Technical

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Tanker Pacific, Singapore

Odessa 28th and 29th September, 2010

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Organization Chart

Technical SupportServices- Naval Architects- Supdt (Steel)- Technical Analyst- Purchasing Manager- Logistics- Technical Admin

Marine Support ServicesDisbursement Executive

Steve KunzerManaging Director

Capt. AnilFleet Director

Rajdeep SinghTechnical Director

General ManagerOffshore

SuperintendentsTechnical

ExecutivesPurchasing /

Technical

SuperintendentsOperations


ExecutivesOperations

Deputyto GM

Alastair McgregorChairman

Capt. Prashant MishraDPA, CSO

General Manager, MSQV





Fleet ManagerProduct



Technical

Fleet ManagerVLCC-Suezmax



Technical

Deputyto FM

Deputyto FM

Fleet ManagerAframax



Technical

Deputyto FM

General ManagerOperations

New Building Team

HSE ManagerOffshore

Appendix6

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Department Structure

Project Manager- Gobinda Sinha

DIRECTOR (TECHNICAL) RAJDEEP SINGH

Technical Advisory &Support Services Team

Fleet Manager(FM)(Product ) - Ramesh

Patro

Fleet Manager(VLCC-Suezmax) -

Maharishi Bhargava

Fleet Manager(Aframax) - Sachin

Kulkarni

Snr Supdt(TechnicalServices) -

ManojWadhwani

Superintendents -Tan Chee Ho

SnrSpecialist (Purchasing)

Felicia

Specialist (Technical)Augustine

Yeo

Senior Supdt -Eric Quek

TechnicalExecutive -Siow Kai

Loon

TechnicalExecutive -Ang Ji Wei

AsstManager -TechnicalSupport,

VenugopalNair

Admin AssistantSky LimLogistics Executive

- Cherine Ong

Supdt - BabaGopinath

Snr Spec(Purchasing) - Jason

Gan

Snr Exec(Purchasing) - Ivy

Chong

Deputy to FM,Liu Huina

Admin AssistantJoice Lim

PurchaseManager -Sim Teck

Siang

Deputy to FM -Desmond Koh

Naval Architects -Vivek Shankar

Supdt -Sidhartha Roy

Senior Supdt -Govind Seshan

Supdt -Dheer Rawat

Purchase ExecutiveKellyn Lim

Purchase Executive -Daniel Seow

Deputy to FM -Binnie Teo

Senior Supdt -GG Geong

Exec(Purchaser)Ping Ping

Specialist (Technical)Bincent

Supdt (ProjectTeam) -

Raymond Chow

Snr Supdt(Project Team)

- HarcharanSingh

Steel Supdt -Joe Woo

Steel Supdt -John Koh

12Vessels

9Vessels

19Vessels

PurchaseExecutive -Yvonne -Shanghai

13 07 06 10

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3 Dlvd;2 in 2011

4 NewBuilds

12 NewBuilds

Site Team -Vando Matic

Appendix7

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Operations DepartmentCapt Anil SinghFleet Director

MARINE SERVICESCapt Pendyala, Marine Manager SUPPORT SERVICES

Contracts

Post-Fixture Reporting

DA Desk

Capt Nadim PrasadGM, Operations

Samatha

(New)

Port Captains Auditors Training

Capt Bob McDowell(USA)

Capt Li Enlian(China)

C/E John Trossell(Europe)

Capt V. Tomar(Delhi)

Capt D. Rana(Delhi)

Shore-Based

On Board

Capt Subhash(Delhi)

Askash(Mumbai)

Ashok(Mumbai)

Capt Gogate

Job Scope

Navigation Audit

Internal Audit

MOC Preparedness

AssistCapt Gogate

C/E Grewal

Dry DockPreparedness

OPERATIONS

Superintendents

Operators

Capt Sandeep Saxena

Capt Neeraj Mittra

Capt Rishab Bahl

Capt Ihson Gafar

Capt Dhruv Chopra

Troy Chen

Vishal Marwah

Karen Kwok

Nicholas Lock

Kelvin Chew

Vijay Jaipal Appendix8

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New Building delivery Schedule

Vessels Yard Hull Delivery DWT

2010 Pacific Diamond Imabari S-Z290 Oct-10 47,350

2011 Pacific Garnet Imabari S-Z291 Mar-11 47,350

Pacific Quartz Imabari S-Z293 Apr-11 47,350

Pacific Sapphire Imabari S-Z294 May-11 47,350

Ross Sea Sasebo S772 Jun-11 115,000

Sunda Sea Sasebo S771 Sep-11 115,000

2012 Brightway HHIC-PHIL P0059 Mar-12 159,500

Broadway HHIC-PHIL P0060 May-12 159,500

Crossway HHIC-PHIL P0075 Aug-12 159,500

Fairway HHIC-PHIL P0076 Oct-12 159,500

Pacific Zircon Onomichi S576 Nov-12 50,000

Emerald Splendor STX S1519 Nov-12 74,435

Pacific Topaz Onomichi S575 Dec-12 50,000

2013 Pacific Onyx Onomichi S578 Feb-13 50,000

Emerald Success STX S1520 Feb-13 74,435

Pacific Lapis Onomichi S577 Mar-13 50,000

Emerald Summit STX S1521 May-13 74,435

Emerald Supreme STX S1522 Aug-13 74,435

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Schedule

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Site Team

Project Team, Singapore

Sasebo / Onomichi,JapanVladoArifToni

Hanjin, Subic BayBal Ismail

J. CKangVando

STX, KoreaIn Progress

Imabari, JapanFaith Marine

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Specification enhancement

• Carriage of CBFS cargo (S.G. = 1.15)• UWILD Notation – 5 year AF paint – 5 year docking cycle.• VEC-L Notation (Vapor balancing between vessels engaged in

lightering operation)• Green Passport (Inventory of Hazardous Material)• Statement of compliance for MLC 2006. • Compliance with regulations on Ozone Depleting Substances.• 2 nos. Bow Chain stoppers & increased no: of mooring drums.• Boiler / Aux Engine / Main Engine operation on 0.1% S (Distillate

Fuel) to comply with EU & CARB regulations.• Main Engine & Aux Diesel Engine with increased power and

meeting NOx requirements.• Main Engine fitted with Alpha Lubricators to optimize cylinder oil

dosage. • Incinerator with higher capacity & 2 waste oil tanks.

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• Oily Bilge Water Separator increased capacity. • Bilge Primary tank.• Increased capacity of Bilge Holding tank + Oily Bilge Tank.• Grey water tank + Sewage collect tank + Clean drain tank.• Bilge HL alarm in Steering gear room + Emergency Fire Pump

room + Bosun Store.• Steering Gear raised walkway.• Arrangement to transfer Bilge water + Sludge to Slop Tank.• Cargo Oil Pump – Bearing + Casing + Stuffing box temp

indication in CCR.• Centrifugal pumps + Gear pumps fitted with mechanical seals.• Dead man Alarm.• 2 nos. Gyro + ECDIS + Fleet broadband + LAN system.• Increased compliment.• Crew recreation room as dedicated smoking room.

Specification enhancement

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1. EU Directive 2005/33 :- Entered into force from 1st Jan. 2010. In EU ports at Berth, vessels to use fuel containing Sulphur equal to or less than 0.1 % . At BERTH means - at anchorage, moored with buoy or alongside irrespective of whether they are working any cargo or not. For details refer FOM 0817.

2. Emission Control Areas (ECA's) :- Previously called Sulphur Emission Control Areas (SECA's). At present North Sea and Baltic Sea are 2 ECA's. Fuel Sulphur content reduced from 1.5 % to 1.0 % from 1st July 2010. It will be further reduced to 0.1 % on 1st July 2015.

3. North America ECA for coastal waters of USA and Canada (200 NM from coast), will enter into force from 1st August 2011 and compliance starts from 1st August 2012.

4. Within California Waters and 24 NM of California baseline.Phase 1 - From 1st July 2009 - Marine Gas Oil (DMA) of Sulphur equal to or less than 1.5 % or Marine Diesel Oil (DMB) of Sulphur equal to or less than 0.5 %.Phase 2 - From 1st Jan 2012 - Marine gas Oil or Marine Diesel Oil of Sulphur equal to or less than 0.1 %.

5. Sulphur Worldwide as per MARPOL Annex VI, Regulation 14 :-• Prior to 1st Jan 2012 - Equal to or less than 4.5 %.• From 1st Jan 2012 - Equal to or less than 3.5 %• After 1st Jan. 2020 - Equal to or less than 0.5 %

New Regulations - Sulphur

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Sulphur Emissions

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Sulphur Emissions

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1. Regulation 12 :- Emissions from Ozone Depleting Substances (ODS) from refrigeration and air conditioning plants and fire fighting equipment entered into force from 1st July 2010. Every ship to maintain a record of ODS. Refer FOM 0808 for details.

2. Regulation 13 :- Nitrogen Oxide Emissions from the diesel engines :-• Tier I - From 1st Jan. 2000 to 1st Jan 2011.• Tier II - From 1st Jan. 2011.• Tier III - Ships constructed on or after 1st Jan. 2016, will have additional limitations

when operating in ECA. It is expected that both Baltic and North Sea will be designated as NOx ECA's well ahead of 1st Jan. 2016.

• Ships constructed between 1st Jan. 1990 but prior to 1st Jan. 2000, will be required to comply with NOx Tier I if an approved method for obtaining the necessary NOx reduction is available from the engine makers and is cost effective.

IMO NOx Criteria• Tier I: For Main Engine NOx 17gms/kWh.• Tier II: For M/E NOx 14.4 gms/kWh (About 18~20% NOx reduction from Tier I).• Similarly 18~ 20% NOx reduction for aux Engines from Tier I.• Tier III: 80% NOx reduction from Tier I.

MARPOL ANNEX VI

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NOx Emissions

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3. Regulation 14 :- Sulphur Oxide (Sox) Emissions : Already discussed above.

4. Regulation 15 :- Volatile Organic Compounds. All crude oil tankers are required to have a class approved VOC Management Plan on board by 1st July 2010.

5. Fuel Change Over Procedures :-In according with the revised MARPOL Annex VI, Regulation 14, ships using different fuels to operate within and outside of ECA's, EU ports and California Waters, are required to have a written fuel oil change over procedure on or after 1st July 2010. This procedure need not to be class approved. However it is auditable item as per ISM and PSC's. Guidelines for developing the procedure are given in FOM 0817 and 0818.

MARPOL ANNEX VI

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1. Amendments To MARPOL Annex I :- Ship To Ship Transfer Operation (STS) :- Oil tankers involved in STS operation, must have class approved STS procedure on board by not later than the date of 1st annual, intermediate or renewal survey to be carried out on or after 1st Jan. 2011.

2. Amendments To MARPOL ANNEX I - Ban on the use or carriage of heavy oils on ships operating in the Antarctic Area from 1st August 2011.

3. Amendments To MARPOL ANNEX V - The wider Caribbean Region was designated as a Special Area on 4th July 1991. In MEPC 60 (March 2010), it was concluded that since adequate discharge reception facilities are available, the discharge requirements will come into force from 1st May 2011.

Marpol Annex I and V

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1. SOLAS Regulation II-1/3-9 - MSC Resolution 256(84) - Means of embarkation and disembarkation (Accommodation Ladders and Gangways), must be constructed. Tested, installed and maintained in accordance with MSC.I/circular 1331, enters into force from 1st Jan. 2010 for new ships.

2. SOLAS Chapter III - life Saving Appliances - New Regulation On Life Jackets. As per Resolution MSC 201(81), which came into force from 1st July 2010 and applies to

• Life Jackets provided on board ships constructed on or after 1st July 2010.• When replacing life jackets on existing vessel.• Additionally on all vessels, where adult life jackets are not designed to fit persons

weighing upto 140 Kg with a chest girth of upto 1750 mm, suitable accessories are to be provided that allows the life jacket to be secured to such persons.

3. SOLAS Chapter V, Regulation 19 - Bridge Navigational Watch Alarm System (BNWAS), enters into force for new vessels built on or after 1st July 2011. For existing vessels, not later than the first survey on or after 1st July 2012.

4. SOLAS Chapter V, Regulation 19, Para 2.10 - ECDIS :- • Ships built on or after 1st July 2012 to have ECDIS fitted on board.• Ships built before 1st July 2012, to have ECDIS fitted not later than the first survey on

or after 1st July 2015.

SOLAS Amendments

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Solas Amendments

Marine Safety Committee Meeting In May 2010 :-Following amendments were added during the MSC in May 2010 :-1. Corrosion Protection Of Cargo Tanks Of Crude Oil Tankers :-• New SOLAS Regulation II-I/3-11 & Resolution MSC.291(87) on corrosion protection of cargo tanks of crude oil

tankers was added. This requires all cargo tanks of crude oil tankers of 5000 DWT and above, to be coated during construction. This requirement is expected to be accepted by 01-01-2013 or keel laying after 01-07-2013 or delivery after 01-01-2016.

2. Amendments To LSA Code:-• MSC adopted amendments to the LSA code by Resolution MSC.293(87), which is expected to enter into force on

01-01-2012. The amendment increases the assumed weight of a person from 75 Kg to 82.5 Kg for life rafts. This will affect the life raft design and their launching device. For ships constructed on or after 01-01-2012, life rafts and their associated launching devices shall comply with these new requirements. These requirements may also be applicable to those replacement of life rafts and their launching devices on board existing ships on or after 01-01-2012, if required by SOLAS CH III, Regulation 1.

3. Amendments To SOLAS Convention On Gas Measurements and Detection For Tankers By MSC Resolution MSC.291(87):-

• It is expected to be accepted by 01-07-2011.• Portable Oxygen Meters :- SOLAS CH II-2, Regulation 4.5.7.1, was updated to require all tankers regardless of

date of construction to be equipped with at least 1 portable instrument for measuring O2 by 01-01-2012 in addition to the one already required for flammable vapor concentrations.

• Fixed Gas Detection System :- New SOLAS CH II-2, Regulation 4.5.7.3, was added for arrangements for fixed hydrocarbon gas detection systems in double hull and double bottom spaces. Requiring oil tankers of 20, 000 DWT and above, constructed on or after 01-01-2012, to be provided with fixed hydrocarbon gas detection system.

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Other Regulations - CIC

Heightened attention to specific survey items • Lloyds Surveyors (Appendix 1) attending on board a Lloyd’s Register classed ship which is 5 year

or older will place heightened attention on the following items to confirm that they are being maintained and remain in an effective condition.

• Ventilation, fire-dampers, quick-closing devices and their means of control• Lifeboats and launching appliances• Emergency fire pump• Oil filtering equipment• Auxiliary engines• Ventilators and air pipes• Propulsion – main engine• Jacketed piping systems for high pressure fuel lines• Fire fighting equipment and appliances• Weather decks, hatch covers and closing appliances• Nautical publications and charts• Cleanliness of the engine room.• Heightened surveys will only be carried out whenever surveyors attend the ship for any survey

requested between the annual classification surveys.

Paris MOU Concentrated Inspection Campaign (CIC) (Appendix 2) on Damaged Stability

• on tankers for 3 months from 1st Sept. to 30th Nov. 2010.

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Other Regulations

Helicopter Operation On Board Ships In Australian Waters – • Enters into force from 1st August 2010 as per AMSA Marine order no. 57 and Marine Notice

6/2010. As per this notice, vessels on which Helicopter is likely to land, must have on board documentary evidence that the designed landing surface is able to withstand the static and dynamic loads associated with such landing.

• We have received approval from DNV Singapore for 4 vessels i.e. ARFA, BRNT, CRAL and CERM.

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New Technology and Inventions

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ABB TPL Turbocharger

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Our Vision

– Purchase Department Developments– Cost Controls– Docking Cycles– Revised List Critical Equipment in line with

TMSA

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Purchase Dept. DevelopmentsNew Central Stores and Provision Purchasing policy• The Master, supported by the VMT, is to ensure correct, adequate

and cost effective supplies.

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Purchase Dept. DevelopmentsNew Central Stores and Provision Purchasing policy• Vessel provided with expenditure guidelines for 4 monthly periods

• Consolidated supply (4 month stores) will not be necessary.

• One supply boat each month and delivery of provision, stores and spares to be consolidated.

• More autonomy to ship staff. When the running expenditure is within set limits, Purchase Orders can be issued to supplier without the need of Office approval.

• Any balance will be carried forward to the next period, providing vessel with the flexibility to arrange supplies at the most economical port.

• A “no cash purchase” policy will be maintained and all payment to suppliers will be effected from Office.

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Purchase Dept. Developments

Lock out / Tag out kits• Lockout-Tag out (LOTO) is a safety procedure to ensure that dangerous machines are

properly shut off and not started up again prior to the completion of maintenance or servicing work.

• Fleet wide supply of a Lockout Station consisting of electrical and mechanical lockout devices:

Lockout Hasp x 5 units Breaker Lockout.•Small breakers x 5 units•Medium breakers x 5 units•Oversized breaker x 3 units

Miniature Circuit Breaker Lockout

x 5 units

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Lock out / Tag out kits

Gate Valve Lockout•1” – 2.5” Wheel Size x 2 units•2.5” – 5” Wheel Size x 2 units•5” – 6.5” Wheel Size x 2 units•6.5” – 10” Wheel Size x 2 units•10” – 13” Wheel Size x 2 units

Ball Valve Lockout x 2 units

Cable Lockout x 3 units

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Lock out / Tag out kits

Universal Valve Lockout x 2 units

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Cost Controls

• Lub Oil Consumption

• Chemicals

• Gas Bottles: 10 Oxygen and 5 Acetylene bottles

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Lub Oil Consumption

ME Cylinder Oil:• It is a general conception to increase the cylinder oil dosage in case of any abnormality in the cylinder condition

e.g. breakage of piston rings, wear down of cylinder liner.• Excess cylinder oil lubrication can cause more harm than good, the additives in the excess cylinder oil will not be

neutralized by the sulphur in the fuel and will deposit as calcium powder on the piston top land and on the piston ring surface. These are abrasive particles and will increase the wear down process.

• Excess cylinder oil will also lead to - sluggish piston rings resulting in blow by and eventually breakage of piston rings.

• Alpha Lubricators has been retrofitted on 7 vessels ( Maritime Jewel, Arafura Sea, Barents Sea, Coral Sea, Ceram Sea, Aral Sea, Black Sea ) Pending: Ceylon.

• All new building vessels are fitted with Alpha Lubricators from new building time.• As the average fuel oil sulphur content is gradually reducing globally, TPM has decided to supply TBN 50

( Universal Grade Cylinder Oil ) instead of TBN 70 Cylinder Oil. This will enable vessels to carry only one grade of cylinder oil globally including ECA areas.

ME Crankcase Oil: • Main engine crankcase oil to continuously purified for the oil to maintain its lubricating properties. Ingress of water

to be closely either from the purifier or from some other source. • Excess water emulsified in the lub oil cannot be separated by purification and the complete batch of oil will need

to be renewed.• Stuffing boxes to be maintained as per maker instructions to prevent loss of crank case oil.

AE Crankcase Oil:• Piston ring grooves, oil scraper rings to be maintained to prevent oil carry over and increased consumption.

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Cost Controls - Chemicals

Drew Ameriod: Fixed Fee AgreementNalfleet: Total System Management (TSM) • Annual contracts with a fixed cost per ship to Tanker Pacific. These agreements

cover the supply of treatment chemicals (boiler/evaporator), testing reagents and maintenance chemicals under normal operating conditions.

• The range of chemical products available is customized to meet Tanker Pacific’s requirement.

In addition to the supply of chemicals, value added services provided by suppliers:• Monthly submission of ROB and Treatment Logs directly to suppliers for analysis

report and consumption monitoring. • Chemical Requisition submission directly to Supplier to ensure optimized usage and

top-up. • Monitoring of ROB by supplier to ensure optimum inventory. • Direct access by vessel to supplier (via email) for advice and product support.

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Bunker Consumption

Cargo heating consumptions : The following factors are likely to influence increase of bunkers

consumptions for cargo heating:1. Inadequate planning of cargo heating i.e. no consideration given to

the following:• duration of voyage• expected climatic conditions en-route• Condition / integrity of the heating coils• history of heating capability & consumptions on previous voyages

2. Inadequate monitoring of cargo temperatures3. Opening / throttling of heating coils not controlled as required4. Adequate steam pressure not maintained on the deck steam line5. Inadequate monitoring of functional status of individual heating coil6. Steam traps on heating coils not functioning as desired due to lack of

inspection / maintenance

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Bunker Consumption

Excessive daily average of running of Auxiliary Engines:1. Auxiliary Engines not maintained to operate at design loads2. Un-necessary / Non-essential load on the auxiliary engines

can be taken off by cutting off the non-essential equipments3. Energy Conservation by Efficient Operations and

Maintenance Of Diesel Engines• Turbocharger• Cylinder Condition• Air Cooler• Fuel Injection Equipment• Exhaust Gas Economizer• Engine Room Ventilation• Condition Monitoring• Calibration• Oil Analysis

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Bunker Consumption

1. Optimum operation of steam turbine cargo pumps taking into account Charter Party discharge warranties / terminal requirements

2. Saving of bunkers during cargo tanks inerting / purging - Displacement method to be employed as far as practicable so as to minimize the duration of the inerting / purging operations

3. Fuel Saving by steaming at economical speed when there are no time constraints on a voyage

4. Cargo stowage, loading & discharge plan should take into consideration the possibility of minimising ballast / de-ballast operations.

5. To avoid / minimise operation of boiler during sea passage and / or “idling “:• Maintenance of Economizer to be carried out on a regular basis to ensure that it is able

to cope up with general sailing steam consumption (without cargo heating).• Steam leakages to minimize / stop to conserve steam (to avoid cutting in of the boiler

due to steam losses).• Avoid excessive heating of bunker tanks • Use A/E exhaust (in case arrangement provided) to produce steam during idling period of

the vessel.6. Cleaning of ships hull (in case of fouling) and polishing of propeller to be carried

out to avoid overloading of ME and excess consumption of fuel.

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Docking Cycles

• 5 years docking for ships less than 15 years of age.

• Ceylon and Centennial Jewel – 2010 (Appendix 3)

• Coral Sea, Ceram Sea and North Sea – 2011 (Appendix 4)

• 12 (Appendix 5) vessels have approval for IWS / UWILD / BIS

• Supported with a liberal spares supply policy

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Critical Equipment

• Steering Gear• Emergency Bilge suction valve in Engine Room• Inert Gas System Plant: • Oily Water Separator • X-band Radar (3cm)• Emergency Fire Pump • Rescue Boat• Emergency Generator• Fixed Fire Fighting System: • Fire Detection System?• Oil Mist Detector• Boiler Safety System• SSAS• Cargo Pump Temperature Sensors• Cargo Pump room fixed gas detection system• Main Engine Shutdown / Slow down alarm

FOM1101, Definition of Critical Systems: The company has identified critical equipment and technical systems that the sudden operational failure of which may result in hazardous situation.

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Deck & Engine Staff Team Work

• Starting heavy motors (e.g. Ballast Pump, IGS Blower, GS & Fire Pump, Steering Gear Motor, Deck Air Compressor, deck hydraulic machinery, etc.) without informing eng room could lead to black out if only 1 D/G running at nearly full load.

• Restarting heavy motors without giving sufficient time interval (about 20-30 minutes), the starter contacts can seize causing motor to burn.

• Too much helm when vessel running at full speed at sea could lead to heavy vibrations and excessive load on the steering system.

• Starting air pressure should be closely monitored when too many main engine start / stops are required. Air compressors to be maintained in good condition and their running to be controlled effectively during such situations.

• Main engine may fail to start when giving astern movement while ship still moving in ahead direction @ or above 4-5 knots.

• Sudden stopping of the cargo pumps except in emergency situation or increasing turbine rpm too rapidly can lead to boiler load problems.

• Dropping anchor too fast when vessel still moving in ahead direction can cause excessive load on windlass.

• Dropping anchor too fast with hydraulic motor engaged can lead to overload on the motor and its breakdown.

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• Importance of maintaining deck machinery hydraulic oil temp…to warm up if too cold and use of cooler during operations.

• Operation of Windlass in heavy weather…danger to the hydraulic motor once coupled to the cable lifter in heavy seas. Hydraulic motor can get overloaded and overrun. Main engine should be used to reduce tension in cable if you have to pick up anchor and move in such situations.

• Breaking out a bedded anchor with windlass instead by using main engine can cause excessive load on windlass.

• Starting of life boat engines by ship staff who are unfamiliar with life boat engine may damage the engine.

• The order of opening sequence of valves for steam line….Open first return line valve…wait till the line gets drained of accumulated condensed water…then gradually open steam inlet line and warm up the line gradually before opening more steam as required.

• Seeing too much of white “smoke” from funnel…may be steam from relief valve lifting/leaking….inform engine room.

• Normal or Emergency tripping steam driven COPs and WBPs at high rpm will leave the governor at that rpm setting and during restart the rpm will shoot back to the rpm at which the pump was tripped. RPM should be reduced to minimum and then trip the pump in normal circumstances. And as far as possible.


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• In case of unplanned Black out, Deck Officer on watch on Bridge, should immediately switch off all the Navigational equipment which does not have UPS or 24 V supply on Bridge from its main control unit and Breaker at Distribution board prior main power returns. This is to avoid any Power Surge and getting equipment damaged. Once Power is restored the AC Power breaker to be switched ON. For example - Radar (if not connected with UPS), Gyro if not connected with Battery supply, Speed Log, Echo sounder, RAI, Rate of Turn Indicator, Inmarsat B/F/Broad Band if not connected with Battery power supply.

• Where MF/HF Antenna Change over unit is fitted (mainly on JRC GMDSS equipment), this unit always to be kept on Auto mode to ensure that Antenna is automatically grounded when there is no Transmission. When PTT switch on Handset is pressed for Transmission, Operator need to confirm that Antenna change over unit is automatically connected to Antenna to ensure that this unit is functioning properly, because in case it remains connected at Ground /Earth due to malfunction of this unit while transmitting, the Transmitter's PA Unit will get burnt.


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Expectations from Ship staff

• Fleet Broadcast messages to be read • Hazard Hunting• Avoid living with problems – report machineries that are

not performing• Tank Inspections• Planning of spare parts delivery• Down time must be utilised to carry out maintenance• Log Book should be maintained by Engineer on duty• Ownership of responsibilities

– Take proper care of UTI equipment.

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Expectations from Ship staff

• Reduce Breakdowns by performing PMS without fail

• Proper crediting of CSM items

• Ship staff to be more responsible.

• Timely raising of spare parts requisition

• If you fail to plan you are planning to Fail

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Key Performance Indicators

– Unplanned stoppages at sea < 3 days per vessel per year

– PMS non critical jobs < 6% of the total jobs coming due for that month.

– DRC should not exceed 10% of the planned amount.

– Requisition outstanding for spares should not exceed 60 days – KPI should be 3 vessels per year.

– Zero Tolerance for surveys– Zero tolerance on critical Jobs overdue in PMS– Failure of Critical Equipment. – Speed and consumption.

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Q & A

• Questions and Answers

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Thank you for your participation.We do hope that you have found this

workshop informative & interactive and that you have enjoyed this

workshop as much as we enjoyed presenting it to you.

We wish you Safe Travel’s Home.

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