned�into�co-CEO�system.”
Safety Compass October, 2014
▲�HMM�CEO�Lee�Seock-Dong�(Left),�
HMM�co-CEO�Lee�Paik-Hoon�(Right)
< HMM >
< HMS >
Management�of�online�reference�room�for�crews
Please�utilize�online�reference�room�on�the�table�
below.
Prize�winners�of�‘SMALL�WINZ’�in�the�third�quarter,�2014
Subject�:�Practice�of�basic�principal
①�Crew�who�contributed�to�good�preventative�action
② C� rew�who�contributed�to�safe�navigation
③ Crew�who�have�done�good�watch/patrol/monitoring,�
��etc.
HMM http://chr.hmm21.com
HMS www.hms21.com