ISSUE 20 EMERGENCY DRILL

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EMERGENCY DRILL Safety Compass October, 2014 October, 2014 (Issued : 2014. 10) EMERGENCY DRILL IN THIS EDITION EmergencyDrill Accidentprevention learnedbycase Mooring PSCcheckpoint ECA(EmissionControlArea) ISSUE 20

Transcript of ISSUE 20 EMERGENCY DRILL

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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

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Emergency�Drill

Safety Compass October, 2014

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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

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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

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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

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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

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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.

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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