Quality, Safety, Health & Environment

Bulletin Board 2Q-2016 Message from Capt Sudhir K. Goyal,

Director and GM of KLSM India Dear Colleagues and Fellow Seafarers, I am extremely pleased to address you, and thankful for the opportunity given to me. We have recently attended the Passing Out Parade of graduating Cadets at VELS University, which is like travelling in time machine for me. It brings back the memories from my own passing out, and from the life of a Seafarer that I became on that day. My generation is just a link in the long chain of seafaring profession, and the next link in this never ending chain unfolds in front of my eyes. There can be ups and downs, crests and troughs, boom and gloom, but the world cannot trade without Seafarers and therefore, there has to be continuity. Change is a continuous process, and is still continuing in the form of regulations, ship designs, technological & operational efficiency, and so on. The requirements of professional skills, and the need to keep in step with changes, are ever more relevant now, and therefore the next generation has greater responsibility on their shoulders. At this stage of my life, I would like to share some thoughts on the basic requirements of a good seafarer, with the next link, in the form of WAVES below. Way Of Life – for a Seafarer is different as we all know. There are positives, as well as negatives, and a Seafarer dedicated to the profession must adjust to the Seafarer’s way of life, which is – giving 100% to the job when serving on board, and 100% to family when on vacations. Seafaring is a way of life, and a pleasure, once the correct balance between the profession & family life is achieved. Attitude – towards the job requirements, seniors, colleagues, diligence, loyalty, discipline, professionalism, commitment and so on, are all ingredients that are reflected in the attitude. A highly capable man with a bad attitude is a liability, while another man with a good attitude is an asset. In multi-national working environment, the ability to work in a team is imperative, and there is no room for bad attitudes to overshadow performance levels. Vessel & Personal Safety + Health – “Safety First” is not just a slogan, it must always be the first consideration on board. All the studies and trainings are of no use, if Safety is compromised for any reason. More than 80% of accidents take place due to Human Error, and our aim of Zero Accidents can be achieved, only if Safety is inculcated as work culture, and practiced. Health is another aspect of our profession, as “Fitness For Sea Service” is a requirement to serve on board. There was no “Gym” on board in our days, but now there is, to encourage everyone to remain healthy at all times. Education – is a bit different from Training, because Training can teach you “how” but it is the education that will tell you “why”. I must recall the KLSM Seminars over the years, where “Risk Assessment”, “Incident Investigation” and “Root Cause Analysis” have been explained to all delegates, and I must point out that “why” is at the centre of those processes. The targets of Zero Accidents & Zero Injuries are quite achievable, if we are pre-pared to learn from mistakes made in the past by ourselves, and more importantly, by others in the industry. Satisfaction – is the ultimate reward for the job well done, and cannot be measured in material terms. The joy of disembarking from the vessel, at the completion of a successful contract, without any injury or incident, and returning home to eagerly awaiting family – is a feeling I still cherish. KLSM has established several KPI’s, and Rewards, to make it measurable, as contained in Quarterly Issue of this excellent Bulletin, and that is the source of our confidence about achieving the “ZERO” targets in future. In conclusion, I believe that a good seafarer will always connect with WAVES, and have a smooth ride, whatever the weather may be - Calm Seas Do Not Make A Seasoned Seafarer. YOU are the future, and together we can make it Safer, Cleaner, Better & Brighter. Wishing you Safe Voyages, Always. Capt Sudhir K. Goyal Director & General Manager, KLSM India

Safety Achievements : KLSM AWARDSINJURY FREE MILEAGE - as of the 31st of March 2016

<Oil & Gas Carrier Fleet>

“Zero Observations” Awards Update

Our office staff visited “TANGGUH PALUNG” on the 17th of May and presented the same award for BP inspection on the 16th of March 2016.

Name of vessel Last Injury Till the date Injury free period/Mileage Injury free days/ mileage

1 VIKING RIVER 09-Jun-11 31-Mar-16 4 years, 9 months, 22 days 17572 SENTOSA RIVER 06-Jul-11 31-Mar-16 4 years, 8 months, 25 days 17303 TANGGUH JAYA 27-Oct-11 31-Mar-16 4 years, 5 months, 4 days 1617

FUJIKAWA

Mr I. Ogawara, the Director, and Mr S. Sunish went to the vessel and brought the award to “FUJIKAWA” for SHELL inspec-tion carried out on the 17th of February.

NORDIC RIVER

“NORDIC RIVER” received the first Zero Observations Award in 2016. The prize was brought to the vessel.

TANGGUH PALUNG

“HAMBURG BRIDGE” carried out the rescue operation. Capt S. Fukuda visited the vessel to appreciate the commendable act of the Master and Crew.

Excellent Seaman-ship displayed

Near-Miss ReportsAccidental Starting of COPT

Outline of the incident: No.2 Cargo Oil Pump Turbine accidentally started after carrying out lubricant oil low pressure trip test.What was the problem? Once the COPT trip is activat-ed by the LO low pressure, the trip condition was “RESET” in the local panel without shutting the COPT steam inlet valve causing the COPT to start on its own. However, it was observed the starting and the steam inlet valve was shut immediately to stop the COPT.Corrective action: A caution notice was stuck on the alarm panels of all COPTs and TCPT.

Step on High Temperature Drain LineOutline of the incident: The 2/E was starting up feeding water pump tur-bine. When he operated this steam inlet valve, he accidentally stepped on super heated steam drain line and the sole of his shoe was melted.What was the problem? Insulation of the drain line was not in a good condition. He did not

confirm the condition of it. The steam inlet valve badly layed out.Corrective action: The drain line insulation was re-installed. Crew

were re-minded not to step on pipe line at work.

Outline of the incident: All targets on radar screen were acquired using AIS only. What was the problem? AIS Acquired data is reliable information since it is being transmitted via VHF and up-dated every 2 seconds to change course and speed, AIS signal also covers for long distances and can acquire almost 2,000 targets but there's a possibility for the sys-tem to clog and display delayed information. Beside SO-LAS also requires ARPA as one of the primary equip-ment for collision avoidance.Corrective action: Discussed during BTM the limitations of AIS data, and the importance of monitoring targets by stand alone equipment like Radar/ARPA which does not rely on any other ship equipped with anything else.

Fire Main Isolation Valve Left in Closed PositionOutline of the incident: During maintenance/overhaul of some leaking fire hydrants which were leaking a crew member found the isolation of fire main line was closed. Nothing bad happened this time, however, if emergen-cies arise firefighters will not be able to act quickly and it will cause a serious threat to the safety of each person onboard, property and environment.What was the problem? Lack of sense of responsibility. Corrective action: The matter was discussed with the safety officer, and all crew were reminded in a safety meeting.

Wrong Helms Order from the Pilot

master noticed that the pilot’s order was wrong and im-mediately gave corrective action by putting the helm hard starboard.What was the problem? The pilot made a mistake due to his over confidence. He was busy with paper work while giving order of altering course.Corrective action: The matter was discussed on the Safety and Health meeting and was emphasized during pre-arrival and pre-departure Bridge Team Management.Every personnel should monitor the actions of pilots and feel free to confirm or challenge them if in doubt and re-ports to the master.

Outline of the incident: PMS displayed long overdue items caused by incorrect interval displayed on the system.What was the problem? LSA (Code 301) and FFA (Code 321) work reports were not updated for a long pe-riod of time. LSA and FFA plan intervals were showing hours. The correct interval should be M for month. NoOverdue work displayed on the short term plan hence no input of monthly work reports had been done for a long period of time.Corrective action: The plan interval shall be checked and revised.

Torch Light Strap almost Caught in Telegraph Knob

Outline of the incident: A crew member put his torch light, with a strap, on top of the telegraph console. The strap almost caught in the telegraph knob.What was the problem? It might cause engine trouble. Luckily before it happened he noticed that the strap of his torch light was caught in the telegraph knob. After using any tools or materials it should be put back in a proper place.Corrective action: The near miss was discussed in the KYT, and all crew members were advised that a torch light should not be placed on the telegraph.

The torch light was put at the top of the telegraph. The strap was almost caught.

Outline of the incident: A pilot gave a wrong course order.The pilot gave a helm order to steer course 130deg instead of 230deg. The AB executed the command and the ship was turning towards the anchored vessel. The

PMS Long Overdue Items

The steam inlet valve

Navigation with AIS Acquisition on Both Radars

Near-Miss ReportsVolume 32

Charging Non-rechargeable BatteriesOutline of the incident: Non-rechargeable batteries were charged at the common area. What was the problem? They were immediately re-moved from the electric socket due to a hazard of explo-sion.Corrective action: All crew were reminded of hazards of explosion from batteries and were advised to check for all electrical equipment prior to use in a tool box meeting.

Pneumatic Grinder Disc ReplacementOutline of the incident: During replacement of a pneu-matic grinder disc, the No.1 Oiler noticed that a crew member was attempting to replace the grinder disc with-out removal of the air hose. As he was about to grab the disc, his other hand reached for the handle. He immedi-ately stopped him to prevent untoward pressing of the grinder switch which could have caused hand injury.Corrective action: Crew members discussed hazards of pneumatic tools whenever attached to source via air hose and were reminded by direct superiors on guidance for newly embarked crew to ensure safe working condi-tions in a Safety and Health Meeting.

Smoke Detector Left Covered with PlasticOutline of the incident: A smoke detector near a cas-cade tank was covered with plastic. Prior to cleaning of the drain cooler, all smoke detectors near the cascade tank were covered with plastic to pre-vent from steam that is coming out of the cascade tank that may result in a false fire alarm.What was the problem? One smoke detector was overlooked when removing the plastic cover after clean-ing.Corrective action: All crew were reminded about situational awareness.

Unsegregated Garbage

Outline of the incident: During anchoring, the master advised the Bosun that the number of shackles to be paid out was 9. Then after the 7 shackles in the water being paid out the windlass gear moved slowly in abnor-mal conditions.What was the problem? Lack of proper greasing maintenance. The windlass gear could not move due to lack of greasing on the windlass brake. Corrective action: The master instructed deck crew about the greasing maintenance of the mooring and anchor winches during a tool box meeting.

Outline of the incident: When a crew member was pre-paring an incinerator, he found an aerosol, batteries and plastics in a paper garbage receptacle.What was the problem? Waste paper are to be burn were not segregated.Corrective action: Checking content of paper waste to confirm that it is only paper waste are obtained. It was reported to a Safety Officer and all crew were reminded about Garbage Management in a Safety Meeting.

Anchor Windlass Brake Trouble

MOB Marker was not Ready for UseOutline of the incident: During arriving a port, the mas-ter observed that the MOB marker's rope attached to the lifebuoy was entangled with ship's structure and hence was not ready for immediate use.What was the problem? The connecting rope between the marker and the buoy was too long and thereby got entangled due to wind during sea passage.Corrective action: The length of the rope has been re-duced to sufficient size and arranged properly.The incident was discussed in a daily tool box and a Safety Committee Meeting.

Unsecured Lifeboat Davit

Outline of the incident: An AB and two OSs painted the lifeboat davits including the harbour pin (cradle stopper). After completing the job, they unintentionally left the har-bour pin unsecured. It was found that the lifeboat davit harbour pin was left unsecured in release position during a weekly inspection.What was the problem? Lack of awareness.Corrective action: All crew discussed the matter in a tool box and a Safety Committee Meeting.

Unexpected Effect of CurrentOutline of the incident: After passing Buoy No. 5 a vessel commenced turning to port with DSA initially then increased to SA but was unable to complete the turn due to unexpected strong current. The vessel stopped en-gine and gave full astern, and let go the port anchor to stop headway. Once headway stopped heaving up the anchor the vessel completed the swing and proceeded towards the sea.What was the problem? Unexpected effect of current.Corrective action: The situation was explained and dis-cussed with all OOW.

Before After

Healthy Living

Summer may be the best season for holidays: under the cloudless blue sky, waters gleaming, lying on a beach, relaxed, and when you feel it too hot, a temporary shower takes away the heat… But, regrettably, more often you find yourself working under the excessive heat.Even the ambient temperature is higher than 27deg C., you are not allowed to work in half sleeves or shorts on deck or in the engine room, due to safety reason. Therefore, you have to be very careful in such circumstances not to get hyperthermia, or more serious heatstroke.Let’s learn now how dangerous those heat-related illnesses are, and how to avoid them to affect your health.

Heat Cramps affect the major muscles that are being stressed in a hot environment. Intermittent, strong spasm sometimes causes severe pain. It occurs when a person drank too much water after heavy perspiration, for through intensive perspiration electrolyte in human body is lost and an amount of water makes its concentration even thinner. The spasm is a result of temporary electrolyte imbalance. In such case, you are recommended to drink sports drinks or saline solution (500ml water with 5g of salt ), or to take salt tablets, while resting in a cool place.

Heat Exhaustion: When heat cramps are not properly attended, it progresses to heat exhaustion. Following symptoms are typical ones: Profuse sweatingWeaknessNauseaHeadacheLight-headednessMuscle crampsIf you feel one of or more of above symptoms, the activity shall be IMMEDIATELY stopped. These are alert from your body that your body is losing control of body temperature. If you leave these alerts unattended, you’ll suffer from Heat Stroke, a life threatening emergency.

Heat Stroke: The cause of heat stroke is an elevation in body temperature, often accompanied by dehydration. The symptoms of heat stroke include:ConfusionAgitationDisorientationAbsence of sweatingComaIf not promptly and properly treated, the heat stroke can be fatal. The patient shall be cooled, and medical assistance shall be sought.

Precautions to be taken Once it happens on board, the proper treatment would be difficult, thus, appropriate precautions are inevitable at the stage of work planning in hot environment. Before working, the ambient temperature and relative humidity should be measured. Those two indices deduce the heat index or “humidex”.

The work planning shall be drawn taking the heat index into account. Here we introduce the Heat Index and related Safe Working Controls normally used in Persian Gulf area:

Some essential tips are: Drink Water regularly, and even before you feel thirsty. Do not wear multi-layer clothes. wear breathable

clothes, f possible. Work with a partner and make sure you have effective

communications with your supervisor. Respect the work/rest cycles and know the location of

rest shelters, toilets, shaded areas, and water stations. Eat a good breakfast and get enough rest on nights

before work duties.

Keep them in mind and make yourself ready for enjoying forthcoming holidays!

Beat the Heat! - How to avoid Hyperthermia

Heat Index Safe Working Cotnrols

27—31 (Low)

Follow standard PTW and RA system.Work/Rest (50/10) cycles.

32-38 (Moderate)

Use Partner/Buddy System. Drink water every 20 mins. Work/Rest (40/10) cycles. Work in shaded areas. Avoid heavy-duck work. Direct supervision and visual monitoring required for any work at height, under the sun or in a confined space.

39-49 (Danger)

All mitigation measures above to be followed. Drink water every 15 mins. Work/Rest (30/10) cycles.

50-53 (HIGH)

All mitigation measures above to be followed. Drink water every 10 mins. Work/Rest (20/10) cycles.

54 & higher (EXTREME)

ONLY essential activities. Follow mitigation measures above & addition-al controls based on RA.

Recent accidents in the maritime industry have been re-ported to have occurred due to distraction by communi-cation equipment or too reliant on navigational technolo-gy like on RADAR, ECDIS, AIS information, etc., to pre-vent groundings and collisions.

Human errors can be discussed with two perspec-tive: First perspective is errors made by operators and second perspective is errors made by designers and manufacturers of technological aids.

Human and technology In seeking to optimize the performance and safety of ma-rine vessels, we must understand that dealing with task is human’s responsibility which human can do better, and technology complement in areas where such solutions are the best. With the introduction of so called safe tech-nological systems, the task of mariners is deemed to be narrower, involving fewer human capacities and the risk of human error might therefore increase. When we need to act, think, analyze, make use of our knowledge and our mental, as well as our physical capacities, we stay alert. Our overall capacity decreases when limited num-ber of our capacities are needed and our interest be-comes unnecessary or in cases when we are deprived of the need to stay alert.

Technology error is human error Most technological devices are designed to expand the potential of human life, human senses and human motor skills. They have certain characteristics in common: They are designed and constructed by humans They are designed to solve tasks specific and de-

fined by humans, They are subject to aging and wearing Their maintenance is decided and taken care of by

humans Their performance must be supervised by humansThe above mentioned facts make it somewhat difficult to claim that technology is safer than human.

When does Reli-ance becomes Overreliance?Quantifying reliance and over-reliance is not possible. In case technology works and an officer trusts it, then it is labelled reliance. On other hand if that technolo-gy fails, and the of-

ficer still trusts it, then it must be labelled over- reliance. Hence, it can be defined by the accuracy of technology, rather than by the operator’s performance. If it is said never to trust technology, it will be hard to follow. This would lead to confusion, and abnormal professional & psychological situation.Hence, seafarers are encouraged to keep look-out by own eyes to prevent ships from collision. “Doing so will give them the best view of the situation around the ship, and that feeling of spatial and situational awareness that will help them to make the best decisions to ensure a safe passage, backed up by the information on screen.

It is clear that bridge technology is still being misused and can become a hindrance to safe navigation. Bridge officers should not get distracted by equipment and should continue following the basic seamanship and trust his physical ability and knowledge. The lesson learnt is to constantly maintain a skeptical attitude towards techno-logical aids, to use as many resources of information as possible and to continuously check and double-check information from, as well as the function of, technological devices. Otherwise they will be involved in the next ship-ping accident, and anonymous star of a future Accident reports.

Capt P. Bhaumik, NAVRES

MARINERS TO AVOID GETTING DISTRACTED BY TECHNOLOGY

Safety Improvements

Sea Breeze

“HAMBURG BRIDGE” departed Fos-sur-Mer, France, on the 21st of April 2016 bound to Port Said, Egypt. On her passage to the destination port on the 24th of April 2016 at 1956 ST (Ship’s Time), the vessel received a telex from RCC Malta instructing the vessel to proceed to a position where a boat with Migrants possibly in distress. The distressed position was found 11.2 nm bearing 232 degrees from “HAMBURG BRIDGE”. The ship manage-ment company was informed and the vessel deviated from her original course to proceed to the distressed po-sition. On the 24th of April 2016 at 2050 ST, the distressed boat was located at a distance of 3 nm from own vessel. RCC Malta was informed and they instructed the vessel to keep shadowing the boat at a safe distance and wait for further instructions. The vessel received information from RCC Malta that there was one Coast Guard vessel proceeding in the ar-ea, but still far away. Also, there is another commercial vessel in the vicinity which may provide leeway in an eventual rescue. Owing to darkness, vessel had waited for daylight to safely effect the rescue operations as agreed upon with RCC Malta. The ship manager was informed about the situation. Upon receiving advice from the ship manager for safe rescue operations, the Master activated vessel emergen-cy rescue. All ship’s staff were gathered and the rescue operation plan discussed, instruction being given to prior-itize the safety and security of the crew & vessel consid-ering a large number of people, approximately 200, to be rescued, as informed by RCC Malta.Vessel received instruction from RCC Malta via phone to effect rescue operations once daylight begins as the weather was expected to deteriorate in the afternoon. Vessel Management was informed.At first light of dawn, the vessel started approaching clos-er to the boat and made close distance of 0.18 nm, sight-ed a lot of people in the boat. RCC Malta and vessel Management was informed with the situation.Vessel staff sent heaving line to the boat and the boat was safely alongside to the vessel with fore and aft paint-er made fast. Vessel crew established communication with the people on the boat and the Migrants informed that there are about 300 persons on the boat. RCC Malta was informed.The rescue operations took about 2 hours and accounted a total of 307 Migrants. The vessel headed toward Sicily, Italy, as instructed by RCC Mal-ta. Later on, the vessel was instructed to proceed to “Taranto, Italy” for disembar-kation of all Migrants where appropriate medical and san-itary provisions were made available.A few of the Migrants were reported suffering from stom-ach ache, vomiting, dizziness and minor bruises. Ship staff administered first aid. No reported serious health conditions among the rescued migrants.

The Migrants were temporarily sheltered at B-deck (outside of accommodation), tally office and gymnasium. Later, Migrants occupying B-deck were transferred to steering gear room (basketball court) due to strong wind and cold weather (WNW x BF6, 18deg. C). Availa-

ble blankets, winter jackets and beddings were provided. Food and water were served to all Mi-grants. Vessel had request-ed RCC Malta to pro-vide a naval/ coast guard escort as soon

as it could be made available due to the large number of Migrants on board, and crew’s safety and security may be compromised in case any untoward incident arose. The Master received reply from RCC Malta acknowledg-ing vessel’s concern and informing their trying best to provide escort as soon as possible.The Master received a call from French Patrol vessel “JEAN FRANCOIS DENIAU” that the Patrol vessel would make rendezvous along the vessel route to offer escort. Later on, RCC Malta informed the vessel that the French Patrol vessel will not be able to meet as informed due to technical issues of the patrol vessel.Vessel arrived at Taranto Port and was escorted by one Coast Guard boat until the vessel was safely alongside to berth.Shore Medical Team came on board and checked the health conditions of all Migrants. Port Authorities includ-ing Police men, P&I Representative, Immigration Officers and Red Cross personnel came on board to facilitate the disembarkation of all Migrants.All Migrants were safely disembarked and vessel depart-ed Taranto Port and resumed her pas-sage to the destina-tion port.

“Going beyond the call of duty and the show of humanity and humane hospi-tality in saving hun-dreds of lives suc-cessfully makes us proud and honoured which will be remem-bered for a life time”.

Master and Crew of “HAMBURG BRIDGE”

“HAMBURG BRIDGE” rescued 307 Migrants in the middle of Mediterranean Sea

Sea Breeze

"The battle is not only about pushing and challenging one's self. It is also about friendship, camaraderie, teamwork, and a healthy outlook and lifestyle."The first-ever Sport fest on board “GENUINE HERCULES” was held last 12 to 26 March 2016 during the 28-day transit from Panama to Ulsan, South Korea.It started with the parade of 3 teams graced by our muse from Colombia (Deck Cadet in his sexy outfit). The 3 teams consisted of: Team B.M.I., Team WAVE CEP-TOR, and Team PABEBE. The singing of the Philippine National Anthem was led by

3/O Rodriguez followed by invocation of 2/AE Casa.Capt. J. Quevedo, C/E A. Oxales and C/O A. Calip "lit" the ceremonial "torch" which gave the event a slight Olympian feel. Instead of using an actual torch lit with real fire, we held a mock torch with a flame that in reality was just a paintwork and a fire-colored fabric billowing upwards on a drum. Thanks to a concealed air fan. Oh, well—SAFETY FIRST!The games included basketball, tug-of-war, balloon burst-ing, dart and chess. These de-stressing games transpired during free hours, to ensure no disruption in the working schedules.

“GENUINE HERCULES”: TRANS-PACIFIC GAMES 2016

Team B.M.I. won the basketball games, Team WAVE CEPTOR won tug-of-war and balloon bursting, Team PABEBE won dart and C.CK De Feista was crowned as the chess Grand Master.Basketball MVP was OS Santiago, Best in Banner was awarded to all three teams, Best Muse certainly went to D.CDT. Dimaano. Winners were given ample recognition and prises for their efforts.The 'key' to success in every organizational structure is the human force involved. It is vital that we should be able to develop our abilities to work efficiently and effectively as a team. The sports chosen should shape us up not only in the physical, but the mental and emotional aspects as well. Team building activities, as prevalent in land-based scenario can also be essential in shipboard milieu.

This common pursuit will help us to realize that tasks be-come easier when we understand the significance of eve-ryone's duties and responsibilities, work hand in hand to solve problems, and enhance our skills to better interact and communicate.This is not a one-time crew event or practice, but rather a continuous execution of what has been embarked on. In the end, as self-esteem and confidence heighten, all hands on board will be focused and geared toward attain-ing a common goal, that is, SUCCESS, in everything we do . "Success is not merely about what you achieve in your life; it is more on how you were able to inspire and touch the lives of others."

(Capt J. M. Quevedo, Master of “GENUINE HERCULES”)

Introduction of Best Practices Reported

3. Poster for Emergency SignalsEmergency signals for various emergency situation onboard specified in the Muster list posted on each deck were quite small for the crew and visitors to notice.For Visitors’ and Crew’s immediate recognition of Emer-gency alarm signals, an enlarged Eye-level Poster is added beside Emergency Muster list on each deck.

Contributor: Mr Mark T. Tamisen, the 3rd Officer of “AL RAYYAN ”

2. Obstruction HighlightingThis method is to highlight over head obstruction such as walking path under the pipe line on main deck area. Made from simple rope and colored in bright red to at-tract attention.

Contributor: Capt Rakesh Rai, the Master of “FUJIKAWA ”

1. Monorail Limit Switch Actuator Bar

Monorail limit switch actuator bar are painted in red color which was previously painted in white. Now it is easy to identify for the operator who is operating from the deck when Monorail (Trolley hoist) reaches its limit.

Contributors:Mr Michael A. Mag-sumbol (left) , the Bo-sun and Mr John M. A. Endrada (right), the OS of “FUJIKAWA”.

Contributor:Mr Alan L. Loja, the Bosun of “GALAXY RIVER”.

Fabricated a RAMP so that air hose is safely used without damaging it and eliminating tripping hazard.

4. Ramp Over Gangway Air Hose

STBD SIDE

PORT SIDE

More Best Practices Reported5. Lashing Gear Inventory Board

Contributors:Mr Rowin Demnich A. Aquino, the Chief Officer, Mr Julian B. Macarilay, the Bosun and Mr Albert R. Milar, the Deck Cadet

7. Sign Board of the Fire Extinguisher LocationBEFORE:Fire extinguisher in under deck passage can’t be seen easily and be distinguished from a distance, especially when coming from forward to aft.

Contributors: Mr John R. G. Ollanas, the 3rd Officer and Mr Laurennce R. Abordaje, the OS

AFTER:Fire extinguisher is used for initial action to combat the fire. Sign board made it easy to distinguish the location of fire extinguishers. It will help the crew to know its location for im-mediate use in case of fire.

Editorial Comment:

The sign board showing the distance to the fire extinguish-ers on the walls or the floors might be effective.

8. AED With Disposable Razors

6. Sports Activities to Promote Health and ComradeHigh Blood Pressure, High BMI and Obesity are some of the major challenges that our Seafarers (also for our Company) faces today. Being onboard, seafarers finds way to avoid boredom after work. They usually spend their free time by eating, watching movies, smoking and drinking. These activi-ties tends to be a habit amongst our seafarers which contin-ues until vacation. In the long run, these activities may cause delay for employment due to unfitness during pre-employment medical exams, or worse, loss of job due to medical complica-tions. To change that, we introduced a Sports Tournament to promote healthy lifestyle, camaraderie, and to remove the vicious cycle (bad health habits) that was once a problem faced by our crew. This is to maintain good health while onboard and to make sure that continuous employment awaits them after completion of each contract.

Basketball tournament held every Monday, Wednesday and Friday after completion of work.

AFTER: A Lashing Gear Inventory Board was placed at the storage room to easi-ly record present lashing materials. If new lashing materials have been taken out or a damaged one is

added, we can easily update it since it can be written using a chalk.

BEFORE: Lashing gear inventory was written at different loca-tions inside the storage room. When somebody takes a new lashing gear or adding a damaged lashing material, it is not recorded and needs to be recounted again during the next lashing gear inven-tory which takes time.

Automated External Defibrillator (AED) are already availa-ble for use on board.It is a very useful aid in rescue operation in conjunction with the AR and CPR.AED uses chest pads that are put into patient's chest and on the side below the chest. In some cases when patients have a hairy chest, it is necessary to remove those hairs for a proper operation of the AED. Since the package of AED does not include razors or any hair removing equip-ment, disposable razors were put together inside the AED package.

NEAR VIEW

FAR VIEW

The Best Practice No.5 to No.8 are distributed by “HANGZHOU BAY BRIDGE”.

Disposable Razors inside

Environmental Issue

Each ship shall keep on board a ship specific Ship En-ergy Efficiency Management Plan (SEEMP). This may form part of ship’s Safety Management System (SMS).

-MARPOL Annex VI, Regulation 22

So far, that’s the requirement and there’re no further requirement of mandatory measures for energy effi-ciency to be taken on board. Apart from the new building vessels those have re-quirement for EEDI (Energy Efficiency Design Index), all measures taken in the ship-specific SEEMP are self-help effort.

By the way, what does “energy efficiency” mean and whether or how is it different from “energy conserva-tion”?Look at the definition: Energy efficiency is using less energy to provide the same service, while energy conservation means re-ducing or going without a ser-vice to save energy. What we’re doing or planning to do shall be energy efficien-cy, which will not affect our ser-vice and quality of service, let alone safety standard. Something sound quite simple for the people working on a shore office, e.g. to set the temperature of office air condi-tioner 2 degree C higher in summer, may not be that sim-ple on board a vessel, consid-ering the characteristics of car-goes carried or travelling area.

But, don’t give up! Ask and it shall be given you. We’ve found the way. KLSM Singapore has adopted a “machinery condition monitoring and automatic diag-nostic system” provided by ClassNK on to a container vessel. Their press-release tells us what the system is like:

—quote——————————The system, called “CMAX LC-A”, uses innovative diagnosis algorithms to analyse multiple sensor data in the engine room and detect any early signs of machin-ery damage. The solution automatically shows the condition of a wide variety of machinery in real-time, provides the relevant instructions and procedure man-uals, and proposes the optimum setting value for mainengine optimum operation based on the result of the automatic condition diagnosis - all without the need for remote shore-side support.

ClassNK CMAXS LC-A’s main engine optimum setting value function supports ship operators and ship man-

agement companies in reducing fuel and lubricating oil costs while its troubleshooting function supports crew in preventing second damage and streamlining neces-sary repair and maintenance work.

Information such as sensor data and condition moni-toring results obtained from ClassNK CMAXS LC-A’s onboard system are sent to and stored on the cloud database managed by Ship Data Center Co. Ltd., a subsidiary company of ClassNK, and shared between the vessel and shipping company.

Through the provision of ClassNK CMAXS LC-A, ClassNK Consulting Services continues to support safe operations and reduce the lifecycle cost of ma-chinery.———————unquote————————

Through the trial carried out on board the same con-

tainer carrier, it was proved to be able to save a total of 200 tons of fuel oil and lubricating oil a year!

Although, it is not the ultimate solution, surely is a great help for us to reach for the sustainable future!

Energy Efficiency through technology

Q.S.H.E. Events & Exercise

The 1st seminar in 2016 for Japanese officers was held on the 1st & 2nd of June 2016 at Machida Training Centre. It was attended by 58 seafarers, including many of junior officers, who are either on leave or in office service. On day-1, the programme started with KLSM’s recent performance presented by President Capt. Saito, covering the recent updates on KLQSMS, review of working & rest hours, US call preparation, and case studies for both deck officers and engineers respectively . On day-2, the table-top-exercise was held throughout the morning, which included associated media response exercise. The teams organized by each rank were es-tablished to respond the emergency live as an onboard team following the scenario that their ship collided in US water. The mock media responses by the randomly picked up members were very good. In one of the lectures, we had a guest speaker

from an insurance company who gave valuable information about Hull & Ma-chinery insurance. A recently made video of a collision case and its analy-sis was played during the lecture for the safe navigation and BTM by “K”LINE, to avoid increasing numbers of such accidents.

The opinion were actively exchanged during the case studies, however, in the open forum attendees seemed hesitated to share their views. The company expects them to open up their mind at the next occasion.

Tokyo Crew Seminar on the 1st and 2nd of June 2016

The annual major response exercise with “K”LINE was carried out on the 24th of May 2016. The location of the acci-dent in this exercise was always assumed to be within Japan waters for many years in the past, and in Singapore strait last year for the first time. This year, however it was set at within US waters, KLSM attendees were fortu-nately familiar with US specific re-quirements and reporting procedure thank to a number of TTX with QI that the office had so far. The scenario of the exercise was that while a LNG carrier was proceeding to the entrance of the approach chan-nel for the port of Freeport, Texas, suddenly lost the steering control and collided with breakwater on her star-board bow, despite her attempt of crash astern engine. The vessel recognized MGO was leaking into the sea from the damaged area. Upon receiving the initial call from the Master, KLSM Emergency Response Team was immedi-ately summoned. The ERT members kept the lines mainly with ship’s Master, QI and K-Line to share the live situa-

tion while communicating with other relevant parties and documents and plans prepared on background. The exercise revealed some room for improvement, such as consideration of establishing a dedicated line onboard for communi-cating solely with office, and the means of storing the information among ERT team so that everyone can refer to it smoothly in such a hectic situation. The 2nd part of the exercise was mock press conference with mock media. The president Capt. Saito took a great role on explaining the incident and an-swering the press questions sincerely.

TTX with “K”LINE on the 24th of May 2016